5.0 Channel Design and Alternatives

Size: px
Start display at page:

Download "5.0 Channel Design and Alternatives"

Transcription

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

ROYAL VANCOUVER YACHT CLUB

ROYAL VANCOUVER YACHT CLUB ROYAL VANCOUVER YACHT CLUB PROPOSED EXPANSION PROJECT NAVIGATION CHANNEL DESIGN COAL HARBOUR Prepared for: Royal Vancouver Yacht Club Prepared by: Typlan Consulting Ltd. March 2016 Page 1 of 17 March 23,

More information

DUKC DYNAMIC UNDER KEEL CLEARANCE

DUKC DYNAMIC UNDER KEEL CLEARANCE DUKC DYNAMIC UNDER KEEL CLEARANCE Information Booklet Prepared in association with Marine Services Department 10/10/2005 Dynamic Under Keel Clearance (DUKC) integrates real time measurement of tides and

More information

Port Sections Guide Section 01

Port Sections Guide Section 01 s Guide 01 Cow Bay Marina Date 10/1/2016 Position (lat / lon) Minimum controlled water depth Chart datum Range of water densities Tidal range alongside Bottom type Dredging regime Distance pilot station

More information

HELSINKI COMMISSION HELCOM SAFE NAV 4/2014 Group of Experts on Safety of Navigation Fourth Meeting Helsinki, Finland, 4 February 2014

HELSINKI COMMISSION HELCOM SAFE NAV 4/2014 Group of Experts on Safety of Navigation Fourth Meeting Helsinki, Finland, 4 February 2014 HELSINKI COMMISSION HELCOM SAFE NAV 4/2014 Group of Experts on Safety of Navigation Fourth Meeting Helsinki, Finland, 4 February 2014 Agenda Item 3 Accidents and ship traffic in the Baltic Sea Document

More information

Concept Channel Design & Channel Development Strategy D R A F T. Document Ref: AGH-CEP0-EG-REP-0012

Concept Channel Design & Channel Development Strategy D R A F T. Document Ref: AGH-CEP0-EG-REP-0012 Concept Channel Design & Channel Development Strategy Document Ref: AGH-CEP0-EG-REP-0012 In May 2016 the Special Minister of State asked Infrastructure Victoria to provide advice on the future capacity

More information

ADANI PORTS & SEZ LTD. ++ MUNDRA PORT ++ GENERAL INFORMATION

ADANI PORTS & SEZ LTD. ++ MUNDRA PORT ++ GENERAL INFORMATION ADANI PORTS & SEZ LTD. ++ MUNDRA PORT ++ GENERAL INFORMATION LOCATION Mundra Port is all weather, independent, commercial port with geographical and hydrological advantages on the West Coast of India,

More information

Implications of proposed Whanganui Port and lower Whanganui River dredging

Implications of proposed Whanganui Port and lower Whanganui River dredging PO Box 637 Wanganui 4540 Attention: Rowan McGregor Dear Rowan 1 Summary We understand that it has been proposed to bring large vessels into the Port at Whanganui requiring the excavation of a channel up

More information

Risk-Based Design of Entrance Channel Depths: A Case Study At the Entrance Channel of Mombasa Port, Kenya

Risk-Based Design of Entrance Channel Depths: A Case Study At the Entrance Channel of Mombasa Port, Kenya Risk-Based Design of Entrance Channel Depths: A Case Study At the Entrance Channel of Mombasa Port, Kenya Quy N.M., Vrijling J.K., and Pieter van Gelder Delft University of Technology, Delft, the Netherlands

More information

Preventing Damage to Harbour Facilities and. Ship Handling in Harbours PART 2 INDEX

Preventing Damage to Harbour Facilities and. Ship Handling in Harbours PART 2 INDEX Preventing Damage to Harbour Facilities and Ship Handling in Harbours PART 2 INDEX 1 Vessel handling is based on the basic knowledge that a vessel floats in the water and returns to its original position

More information

THE SYLLABUS FOR WRITTEN EXAMINATION PILOT'S FOURTH CLASS LICENCE (TEES AND HARTLEPOOL) AND

THE SYLLABUS FOR WRITTEN EXAMINATION PILOT'S FOURTH CLASS LICENCE (TEES AND HARTLEPOOL) AND PD TEESPORT CONSERVANCY DIVISION HARBOUR MASTER'S OFFICE THE SYLLABUS FOR WRITTEN EXAMINATION IN RESPECT OF A PILOT'S FOURTH CLASS LICENCE (TEES AND HARTLEPOOL) AND PILOTAGE EXEMPTION CERTIFICATE (Issued

More information

WOODFIBRE LNG VESSEL WAKE ASSESSMENT

WOODFIBRE LNG VESSEL WAKE ASSESSMENT Woodfibre LNG Limited WOODFIBRE LNG VESSEL WAKE ASSESSMENT Introduction Woodfibre LNG Limited (WLNG) intends to build a new LNG export terminal at Woodfibre, Howe Sound, British Columbia. WLNG has engaged

More information

Forth Ports Limited. Ruling Depths & Under Keel Clearances

Forth Ports Limited. Ruling Depths & Under Keel Clearances Forth Ports Limited - Forth Vessels are scheduled into / out of ports on the Forth & Tay in accordance with the under keel clearance criteria specified in this section of the Marine Guidelines & Port Information.

