5.0 Channel Design and Alternatives
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- Claude Gilmore
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1 5.0 Channel Design and Alternatives The dimensions of the navigational areas such as approach channel, manoeuvring areas, anchorage, etc. are based on the type and size of the vessel envisaged to visit the port, prevailing environmental conditions, traffic density and safe navigational practices. 5.1 Existing Channel The existing channel to JNP is a 33.5 km long two way channel with a width of 370 m along straight stretches and 450 m at bends. Layout of the existing channel is shown in Figure 5.1 below. Figure 5.1: Layout of the Existing Approach Channel For purposes of study and analysis, the entire channel has been divided into 5 sections viz. A-B, B-C, C-D, D-E and E-F. The channel is shared by Mumbai port and JNP from Section A-B to Section D-E. Section E-F falls in JNP port limits. Description of the various sections of the channel is presented below: Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 92
2 Section AB This section is in the open sea. It commences at 18 50' 8.4" N and 72 42' 5.7" E and extends eastwards towards the Mumbai harbour. This section has two legs and the orientation of the first leg is 87 o wrt north whereas that of the second leg is 74 o. The two legs are 7,430 m and 2345 m long respectively i.e. the total length of section is 9,775 m. The width at the entrance is 800 m in first leg and it narrows down to 450 m in the second leg as shown in Figure 5.1. Channel depths maintained in the two legs vary from (-)14.3 m CD and (-)15.5 m CD. Section BC This section is also in the open sea and extends upto the fair weather limit point. The channel orientation in this section is 64 o wrt north. The width of the channel narrows down from 450 m to 370 m as shown in Figure 5.1. This section has one leg and its length is 4,680 m. Channel depths maintained in this section vary from (-)14.6 m CD and (-)14.9 m CD. Section CD - Karanja Sector The channel orientation changes from 64 o to 29 o wrt north after fair weather limit point. The width of the channel at the bend is 450 m which gradually reduces to 370 m in the straight section as shown in Figure 5.1. This section has one leg and its length is 7,890 m. Channel depths maintained in this section vary from (-)14.3 m CD and (-)15.0 m CD. This section ends near Middle Ground Island and North Karanja Buoy. The main anchorage area of Mumbai Port lies on either side of this sector of the channel. Near the Middle Ground, the channel branches off to Indira Docks and Naval Dock Yard. Section DE - Uran Sector A little north of the North Karanja Buoy, the alignment of the main channel changes from 29 o to 58 o wrt north and the channel extends towards the 4 th oil berth. The width of the channel at the bend is 450 m, which gradually reduces to 370 m in the straight section and again increases to 450 m near the oil jetty as shown in Figure 5.1. This section has one leg and its length is 4,365 m. Channel depths maintained in this section vary from (-)14.0 m CD and (-)15.0 m CD. The anchorage area of Mumbai Port lies towards north of the channel in this section. After the 4 th oil berth, the main channel bifurcates into the Y junction - one channel leading to J.Dweep/Pir Pau berths and the other channel leading to JN Port. Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 93
3 Section EF - Elephanta Sector South Elephanta Sector This sector begins northeast of 4 th oil terminal at the Y junction described earlier and the channel alignment changes from 58 o to 85 o wrt north, leading into JN Port upto bulk berths. This stretch of the channel is about 2,825 m long and has a width of 370 m. Channel depths maintained in this section vary from (-)13.1 m CD and (-)14.9 m CD. Elephanta Deep Sector This sector, which lies entirely within JN Port limits, begins near the bulk berths. The channel alignment changes from 85 o to 43 o and subsequently to 28 o as shown in Figure 5.1. The total length of this channel is about 3,865 m. Channel depths maintained in this section vary from (-)13.1 m CD and (-)18.5 m CD. 5.2 Anchorages Anchorages areas are designated in the open sea as well as in the Mumbai harbour for anchoring vessels waiting to call at the berths Outer Anchorages If, for some reason, a ship cannot enter the port on arrival, it will be anchored outside the port limits. For this purpose, there are two reserved anchorage areas viz. northern anchorage area and southern anchorage area. Northern Anchorage Area ( A Area) Refer NHO Chart 2016 This anchorage is quite far off from Mumbai Port entrance and is generally not preferred by ships/port as ships take almost 2½ to 3 hours to arrive at the pilot station from this location. Water depths vary between 20 m to 30 m. Southern Anchorage Area ( B Area) Refer NHO Chart 2015 The southern anchorage area is bounded by the following co-ordinates: Southern Lat. 18 o 35.7 'N Long. 72 o 33.6' E Eastern Lat. 18 o 42.0' N Long. 72 o 41.6' E Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 94
4 Northern Lat. 18 o 53.0' N Long. 72 o 31.5' E Western Lat. 18 o 46.0' N Long. 72 o 23.0' E This area is towards southwest of port entrance and is quite extensive. It is quite closer to the port entrance and is preferred by the port as well as ships. It takes about 1 to 1½ hours to travel from this location to the pilot station Sheltered Anchorages Mumbai harbour being a natural harbour provides a large number of sheltered anchorages. For use in fair weather season, designated/marked anchorages starting soon after pilot station are lettered V to Z (Rows) upto Sunk Rock Light House and A to J from Sunk Rock to South of Tucker Beacon. Anchorages are numbered 1 to 4 (or 5) from West to East. For example A row of anchorages is on a line west to east from Sunk Rock Light House and No.1 is closest to Sunk Rock and 5 is farthest away from Sunk Rock. Thus anchorage A1 is the first one on line from Sunk Rock going west to east. The deepest natural depths run between No.2 and No.3 anchorages. Figure 5.2: Layout of the Existing Approach Channel An emergency anchorage is designated near Karanja Sector for pilot boarding / disembarkation manoeuvre during the monsoon whenever the wave height / wind Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 95
5 force / currents in the designated manoeuvring areas exceed the limit for safe pilot boarding / disembarkation. 5.3 Navigation Possibility of Container Vessel in Existing Channel The existing depths in the channel and anchorages are given in table below. Table 5.1: Existing Navigational Area Details S. No. Channel Section Length Width Design Dredged Levels (m CD) Existing Dredged Levels (m CD) 1. AB to BC to CD to DE to EF to to Berth Pockets Emergency Anchorage MbP Anchorage Area The navigation possibility of container vessels of various sizes in the existing channel is presented in table below. Table 5.2: Navigation Possibility of Container Vessels in Existing Channel Vessel Size Draught of Ship Depth of Water Required with 20% UKC Available minimum water depth in Section AB Tidal Window Required Possibility of Navigation 1000 TEU All time navigation possible 1500 TEU All time navigation possible 2500 TEU All time navigation possible All time navigation possible 3000 TEU All time navigation possible All time navigation possible 3500 TEU All time navigation possible 4000 TEU Navigation possible during all neap and mean spring tides and higher tides. Low water not to be below MLWS (+0.76m) 5000 TEU Navigation possible during all neap tides. Low water not to be below LLWN (+1.3m) Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 96
6 Vessel Size Draught of Ship Depth of Water Required with 20% UKC Available minimum water depth in Section AB Tidal Window Required Possibility of Navigation 6000 TEU Navigation possible during all high waters. Low water not to be below MLWN (+1.86m) 8000 TEU Navigation possible during all high waters. Water level not to be below LHW (+2.48m) 9000 TEU Navigation possible during all high water springs. Water level not to be below MHWN (+3.3m) to TEU Navigation possible during all high water springs. Water level not to be below LHWS (+3.88m) TEU Navigation not possible From the above table, it can be observed that the existing channel can cater to 3,500 TEU vessels without any tidal advantage and container vessels 6,000 TEU and 8,000 TEU can ply during high tides. Vessels above 8000 TEU to TEU can navigate during spring tides, resulting in considerable waiting times. As mentioned in Table 4.11 of Section , the share of vessels with sizes 8000 TEU to 12,500 TEU and 12,500 TEU to 15,000 TEU would increase considerably. To cater to these vessels, the channel requires suitable widening and deepening. The design requirements of navigational areas for vessels design vessels recommended in Section of Chapter 4 are presented in the following sections. 5.4 Channel Design Parameters The parameters primarily influencing the design of approach channel are vessel characteristics and environmental parameters such as tidal window, wave heights, wind force, currents, water density change, etc. The details of the influencing parameters are presented in below sections. Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 97
7 5.4.1 Design Vessel Characteristics Vessel Dimensions The design vessel sizes considered are 12,500 TEU and 16,000 TEU and their vessel dimensions are presented in table below. Table 5.3: Design Vessel Dimensions No Vessel Size LOA Beam Draft Lpp CB I 12,500 TEU II 16,000 TEU Vessel Speed The speed of the design vessel at various sections of the navigational channel is assumed suitably depending up on the environmental conditions and port s rule and details of the same are presented in table below. Table 5.4: Assumed Speed of the Vessel at Various Sections of the Channel Section of the Channel Assumed Vessel Speed in knots in m/s A-B B-C C-D D-E E-F Environmental Parameters Tidal Window The tides in the region are semi-diurnal in nature and the tide levels in the port are presented in Section of this report. The mean tidal range available at JNP is 3.66 m, which is considerable. Hence, it is proposed to take advantage of the tidal window for navigation of the vessels to reduce the quantity of dredging. Two scenarios have been worked out which are as follows: - a) The design vessel navigates the channel using a suitable tidal window. The lowest high water level at JNP is (+) 2.48 m CD which will be available twice a day throughout the year. The ships will have to enter the channel 2 to 3 hours Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 98