More information

MAC Transit Advisories as of April 30, 2018

MAC Transit Advisories as of April 30, 2018 MAC Transit Advisories as of April 30, 2018 The Mariners Advisory Committee for the Bay and River Delaware was established in October 1964. Its members and associate members are mainly comprised of master

More information

(Refer Slide Time: 00:32)

(Refer Slide Time: 00:32) Port and Harbour Structures By Prof R. Sundaravadivelu Department of Ocean Engineering, Indian Institute of Technology Madras Module 8, Lecture 43 Detailed Project Report So last class we discussed about

More information

CANADIAN WATERWAYS NATIONAL MANOEUVRING GUIDELINES: CHANNEL DESIGN PARAMETERS

CANADIAN WATERWAYS NATIONAL MANOEUVRING GUIDELINES: CHANNEL DESIGN PARAMETERS CANADIAN WATERWAYS NATIONAL MANOEUVRING GUIDELINES: CHANNEL DESIGN PARAMETERS Produced by Waterways Development, Marine Navigation Services, Canadian Coast Guard, Fisheries and Oceans Canada Revised June,

More information

Chittagong, Bangladesh (Asia Region)

Chittagong, Bangladesh (Asia Region) General Information: Port Information (Asia Region) Extract of port information from Chittagong Port Authority: The Port of Chittagong is the principal Port of the People's Republic of Bangladesh. It is

More information

Accommodating Larger Vessels: Ship Maneuverability and Channel Depth; A discussion of vessel motion in shallow water and future research needs.

Accommodating Larger Vessels: Ship Maneuverability and Channel Depth; A discussion of vessel motion in shallow water and future research needs. Accommodating Larger Vessels: Ship Maneuverability and Channel Depth; A discussion of vessel motion in shallow water and future research needs. PANELISTS: Paul Amos: President, Columbia River Pilots. Larry

More information

E4014 Construction Surveying. Hydrographic Surveys

E4014 Construction Surveying. Hydrographic Surveys E4014 Construction Surveying Hydrographic Surveys Charts And Maps Hydrographic Chart an information medium and a tool for maritime traffic for the safety and ease of navigation contains information on

More information

Figure 1: The squat effect. (Top) Ship at rest. (Bottom) Ship under way.

Figure 1: The squat effect. (Top) Ship at rest. (Bottom) Ship under way. Under-Keel Clearance of Frigates and Destroyers in Shallow Water Tim Gourlay, Centre for Marine Science and Technology, Curtin University CMST Research Report 013-53 Abstract For RAN ships operating in

More information

Hydrographic Surveying Methods, Applications and Uses

Hydrographic Surveying Methods, Applications and Uses Definition: Hydrographic Surveying Methods, Applications and Uses It is the branch of surveying which deals with any body of still or running water such as a lake, harbor, stream or river. Hydrographic

More information

Forth Ports Limited. Port of Dundee. Marine Guidelines and Port Information

Forth Ports Limited. Port of Dundee. Marine Guidelines and Port Information Forth Ports Limited Port of Dundee Marine Guidelines and Port Information LIST OF AMENDMENTS DATE PAGE NUMBER 22 NEW EDITION 7 March 2016 Ruling Depths 18 23 rd Application updated 3 23 rd - Tug fleet

More information

NAVIGATION IN CONFINED WATERS: INFLUENCE OF BANK CHARACTERISTICS ON SHIP-BANK INTERACTION

NAVIGATION IN CONFINED WATERS: INFLUENCE OF BANK CHARACTERISTICS ON SHIP-BANK INTERACTION NAVIGATION IN CONFINED WATERS: INFLUENCE OF BANK CHARACTERISTICS ON SHIP-BANK INTERACTION Evert LATAIRE, Maritime Technology Division, Ghent University, Ghent, Belgium Marc VANTORRE, Maritime Technology

More information

A methodology for evaluating the controllability of a ship navigating in a restricted channel

A methodology for evaluating the controllability of a ship navigating in a restricted channel A methodology for evaluating the controllability of a ship navigating in a restricted channel K. ELOOT A, J. VERWILLIGEN B AND M. VANTORRE B a Flanders Hydraulics Research (FHR), Flemish Government, Antwerp,

More information

UNITED NEW YORK SANDY HOOK PILOTS BENEVOLENT ASSOCIATION AND UNITED NEW JERSEY SANDY HOOK PILOTS BENEVOLENT ASSOCIATION

UNITED NEW YORK SANDY HOOK PILOTS BENEVOLENT ASSOCIATION AND UNITED NEW JERSEY SANDY HOOK PILOTS BENEVOLENT ASSOCIATION UNITED NEW YORK SANDY HOOK PILOTS BENEVOLENT ASSOCIATION AND UNITED NEW JERSEY SANDY HOOK PILOTS BENEVOLENT ASSOCIATION TO: All Shipping Agents and Interested Parties January 19, 2017 SUBJECT: Anchorage

More information

COAST GUARD ADVISORY NOTICE (CGAN ) To: Distribution Date: September 1, 2017

COAST GUARD ADVISORY NOTICE (CGAN ) To: Distribution Date: September 1, 2017 Commander United States Coast Guard Sector New York 212 Coast Guard Drive Staten Island, NY 10305 Staff Symbol: (spw) Phone: (718) 354-2353 Fax: (718) 354-4190 COAST GUARD ADVISORY NOTICE (CGAN 2017-016)

More information

Measurement of vertical motions of bulk carriers navigating in port entrance channels

Measurement of vertical motions of bulk carriers navigating in port entrance channels HYDROGRAPHIC CONFERENCE Technical Awareness Seminar 2007 Cape Town, 19 21 June 2007 Measurement of vertical motions of bulk carriers navigating in port entrance channels J Moes CSIR, PO Box 320, Stellenbosch,

More information

Assessment Simulation study, Phase 2. Port of Roenne. FORCE / Rev. B

Assessment Simulation study, Phase 2. Port of Roenne. FORCE / Rev. B / Rev. B i LIST OF CONTENTS: PAGE: 0. EXECUTIVE SUMMARY... 1 1. INTRODUCTION... 2 1.1. General... 2 1.2. Objectives... 3 2. SUMMARY... 4 2.1. Observations... 5 2.2.1 General... 5 2.2.2 Weather conditions...

More information

Request Number IR1-12: Flow Passage. Information Request

Request Number IR1-12: Flow Passage. Information Request Request Number IR1-12: Flow Passage Information Request Provide additional information about the 100 metre flow passage channel scenario between the Westshore Terminals and the proposed Project terminal

More information

The development of the historical harbour of Paphos, Cyprus H.J. van Wijhe*, M. Meletiou^ Division, P.O. Box 152, 8300 AD Emmeloord, The Netherlands

The development of the historical harbour of Paphos, Cyprus H.J. van Wijhe*, M. Meletiou^ Division, P.O. Box 152, 8300 AD Emmeloord, The Netherlands The development of the historical harbour of Paphos, Cyprus H.J. van Wijhe*, M. Meletiou^ Division, P.O. Box 152, 8300 AD Emmeloord, The Netherlands Abstract The harbour of Paphos originates from ancient

More information

Influence of Marine Operations on Site Selection & Design of Marine Terminals

Influence of Marine Operations on Site Selection & Design of Marine Terminals SOCIEDAD CHILENA DE INGENIERIA HIDRÁULICA V SEMINARIO INTERNACIONAL DE INGENIERÍA Y OPERACIONES PORTUARIAS OCTUBRE 2008, CONCEPCIÓN, CHILE Influence of Marine Operations on Site Selection & Design of Marine

More information

Harbourmaster s Office Operation of Superyacht in the Auckland Region Navigation Safety Operating Requirements

Harbourmaster s Office Operation of Superyacht in the Auckland Region Navigation Safety Operating Requirements Harbourmaster s Office Operation of Superyacht in the Auckland Region Navigation Safety Operating Requirements Foreword Maritime Rule 90 requires that every vessel of 500 Gross tonnage or greater carries

More information

Understanding of Meteorology. for. Handling LNG at Ports

Understanding of Meteorology. for. Handling LNG at Ports Understanding of Meteorology for Handling LNG at Ports All environmental forces on the berth and the berthed ship are considered. When evaluating environmental forces, first estimates are obtained for

More information

Infrastructure Victoria Second Container Port Advice

Infrastructure Victoria Second Container Port Advice Infrastructure Victoria 4 May 2017 Infrastructure Victoria Second Container Port Advice Navigation Study Revision 0 3 May 2017 Navigation Study Client: Infrastructure Victoria ABN: 83 184 746 995 Prepared