8 before high water so that they can berth or leave the port at high tide. As per the statistical evaluation of the tidal levels carried out by M/s Bertlin & Partners while preparing the master plan for Mumbai Port, the tidal height 3 hours before / after the lowest high water would be a minimum of (+) 2.2 m CD, which is taken as the tidal window for the channel design. b) The design vessel navigates the channel at all states of tide The mean low water springs and the lowest low water neap are (+) 0.76 m CD and (+)1.3 m CD, respectively. Whereas the lowest low water spring is (+) 0.12 m CD. Therefore it can be safely assumed that all low waters will be higher than mean low water springs, barring a few instances. The tidal window considered for this scenario is mean low water springs i.e. (+) 0.76 m. The tidal windows selected for designing the approach channel are summarized in table below. Table 5.5: Tidal Window Selected for Designing the Approach Channel Tide-I Tide-II (+) 2.20 m (+) 0.76 m Wave Height at Various Sections The significant wave heights at 12 selected locations along the alignment of the channel based on CWPRS study is presented in. The wave height at the channel entrance as per Table 2.12 (Section ) of Chapter 2 is about 4 m, which occurs for 0.6% of time. For safe pilot boarding/disembarking operations, a wave height of 2.0 metres is taken to be the limiting condition. Based on the results of the CWPRS study, a significant wave height >2.0 metres will be for 17% of the time. During such high waves, the pilot boarding is taken up at the emergency area. The significant wave height in different sections of the channel for pilot boarding in open sea is given in table below. Table 5.6: Significant Wave Heights for Different Sections of the Channel Section of Channel A-B B-C C-D D-E E-F Significant wave height (Hs) Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 99
9 Currents Current velocities and directions at selected locations along the navigational Channel are given in Section of the report. From the results it is seen that the prevailing current velocity is of the order of 1.5 knots peaking to 2.5 knots occasionally during the monsoon. As the movement of ships in the channel will be restricted during the monsoon period, it will be possible to restrict the passing of two big ships in the channel when the currents are stronger than 1.5 knots. Therefore, a maximum current velocity of 1.5 knots has been assumed both in a direction along as well as perpendicular to the direction of motion of the ship. Wind Speed The maximum offshore wind speed from various directions is presented in Section of the report. The wind speed is less than 20 m/sec (40 knots) for 96% of the time and the maximum wind speed is 30 m/sec. (60 knots). At JNP, the docking/undocking of ships is restricted when the wind speed exceeds 20 knots and is suspended when it exceeds 25 knots. When the wind speed exceeds 30 knots, the cranes are anchored. Therefore, for all practical purposes, a wind speed of 30 knots is taken as the limiting wind speed for ship navigation in the channel. According to the Beaufort scale of wind speed, this corresponds to a Beaufort Number of 7 (moderate gale) which covers wind speeds from 28 to 33 knots. Density Change During monsoons, there is a heavy influx of fresh water into the harbor areas of MbP and JNP, which results in reduction of density of harbor waters from kn/m 3 (sea water) to kn/m 3 (fresh water). The vessel draft increases due to reduction of water density which is called Fresh Water Sinkage. This increase in draft can be of the order of 2% to 3 %. At JNP the density of water is reported to vary from kn/m 3 to kn/m Design of Approach Channel The design of the approach channel comprises of determining the channel alignment, width and depth. Considering the vessel sizes and design parameters, Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 100
10 various alternatives were developed and evaluated for arriving at the most suitable alternative Channel Alignment Channel Alignment is assessed with the shortest channel length; basins at either end of the channel; areas of accretion, prevailing winds, currents, waves; avoiding bends close to port entrance. However, since this is a brownfield expansion, with an approach channel already in place and deepened to approximately (-) 14.5 m, it is considered prudent to maintain the present alignment and modify only the widths and depths of the approach channel Channel Depth For determining the depths required in the various sections of the channel to facilitate the safe passage of the ships, the use of optimum tidal window will provide the most economical solution. Depth of the approach channel is estimated from the following components. The components to be evaluated for determination of the channel depth are as follows: Static draft of the design ship Wave induced vertical ship movement Squat induced due to forward motion Tide height throughout the transit of the channel A margin depending on type of bottom Water density and its effect on draft Allowance for siltation Some of the parameters considered for channel depth are described in detail. Speed / Depth relationship Before deciding on the speed with which to carry out the channel width calculations, it is advisable to check that it is compatible with the depth under consideration. Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 101