More information

WORK-REST REQUIREMENTS FOR PILOTS

WORK-REST REQUIREMENTS FOR PILOTS AN ORDER OF THE BOARD OF PILOT COMMISSIONERS FOR THE PORT OF CORPUS CHRISTI AUTHORITY REGARDING WORK-REST REQUIREMENTS FOR PILOTS AND COMBINED BEAM RESTRICTION Whereas, the current Rules and Regulations

More information

Transport Infrastructure Act 1994 Gladstone Ports Corporation. Port Notice 04/17 LNG Vessel Operating Parameters

Transport Infrastructure Act 1994 Gladstone Ports Corporation. Port Notice 04/17 LNG Vessel Operating Parameters Transport Infrastructure Act 1994 Gladstone Ports Corporation Port Notice 04/17 LNG Vessel Operating Parameters 1. These operating parameters have been developed based on navigation simulations with LNG

More information

All comments received will be taken into consideration before the proposed amendments are implemented.

All comments received will be taken into consideration before the proposed amendments are implemented. Notice of Amendment Port Information Guide Notification date: February 13 th, 2018 Preamble In accordance with the Canada Marine Act, 1998, Section 57 Notice, the Vancouver Fraser Port Authority is proposing

More information

GENERAL LIMITATIONS AND RESTRICTIONS. LNGC Temporary Exemption (Effective August 21, 2018)

GENERAL LIMITATIONS AND RESTRICTIONS. LNGC Temporary Exemption (Effective August 21, 2018) RULES AND REGULATIONS GOVERNING PILOTS AND PILOTAGE ON THE CORPUS CHRISTI SHIP CHANNEL EFFECTIVE AUGUST 1, 2013 AMENDED EFFECTIVE MAY 13, 2014 AMENDED EFFECTIVE OCTOBER 1, 2014 AMENDED EFFECTIVE JANUARY

More information

INTERNATIONAL HYDROGRAPHIC SURVEY STANDARDS

INTERNATIONAL HYDROGRAPHIC SURVEY STANDARDS INTERNATIONAL HYDROGRAPHIC SURVEY STANDARDS by Gerald B. MILLS 1 I. Background The International Hydrographic Organization (IHO) traces its origin to the establishment of the International Hydrographic

More information

LIST OF CORRECTIONS. 02 / January /052(T) - 07/125(T) - 08/136(T) - 08/137(T) - 12/177(T) - 15/212(T) - 18/232-22/285(T)

LIST OF CORRECTIONS. 02 / January /052(T) - 07/125(T) - 08/136(T) - 08/137(T) - 12/177(T) - 15/212(T) - 18/232-22/285(T) LIST OF CORRECTIONS 105 Chart Kanaal van Gent naar Terneuzen Edition 2016 Updated up to and including NMs 02 / 2018 18 January 2018 The last version of these corrections are available on www.vlaamsehydrografie.be

More information

(Refer Slide Time: 0:25)

(Refer Slide Time: 0:25) Port and Harbour Structures Prof. R. Sundaravadivelu Department of Ocean Engineering Indian Institute of Technology Madras Module 01 Lecture 04 Ships and Size of Ships So in this class we will continue

More information

PORT INFO GENERAL BERTH INFO

PORT INFO GENERAL BERTH INFO s ervices SHIPWRIGHT WWW.SHIPWRIGHTSERVICES.CO.ZA 9 DE DUINE CLOSE, BLUEWATERBAY, SALDANHA, 7395, WESTERN CAPE, SOUTH AFRICA TEL. +27 71 040 6022 EMAIL. DERICK@SHIPWRIGHTSERVICES.CO.ZA PORT INFO GENERAL

More information

CHAPTER I SUEZ CANAL NAVIGATION FEATURES SECTION 1 APPROACHES

CHAPTER I SUEZ CANAL NAVIGATION FEATURES SECTION 1 APPROACHES CHAPTER I SUEZ CANAL NAVIGATION FEATURES --------------------- SECTION 1 APPROACHES Art. 8 - PORT SAID: (See Admiralty Charts No. 234, 240 & 241 GENERAL: The Vessels coming from see fifteen miles before

More information

Task 16: Impact on Lummi Cultural Properties

Task 16: Impact on Lummi Cultural Properties Gateway Pacific Terminal Vessel Traffic and Risk Assessment Study Task 16: Impact on Lummi Cultural Properties Prepared for Pacific International Terminals, Inc. Prepared by The Glosten Associates, Inc.

More information

Abstract. Introduction

Abstract. Introduction Computer assisted analysis of Aviles Port extension: hydraulic conditions, navigation and training of pilots J.R. Iribarren & J.M. Montero Port Research Program, CEPYC-CEDEX, Antonio Lopez, 81. 28026 Madrid,

More information

Ship Resistance and Propulsion Prof. Dr. P. Krishnankutty Ocean Department Indian Institute of Technology, Madras

Ship Resistance and Propulsion Prof. Dr. P. Krishnankutty Ocean Department Indian Institute of Technology, Madras Ship Resistance and Propulsion Prof. Dr. P. Krishnankutty Ocean Department Indian Institute of Technology, Madras Lecture - 6 Bulbous Bow on Ship Resistance Welcome back to the class we have been discussing

More information

Passing Vessel Analysis in Design and Engineering. Eric D. Smith, P.E. Vice President, Moffatt & Nichol

Passing Vessel Analysis in Design and Engineering. Eric D. Smith, P.E. Vice President, Moffatt & Nichol moffatt & nichol Passing Vessel Analysis in Design and Engineering Eric D. Smith, P.E. Vice President, Moffatt & Nichol Passing Vessel Analysis in Port Engineering and Design Passing Vessel Effects Data

More information

GENERAL LIMITATIONS AND RESTRICTIONS. Draft Restrictions

GENERAL LIMITATIONS AND RESTRICTIONS. Draft Restrictions RULES AND REGULATIONS GOVERNING PILOTS AND PILOTAGE ON THE CORPUS CHRISTI SHIP CHANNEL EFFECTIVE AUGUST 1, 2013 AMENDED EFFECTIVE MAY 13, 2014 AMENDED EFFECTIVE OCTOBER 1, 2014 I GENERAL The Rules and

More information

Pilotage Directions 2017

Pilotage Directions 2017 Pilotage Directions 2017 1. Commencement These Pilotage Directions shall come into force on 31 st August 2017 on which date the existing Pilotage Directions are revoked. 2. Short Title These Pilotage Directions

More information

Study of Passing Ship Effects along a Bank by Delft3D-FLOW and XBeach1

Study of Passing Ship Effects along a Bank by Delft3D-FLOW and XBeach1 Study of Passing Ship Effects along a Bank by Delft3D-FLOW and XBeach1 Minggui Zhou 1, Dano Roelvink 2,4, Henk Verheij 3,4 and Han Ligteringen 2,3 1 School of Naval Architecture, Ocean and Civil Engineering,

More information

LIST OF CORRECTIONS. 14 / July /052(T) - 07/125(T) - 08/136(T) - 08/137(T) - 12/177(T) - 15/212(T) - 18/232-22/285(T)

LIST OF CORRECTIONS. 14 / July /052(T) - 07/125(T) - 08/136(T) - 08/137(T) - 12/177(T) - 15/212(T) - 18/232-22/285(T) LIST OF CORRECTIONS 105 Chart Kanaal van Gent naar Terneuzen Edition 2016 Updated up to and including NMs 14 / 2018 05 July 2018 The last version of these corrections are available on www.vlaamsehydrografie.be

More information

This direction contains the requirements for the compulsory pilotage areas within the Auckland region. This

This direction contains the requirements for the compulsory pilotage areas within the Auckland region. This Harbourmaster s Direction 2-15 Pilotage Foreword This direction contains the requirements for the compulsory pilotage areas within the Auckland region. This direction updates and supersedes previous Harbourmaster

More information

Learn more at

Learn more at Full scale model tests of a steel catenary riser C. Bridge 1, H. Howells 1, N. Toy 2, G. Parke 2, R. Woods 2 1 2H Offshore Engineering Ltd, Woking, Surrey, UK 2 School of Engineering, University of Surrey,

More information

1.3.4 CHARACTERISTICS OF CLASSIFICATIONS

1.3.4 CHARACTERISTICS OF CLASSIFICATIONS Geometric Design Guide for Canadian Roads 1.3.4 CHARACTERISTICS OF CLASSIFICATIONS The principal characteristics of each of the six groups of road classifications are described by the following figure

More information

Forth Ports Limited. Port of Dundee. Rig Move Guidelines

Forth Ports Limited. Port of Dundee. Rig Move Guidelines Forth Ports Limited Port of Dundee Contents 1 Introduction... 4 2 Pre-Arrival... 4 2.1 Planning Meetings... 4 2.2 Priority of Movements... 4 2.3 Confirmation/Cancellations... 5 2.4 Weather Parameters...