11 Squat, Waves and Depth / Draft Ratio Squat tends to reduce the underkeel clearance and it depends on speed of the ship and accentuated in shallow water. Therefore it is wise to check and provide an allowance for the depth to allow any squat engendered by necessary speed of the ship in transit to negotiate the tidal window and maintain manoeuvrability. Tidal window A suitable tidal window may be chosen bearing in mind the commercial consequences of any downtime. The window must be compatible with depth, speed and squat. Nautical Bottom If the solid bottom of the waterway is covered with a non-consolidated, liquid layer of silt of mud, a clear definition of the depth of the channel does not exist. In this case, the concept of nautical bottom is not applicable as post deepening the bottom is likely to be hard. Determination of Approach Channel Depth Alternatives Four alternatives were considered for determining the channel depth: - Table 5.7: Alternatives for Channel Depths Alternative -I Alternative -II Alternative -III Alternative -IV Design ship 15 m 16 m 15 m 16 m Static Draft Tidal Window 2.2 m 2.2 m 0.76 m 0.76 m Alternatives The depth to draft ratio (h/t) considered for the design in various sections of the approach channel is presented in table below. Table 5.8: Depth to Draft Ratio Considered for Design of Channel Channel Section A-B B-C C-D D-E E-F h/t Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 102
12 The design vessel parameters selected for the conceptual design of the Mumbai harbor and JNP s approach channel are presented in Table 5.2. Components of the depth Components of the depth for designing of the approach channel suitably assumed/ calculated and the design depth of the channel at various sections have been calculated as given below. All these components have been determined for each of the alternatives as per the selected combination. a. Static Draft of the Ship The static drafts of the design ships for the determination of alternatives of approach channel are given in Table 5.6. b. Wave induced vertical ship movements The vertical ship movement due to waves at different sections of the channel is given in Table below. Table 5.9: Vertical Ship Movements at Different Sections of the Channel Section of channel A-B B-C C-D D-E E-F Significant wave height (Hs) Vertical ship movement (0.5*Hs) c. Squat induced due to forward motion Squat is a localized lowering of the ship of water surface. The localized lowering of the ship is due to the increased water velocity of the increased velocity of the ship. Squat is a combined effect of the sinkage of the ship and trims due to the forward motion of the ship. The values of ships squat obtained for various sections of the channel are calculated and the assumption made are as follow. Squat can be calculated from the following formulae recommended by ICORELS (1980): Squat = (T*2.4*Cb*B*F 2 nh )/(Lpp* 1 F 2 nh ) Where, Lpp Cb = Length between perpendiculars = Block Co-efficient Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 103
13 B T Fnh = Vessel Beam = Draft of the ship = Froude s no. =V/ g h V h = velocity of ship (m/s) = undisturbed water depth g = acceleration due to gravity (9.81 m/sec 2 ) Table shows the velocities of the design ship assumed at various sections of the approach channel which are used for the estimation of the channel depth. Ship squat for both the design vessels are calculated based on the parameters mentioned above and is presented below. Table 5.10: Squat at Different Sections of the Channel for TEU Vessel Sections Lpp B T h/t h V (m/s) Fnh Cb Squat A-B B-C C-D D-E E-F Table 5.11: Squat at Different Sections of the Channel for TEU Vessel Sections Lpp B T h/t h V (m/s) Fnh Cb Squat A-B B-C C-D D-E E-F d. Sinkage of Vessel Due to Change in Water Density When a ship enters from higher density water to lower, there is an increase in its draft. This effect is called fresh water sinkage. This increase in draft can be of the order of 2 to 3 % for a change in water density from kn/m 3 for sea water to 10.0 kn/m 3 for fresh water. Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 104
14 Table 5.12: Allowance given to Sinkage for Alternatives I to IV at Various Channel Sections Channel Sections A-B B-C C-D D-E E-F Sinkage e. Margin of Safety An overall margin of safety of 0.70 m is adopted considering the nature of seabed at the channel bottom i.e. soft marine clay and rock in some sections. The margin of safety given at various sections are given in table below Table 5.13: Margin of safety for Alternatives I to IV at Various Channel Sections Channel Sections A-B B-C C-D D-E E-F Margin of safety f. Allowance for Siltation An allowance of 0.3 m is provided for siltation occurring in the various sections of the approach channel in between the maintenance dredging cycles. Table 5.14: Siltation Allowance for Different Sections of the Approach Channel Channel section A-B B-C C-D D-E E-F Allowance for siltation g. Tidal Window The tidal windows considered for the design of channel depth are presented in Table 4.4. Channel Depths The channel depths have been calculated based on the above assumptions of the various depths parameters, for each of the eight alternatives and are given below. Table 5.15: Channel Depth Evaluation for Alternative-I (12500 TEU Vessel with 2.2 m Tidal Window) Channel Section AB BC CD DE EF Static Draft Vertical Movement induced by Waves Squat Allowance Margin of Safety Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 105
15 Sinkage allowance Siltation Allowance Net Channel Depth Tidal Window Design Depth of Channel Rounded Design Depth of Channel (m CD) (-)15.9 (-)15.7 (-)14.9 (-)14.7 (-)14.7 Table 5.16: Channel Depth Evaluation for Alternative-II (16000 TEU Vessel with 2.2 m Tidal Window) Channel Section AB BC CD DE EF Static Draft Vertical Movement induced by Waves Squat Allowance Margin of Safety Sinkage allowance Siltation Allowance Net Channel Depth Tidal Window Design Depth of Channel Rounded Design Depth of Channel (m CD) (-)16.9 (-)16.7 (-)15.9 (-)15.7 (-)15.7 Table 5.17: Channel Depth Evaluation for Alternative-III (12500 TEU Vessel with 0.76 m Tidal Window) Channel Section AB BC CD DE EF Static Draft Vertical Movement induced by Waves Squat Allowance Margin of Safety Sinkage allowance Siltation Allowance Net Channel Depth Tidal Window Design Depth of Channel Rounded Design Depth of Channel (m CD) (-)17.3 (-)17.1 (-)16.3 (-)16.1 (-)16.1 Table 5.18: Channel Depth Evaluation for Alternative-IV (16000 TEU Vessel with 0.76 m Tidal Window) Channel Section AB BC CD DE EF Static Draft Vertical Movement induced by Waves Squat Allowance Margin of Safety Sinkage allowance Siltation Allowance Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 106
16 Net Channel Depth Tidal Window Design Depth of Channel Rounded Design Depth of Channel (m CD) (-)18.4 (-)18.1 (-)17.4 (-)17.1 (-) Channel Width Assessment of the channel width required for the safe navigation of all expected vessels at the port involves evaluation of a multitude of parameters such as ship size, ship operational characteristics, and nature of cargo and prevailing environmental conditions. The basic components of a two-way approach channel comprises of 2 manoeuvring lanes 2 bank clearance lanes 1 ship passing clearance lane Allowance must be given in designing the width of approach channel to account for the following factors. 1. Speed of the ship 6. Wave action 2. Prevailing cross wind 7. Quality of navigational aids 3. Prevailing cross current 8. Nature of the bottom surface of the channel 4. Longitudinal current 9. Cargo hazard level 5. Depth/draft ratio Basic manoeuvring Lane In the channel width design, the manoeuvring lane width is designed by considering the inherent manoeuvrability of the ship (varies with depth / draft ratio); the ability of the ship handler; the visual cues available to the handler; the overall visibility. Cross wind It affects the ship at all speeds, but will have its greatest effect at low ship speeds. It will cause the ship to drift sideways which increases the width required for manoeuvring in case of cross wind ships will have a slightly oscillatory course. Cross wind effects depend on the windage area of the vessel; the depth / draft ratio; the Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 107
17 wind speed and direction relative to the ship. Some width allowance is made therefore for wind effects over and above that needed for basic manoeuvring. Current Cross currents affect a ship s ability to maintain course, longitudinal currents affect its ability to manoeuvre and stop. Currents may restrict the arrival and sailings of a ship to certain time periods in the tidal cycle. Waves If the wave fronts move across the channel then they will have an effect on manoeuvring and hence channel width. Waves can cause transient effect on yaw. Aids to Navigation A well-marked channel will require less width than that one which is poorly marked. For concept design a judgment must be made regarding the adequacy of the available aids to navigate in accordance with the compulsory carriage requirements. Type of cargo To reduce the risk of grounding an additional allowance is provided to width in case the cargo is hazardous and to ensure that such vessel are well clear of other waterways users. Passing Distance In case of a two-way channel a passing distance is given to ensure that ship - ship interaction is reduced and it is usual to allow for a central strip, equal to a multiple of the beam of the larger passing ship, between the manoeuvring lanes of the passing vessels. Bank Clearances To avoid bank interaction, an additional channel width outside the manoeuvring lanes is given which depends on ship speed, bank height and slope, and depth/draft ratio. Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 108