More information

REPORT GEO-TECHNICAL INVESTIGATION FOR THE PROPOSED BLOCK-7 SUB-STATION SY NO-225, NEAR RAYACHERLU VILLAGE

REPORT GEO-TECHNICAL INVESTIGATION FOR THE PROPOSED BLOCK-7 SUB-STATION SY NO-225, NEAR RAYACHERLU VILLAGE REPORT ON GEO-TECHNICAL INVESTIGATION FOR THE PROPOSED BLOCK-7 SUB-STATION SY NO-225, NEAR RAYACHERLU VILLAGE CLIENT: KARNATAKA SOLAR POWER DEVELOPMENT CORPORATION BANGALORE 0 GEO-TECHNICAL INVESTIGATION

More information

Port of Burnie. Port Map. Burnie TASPORTS PORT INFORMATION. 5 Toll Shipping

Port of Burnie. Port Map. Burnie TASPORTS PORT INFORMATION. 5 Toll Shipping Port Map West Beach 1 Island Breakwater No.4 Berth 3 No.5 Berth 2 No.6 Berth 4 No.7 Berth 6 7 5 Burnie 1 2 3 4 5 Toll Shipping Tasrail Concentrate Storage Tasrail Concentrate Shiploader Tasports Office

More information

INLAND WATERWAYS DESIGN CRITERIA AND ITS APPLICATIONS IN EGYPT

INLAND WATERWAYS DESIGN CRITERIA AND ITS APPLICATIONS IN EGYPT Ninth International ater Technology Conference, ITC9 2005, Sharm El-Sheikh, Egypt 905 INLAND ATERAYS DESIGN CRITERIA AND ITS APPLICATIONS IN EGYPT Hossam El-Sersawy * and A.F. Ahmed ** * Doctor, Researcher,

More information

PILOTAGE INFORMATION

PILOTAGE INFORMATION PILOTAGE INFORMATION Revised A PILOTAGE DIRECTIONS The Gloucester Harbour Trustees is the Competent Harbour Authority for the Gloucester Harbour under the Pilotage Act 1987 and responsible for the provision

More information

EXAMPLES (OPEN-CHANNEL FLOW) AUTUMN 2018

EXAMPLES (OPEN-CHANNEL FLOW) AUTUMN 2018 EXAMPLES (OPEN-CHANNEL FLOW) AUTUMN 2018 Normal and Critical Depths Q1. If the discharge in a channel of width 5 m is 20 m 3 s 1 and Manning s n is 0.02 m 1/3 s, find: (a) the normal depth and Froude number

More information

MORMUGAO PORT TRUST. Deepening of Approach Channel for Capesize Vessels. Feasibility Report

MORMUGAO PORT TRUST. Deepening of Approach Channel for Capesize Vessels. Feasibility Report MORMUGAO PORT TRUST Deepening of Approach Channel for Capesize Vessels Feasibility Report August 2014 Section 1 Introduction 1.1 Background Mormugao Port Trust (MPT) is strategically located to cater to

More information

13. TIDES Tidal waters

13. TIDES Tidal waters Water levels vary in tidal and non-tidal waters: sailors should be aware that the depths shown on the charts do not always represent the actual amount of water under the boat. 13.1 Tidal waters In tidal

More information

(Refer Slide Time: 0:36)

(Refer Slide Time: 0:36) Port and Harbour Structures. Professor R. Sundaradivelu. Department of Ocean Engineering. Indian Institute of Technology, Madras. Module-2. Lecture-8B. Wave Rose Diagram. (Refer Slide Time: 0:36) We will

More information

Appendix 12: Marine Transportation Study. (Gartner Lee Ltd. 2008)

Appendix 12: Marine Transportation Study. (Gartner Lee Ltd. 2008) Appendix 12: Marine Transportation Study (Gartner Lee Ltd. 2008) memorandum to: John Woods, Minas Basin Pulp and Power Co. Ltd from: Joseph Kozak date: ref: GLL 80308 re: FINAL Technical Marine Transportation

More information

Cline s Point Marina Ship Wave Analysis

Cline s Point Marina Ship Wave Analysis Cline s Point Marina Ship Wave Analysis Draft Technical Report April 13, 2015 Submitted To: Port of Corpus Christi Authority Prepared for: Port of Corpus Christi Authority This document is intended for

More information

BEACH NOURISHMENT BY RAINBOWING FOR THE VISAKHAPATNAM PORT TRUST BY DCI. Capt. MVR MURTHY ABSTRACT

BEACH NOURISHMENT BY RAINBOWING FOR THE VISAKHAPATNAM PORT TRUST BY DCI. Capt. MVR MURTHY ABSTRACT BEACH NOURISHMENT BY RAINBOWING FOR THE VISAKHAPATNAM PORT TRUST BY DCI Capt. MVR MURTHY ABSTRACT The coastal city of Visakhapatnam had a long wide beach. Over past three decades, this beach has progressively

More information

Visiting Lake Macquarie

Visiting Lake Macquarie Visiting Lake Macquarie Lake Macquarie is the largest coastal salt water lake in Australia and is a prime boating destination for both small and large vessels. Many sailing regattas and fishing activities