18 Nature of Cargo The vessels expected to be handled at JNP and MbP are mainly container vessels with some liquid bulk and dry bulk cargo. The nature of container and dry bulk cargo is of low hazard level whereas the crude cargo is of medium hazard level. No allowance on account of cargo hazard level has been considered as the cargo is predominantly container. All components are evaluated in terms of the beam of the design vessel and the various allowances are based on the PIANC guidelines for design of approach channels. Details of the various allowances are presented below. Table 5.19: Various Allowances as per PIANC Guidelines Ship Manoeuvrability Allowance for Longitudinal Current Good Manoeuvrability knots 0 Moderate Manoeuvrability knots 0.1 Poor Manoeuvrability 1.8 > 3 knots 0.2 Allowance for Ship Speed Allowance for Nature of Channel Bottom 5-8 knots 0 Depth 1.5T knots 0 Depth < 1.5T - smooth and soft 0.1 > 12 knots 0.1 Depth < 1.5T - smooth or sloping and hard Ship Clearance Lane 0.1 Depth < 1.5T - rough and hard 0.2 Allowance for Wave action 5-8 knots 1.4 HS knots > HS > > 12 knots 2.2 HS > Allowance for Cross wind Allowance for Waterway Depth < 15 knots 0 1.5T knots T - 1.5T knots 0.8 < 1.25T 0.2 Allowance for Bank Clearance Allowance for Navigational Aids 5-8 knots 0.3 Excellent with Shore Traffic Control knots 0.5 Good 0.1 > 12 knots 0.7 Moderate with Infrequent Poor visibility Moderate with Frequent Poor visibility Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 109
19 The designed two-way navigable width of the Mumbai harbor and JN port s approach channel is estimated based on the above considerations and is presented in Table below. Table 5.20: Design Width Estimation of Approach Channel Sl. Allowances given No. 1 Manoeuvring Lanes (2 nos.) Assumed / Surveyed data from the Site 8-12 knots and Moderate controllability of the ship/vessel Selected Magnitude Allowance 2 * 1.5 B 3.0B 2 Ship clearance lane 8-12 Knots and Moderate 1.8 B 1.8B controllability 3 Bank Clearance (2 Nos.) 8-12 Knots and Moderate 2 * 0.5 B 1.0B controllability 4 Ship speed 8-12 Knots and moderate speed Cross Wind (For 2 vessels) *15-33 Knots 2 * 0.4 B 0.8B 6 Cross current (for Knots 2 * 0.7 B 1.4B vessels) 7 Longitudinal current 1.5 Knots Wave action Hs 1 m Quality of navigational good 2 * 0.1 B 0.2B aids 10 Nature of the seabed Depth 1.5*T, Rough and Hard 2 * 0.2 B 0.4B 11 Water way depth 1.25 *T 2 * 0.2 B 0.4B 12 Nature of cargo Low hazardous 0 0 Total 9B Based on the selected allowances for the components of approach channel width, the estimated channel width for various design vessels is presented below. Table 5.21: Width of Approach Channel for Various Design Vessels Design Vessel Width (in m) Estimated width of the Channel 12,500 TEU 50 9 * 50.0 = 450 m 16,000 TEU 59 9 * 59.0 = 531 m ~ 530 m The above alternatives have been worked out based on two design vessels of same size. The optimum channel width has to be decided based on the possibility of vessels passing each other for most of the time. The possibility of two vessels of same size passing each other is very less for 16,000 TEU vessel, as the number of such vessels that would call at the port is less. Hence, channel width of 450 m is considered adequate for Alternatives I to IV. Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 110
20 5.5.4 Design of Channel Bends Generally, channels with turns and bends are more difficult to navigate compared with straight reaches because of the reduction in sight distance, the changing channel cross-sectional area, and the greater effect from varying current and bank suction forces. Vessel control is reduced and width of the vessel swept path is naturally increased when turning. Therefore, additional width is required in turns and bends for large vessels. If the turning is in a given channel configuration, the channel turn radius, the deflection angle of turn, and the channel width and variability will also have an impact. The recommended width factors for various turn configurations as per CEM 2006 are presented in table below. Table 5.22: Recommended Width Factors For Various Turn Configurations Turn Angle (deg) R/L Turn Width Increase Factor Turn Type Angle x B Cutoff x B Apex x B Curved >50 > x B Circle Where R = curve radius, L = design ship length, B = Ship Beam There are two bends in the section of C-D and one in the section of D-E which have to be designed for the approach channel of Mumbai harbor and JNP. The existing radii are 3225 m, 1955 m and 2175 m respectively. The design of bends for Alternative-I to Alternative -IV is presented in tables below. Table 5.23: Design of Bends for Alternative I & III (12500 TEU Vessel) Description Channel Section Bend-1, C-D Bend-2, C-D Bend-3, D-E Curve Angle 35 o 29 o 27 o Type of Bend Apex Apex Apex Existing Radius of the bend 3225 m 1955 m 2175 m Radius of the bend proposed 3225 m 2536 m 2500 m Length of Vessel R/L Turn Width Factor Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 111