More information

Harbourmaster s Office Tamaki River. Navigation Safety Operating Requirements 2014

Harbourmaster s Office Tamaki River. Navigation Safety Operating Requirements 2014 Harbourmaster s Office Tamaki River Navigation Safety Operating Requirements 2014 Auckland Council Harbourmaster s Office TAMAKI RIVER Navigation Safety Operating Requirements FOREWARD The purpose of these

More information

POS 02 VTS Guidelines

POS 02 VTS Guidelines 4.00 BERTHING FACILITIES OF AQABA PORT Name Length (m) Max loaded draft (m) Max Vessel Length (m) Max Displacement (tonne) # 1 160 11.0 250,000 # 2 180 10.0 250 45,000 # 3 180 13.0 250 53,000 # 4 180 12.5

More information

Port of Burnie. Port Map TASPORTS PORT INFORMATION. West Beach. Island Breakwater. No.4 Berth. No.5 Berth. No.6 Berth. No.7 Berth

Port of Burnie. Port Map TASPORTS PORT INFORMATION. West Beach. Island Breakwater. No.4 Berth. No.5 Berth. No.6 Berth. No.7 Berth Port Map West Beach N 1 Island Breakwater No.4 Berth No.5 Berth 2 No.6 Berth 3 No.7 Berth 4 5 1 Northern Marshalling Area 6 2 Concentrates Storage 3 Port Coporation Offices 4 Australian National Railways

More information

SIMULATION OF SHIP TO SHORE INTERACTION IN SHALLOW AND NARROW WATERS

SIMULATION OF SHIP TO SHORE INTERACTION IN SHALLOW AND NARROW WATERS SIMULATION OF SHIP TO SHORE INTERACTION IN SHALLOW AND NARROW WATERS Petru Sergiu ȘERBAN 1 Valeriu Nicolae PANAITESCU 2 1 PhD Student, Department of Navigation and Naval Transport, Mircea cel Bătrân Naval

More information

FULL SCALE MEASUREMENT OF DYNAMIC SHIP MOTIONS AND SQUAT

FULL SCALE MEASUREMENT OF DYNAMIC SHIP MOTIONS AND SQUAT FULL SCALE MEASUREMENT OF DYNAMIC SHIP MOTIONS AND SQUAT Mr. Gary Rolph Chief Hydrographic Surveyor Port of Brisbane Corporation Mr. Peter Rumball Surveyor Port of Brisbane Corporation Dr. Terry O'Brien

More information

AIS data analysis for vessel behavior during strong currents and during encounters in the Botlek area in the Port of Rotterdam

AIS data analysis for vessel behavior during strong currents and during encounters in the Botlek area in the Port of Rotterdam International Workshop on Next Generation Nautical Traffic Models 2013, Delft, The Netherlands AIS data analysis for vessel behavior during strong currents and during encounters in the Botlek area in the

More information

Underkeel Clearance Management Systems. Captain Jonathon Pearce Senior Pilotage Advisor

Underkeel Clearance Management Systems. Captain Jonathon Pearce Senior Pilotage Advisor Underkeel Clearance Management Systems Captain Jonathon Pearce Senior Pilotage Advisor Underkeel Clearance Risk Management (UKCM) The management of the touch bottom or grounding hazard Risk = Frequency

More information

Integrated Waterway Management of the Danube in Austria

Integrated Waterway Management of the Danube in Austria Integrated Waterway Management of the Danube in Austria Thomas Hartl / Senior Expert Waterway Management via donau Österreichische Wasserstraßen-Gesellschaft mbh Vienna, October 14, 2014 Page 3 Figures

More information

PORTS AUSTRALIA. PRINCIPLES FOR GATHERING AND PROCESSING HYDROGRAPHIC INFORMATION IN AUSTRALIAN PORTS (Version 1.5 November 2012)

PORTS AUSTRALIA. PRINCIPLES FOR GATHERING AND PROCESSING HYDROGRAPHIC INFORMATION IN AUSTRALIAN PORTS (Version 1.5 November 2012) PORTS AUSTRALIA PRINCIPLES FOR GATHERING AND PROCESSING HYDROGRAPHIC INFORMATION IN AUSTRALIAN PORTS (Version 1.5 November 2012) PREFACE These Principles have been prepared by the Hydrographic Surveyors