21 Description Channel Section Bend-1, C-D Bend-2, C-D Bend-3, D-E Beam Width of widening Widening On either side of Channel On either side of Channel Total width of widening Channel Width Total Channel Width Table 5.24: Design of Bends for Alternative II & IV (16000 TEU Vessel) On either side of Channel Description Channel Section Bend-1, C-D Bend-2, C-D Bend-3, D-E Curve Angle 35 o 29 o 27 o Type of Bend Apex Apex Apex Existing Radius of the bend 3225 m 1955 m 2175 m Radius of the bend proposed 3225 m 2536 m 2500 m Length of Vessel R/L Turn Width Factor Beam Width of widening Widening On either side of On either side Channel of Channel On either side of Channel Total width of widening Channel Width Total Channel Width It is recommended that the design vessel not be turned without tug assistance at bend-2 and bend-3 as they have lesser bend radius and passing of two design vessels to be prohibited at bends. 5.6 Design of Anchorage The main dimensions of the anchorage area are diameter and depth. The maintained depth in the protected anchorage area should be the same that in the pockets adjacent to the berths. The suitability of the existing emergency anchorage, which is located east of approach channel in section C-D near Karanja dumping grounds, to cater to the proposed design vessels is assessed. It is proposed to provide an anchorage area south of JNP Channel near Uran Patch for vessels calling at JNP. Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 112
22 5.6.1 Emergency Anchorage near Karanja The diameter and depth of the existing emergency are 1160 m and (-)16.5 m, respectively. The diameter and depth requirements of the emergency anchorage for TEU and TEU vessels are presented in tables below. Table 5.25: Diameter of the Emergency Anchorage near Karanja Description TEU TEU Allowance for anchor positioning 50 m 50 m Length of Anchor Cable 180 m 180 m Length of Design Vessel 366 m m Safe Clearance for Stern 100 m 100 m Total Radius of Emergency Anchorage 696 m 725.4m Total Diameter of Emergency Anchorage 1392 m m Table 5.26: Depth of the Emergency Anchorage near Karanja Components for Design TEU TEU Static draft of the vessel 15 m 16 m Allowance for trim of vessel 0.3 m 0.3 m Safety clearance 0.3 m 0.3 m Allowance for lowest low water 0.5 m 0.5 m Allowance for siltation 0.3 m 0.3 m Allowance for sinkage due to density change in 0.1 m 0.1 m monsoons Maintained Depth of Berth Pocket (m CD) (-) 16.5 (-) 17.5 Based on the above table, the diameter of the existing emergency anchorage should be extended by 260 m towards east. However, while dredging the emergency anchorage area earlier, rock was encountered. As anchoring in rock is not advisable, it is proposed not to increase the dimensions of the emergency anchorage. The design vessels can be anchored in the outer anchorage itself, in case of emergencies JNP Anchorage near Uran Patch The sub-pottom profile survey by M/s EGS in 2012 at the anchorage near Uran patch indicates interspersed rocky outcrops. The geotechnical investigations by M/s Fugro at selected points in the proposed JNP anchorage indicate that there are no rocky outcrops. However, as proposed JNP anchorage falls between the Uran Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 113
23 beacon and Uran patch beacon, the space available for anchorage is about 700 m only. Hence, it is proposed to provide an anchorage area of 700 m diameter with a depth of (-) 11.8 m. This anchorage can cater to TEU container vessels. 5.7 Design of Berth Pockets The pockets in front of the berths have to be dredged deeper than the rest of the channel as the ship have to lie alongside the berths at all states of tide and advantage cannot be taken of the tidal window. For the design ships having draft of 15.0 m and 16.0 m, the required depths of the pocket alongside of the berth are as evaluated in table below. Table 5.27: Depth of the Berth Pocket for Various Design Vessels Components for Design TEU TEU Static draft of the vessel 15 m 16 m Allowance for trim of vessel 0.3 m 0.3 m Safety clearance 0.3 m 0.3 m Allowance for lowest low water 0.5 m 0.5 m Allowance for siltation 0.3 m 0.3 m Allowance for sinkage due to density change in monsoons 0.1 m 0.1 m Maintained Depth of Berth Pocket (m CD) (-) 16.5 (-) 17.5 The width and length of the pockets are evaluated and the dimensions of the berth pockets to be dredged are given in tables below. Table 5.28: Evaluation of Width and Length of Pockets alongside Berths Design Vessel Beam of the ship Allowance of 0.5B Total Width Width Provided in Phase I Length of ship Total Length of Pocket (1.2*LOA) TEU TEU Table 5.29: Dimensions of Pockets alongside Berths Design vessel Dimensions of Berth Pocket Designed Depth (m Length Width CD) TEU (-) TEU (-) 17.5 Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 114
24 5.8 Multi Criteria Analysis The various channel design alternatives will be compared on the following parameters: - Operational Criteria (50% weightage) Adequacy of Width of proposed channel (45% weightage) Adequacy of Depth of Proposed Channel (45% weightage) Length of proposed channel (10% weightage) The channel width and depth are the main operational criteria that determine the adequacy of the design to cater to the projected traffic and vessel sizes. Hence these have been allocated much higher weightages. The channel length is preferred to be kept the least so that there is as less vessel manoeuvring in restricted areas as possible and hence is a criterion for evaluation of the channel. Cost Criteria (50% weightage) Soil Dredging quantity (25% weightage) Rock Dredging Quantity (75% weightage) As regards the cost of channel deepening and widening, soil dredging and rock dredging are the two main components of cost. On preliminary calculations, it was found that the cost of rock dredging for the expected quantity of rock to be removed was approximately 75% of the total dredging cost and soil dredging comprised 25%. Hence, these criteria were allocated weightages of 75% and 25% respectively. Table 5.30: Multi-Criteria Analysis of the Channel Design Alternatives Criteria Weightage Alt-I Alt-II Alt-III Alt-IV Operational Criteria 50% Width Depth Length Total Cost Criteria 50% Soil Dredging Quantity Rock Dredging Quantity Total Grand Total Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 115
25 5.8.1 Preferred Alternative Alternative I is the most preferred alternative followed by Alternative II as evident from the matrix above. It may be noted that Alternative I provides a depth of (-) 15.9 m CD and width of 450 m for two way movement of TEU vessels. Alternative II provides depth of (-) 16.9 m CD and width of 450 m for two way movement of a TEU vessel and a 6000 TEU vessel. Alternatives III & IV entail very high cost owing to all weather two way movements of design vessels. The expected frequency of such vessels, even in the horizon year is not high enough to justify designing the channel for their two way movement at all states of tide. Hence, Alternatives III and IV have not been considered any further for evaluation. Quantity and cost computations have been carried out for Alternative I and II. The proposed dimensions of the approach channel for the selected Alternatives is shown in Drawing I-514/JNPT/ Navigation Possibility of Container Vessels for Selected Alternatives The possibility of navigation of various vessel sizes for Alternative I is presented in table below. Table 5.31: Navigation Possibility of Container Vessel Sizes for Alternative I Vessel Size Draught of Ship Depth of Water Required with 20% UKC Available minimum water depth in Section AB Tidal Window Required Possibility of Navigation 1000 TEU All time navigation possible 1500 TEU All time navigation possible 2500 TEU All time navigation possible All time navigation possible 3000 TEU All time navigation possible All time navigation possible 3500 TEU All time navigation possible 4000 TEU All time navigation possible 5000 TEU All time navigation possible 6000 TEU All time navigation possible Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 116
26 Vessel Size Draught of Ship Depth of Water Required with 20% UKC Available minimum water depth in Section AB Tidal Window Required Possibility of Navigation 8000 TEU Navigation possible during all neap and mean spring tides tides. Low water not to be below MLWS (+0.76m) 9000 TEU Navigation possible during all neap tides. Low water not to be below LLWN (+1.3m) to TEU Navigation possible during all high waters. Water level not to be below LHW (+2.48m) TEU Navigation possible during all high water springs. Water level not to be below MHWN (+3.3m) The maximum vessel size that can navigate through the channel without tide after dredging the channel to the above-mentioned depths is 6,000 TEU container vessel. The possibility of navigation of various vessel sizes for Alternative II is presented in table below. Table 5.32: Navigation Possibility of Container Vessel Sizes for Alternative II Vessel Size Draught of Ship Depth of Water Required with 20% UKC Available minimum water depth in Section AB Tidal Window Required Possibility of Navigation 1000 TEU All time navigation possible 1500 TEU All time navigation possible 2500 TEU All time navigation possible All time navigation possible 3000 TEU All time navigation possible All time navigation possible 3500 TEU All time navigation possible 4000 TEU All time navigation possible 5000 TEU All time navigation possible 6000 TEU All time navigation possible Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 117
27 Vessel Size Draught of Ship Depth of Water Required with 20% UKC Available minimum water depth in Section AB Tidal Window Required Possibility of Navigation 8000 TEU All time navigation possible 9000 TEU Navigation possible during all neap and mean spring tides tides. Low water not to be below MLWS (+0.76m) to TEU Navigation possible during all neap tides. Low water not to be below LLWN (+1.3m) TEU Navigation possible during all high waters. Water level not to be below LHW (+2.48m) The maximum vessel size that can navigate through the channel without tide after dredging the channel to the above-mentioned depths is 8,000 TEU container vessel. Deepening and Widening of Mumbai Harbour Channel and JN Port Channel 118
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