More information

REPORT GEO-TECHNICAL INVESTIGATION FOR THE PROPOSED BLOCK-1 SUB-STATION SY NO-44, NEAR KYATAGANACHERLU VILLAGE

REPORT GEO-TECHNICAL INVESTIGATION FOR THE PROPOSED BLOCK-1 SUB-STATION SY NO-44, NEAR KYATAGANACHERLU VILLAGE REPORT ON GEO-TECHNICAL INVESTIGATION FOR THE PROPOSED BLOCK-1 SUB-STATION SY NO-44, NEAR KYATAGANACHERLU VILLAGE CLIENT: KARNATAKA SOLAR POWER DEVELOPMENT CORPORATION BANGALORE 0 GEO-TECHNICAL INVESTIGATION

More information

NOTICE TO MARINERS. No 03 of Port of Southampton Precautionary Area (Thorn Channel)

NOTICE TO MARINERS. No 03 of Port of Southampton Precautionary Area (Thorn Channel) NOTICE TO MARINERS No 03 of 2016 (Update and Re-Issue of Notice to Mariners No 03 of 2014) Port of Southampton Precautionary Area (Thorn Channel) 1 NOTICE IS HEREBY GIVEN that all vessels navigating within

More information

Channel Turns. Cape Fear River

Channel Turns. Cape Fear River A Look at the Channel Turns in the Cape Fear River Revised November 5, 2011 Prepared for Save the Cape, Inc. Southport, North Carolina Contents The Channel in the Cape Fear River...2 Experience...7 Corps

More information

WEEKLY NAVIGATIONAL BULLETIN NO.26 FOR THE RIVER TEES, HARTLEPOOL AND TEES BAY. Issued by the Harbour Master on 02 November

WEEKLY NAVIGATIONAL BULLETIN NO.26 FOR THE RIVER TEES, HARTLEPOOL AND TEES BAY. Issued by the Harbour Master on 02 November WEEKLY NAVIGATIONAL BULLETIN NO.26 FOR THE RIVER TEES, HARTLEPOOL AND TEES BAY Issued by the Harbour Master on 02 November PD TEESPORT DREDGING, SURVEY AND BUOY- MAINTENANCE CRAFT These craft work as and

More information

Numerical and Experimental Investigation of the Possibility of Forming the Wake Flow of Large Ships by Using the Vortex Generators

Numerical and Experimental Investigation of the Possibility of Forming the Wake Flow of Large Ships by Using the Vortex Generators Second International Symposium on Marine Propulsors smp 11, Hamburg, Germany, June 2011 Numerical and Experimental Investigation of the Possibility of Forming the Wake Flow of Large Ships by Using the

More information

Chapter 22, Section 1 - Ocean Currents. Section Objectives

Chapter 22, Section 1 - Ocean Currents. Section Objectives Chapter 22, Section 1 - Ocean Currents Section Objectives Intro Surface Currents Factors Affecting Ocean Currents Global Wind Belts (you should draw and label a diagram of the global wind belts) The Coriolis

More information

OPERATIONS SEAFARER CERTIFICATION GUIDANCE NOTE SA MARITIME QUALIFICATIONS CODE. Deck: Chart Work

OPERATIONS SEAFARER CERTIFICATION GUIDANCE NOTE SA MARITIME QUALIFICATIONS CODE. Deck: Chart Work Page 1 of 6 Compiled by Approved by Chief Examiner Syllabus Committee: 26 February 2013 OPERATIONS SEAFARER CERTIFICATION GUIDANCE NOTE SA MARITIME QUALIFICATIONS CODE Deck: Chart Work Page 2 of 6 COLUMN

More information

FOR INFORMATION ONLY

FOR INFORMATION ONLY An investigation into the feasibility of piloting large cruise ships to and from a proposed terminal within the Gold Coast Broadwater Part A Simulation Plan Captain John Watkinson Meridian Maritime Services

More information

GENERAL GUIDELINES FOR VESSELS TRANSITING RESTRICTED WATERWAYS OR PORTS

GENERAL GUIDELINES FOR VESSELS TRANSITING RESTRICTED WATERWAYS OR PORTS GENERAL GUIDELINES FOR VESSELS TRANSITING RESTRICTED WATERWAYS OR PORTS Revised: March 5, 2018 TABLE OF CONTENTS GENERAL DEFINITIONS... 2 VESSEL SPACING... 3 HORIZONTAL CLEARANCE... 3 UNDER-KEEL CLEARANCE

More information

Oil Tanker - VLCC. Yosu Inward Transit Monitoring (Entering into the Port of Yosu on a Loaded VLCC) LEG 1: APPROACHING ANCHORAGE AND PILOT STATION

Oil Tanker - VLCC. Yosu Inward Transit Monitoring (Entering into the Port of Yosu on a Loaded VLCC) LEG 1: APPROACHING ANCHORAGE AND PILOT STATION Yosu Inward Transit Monitoring (Entering into the Port of Yosu on a Loaded VLCC) Vessel VLCC Date 11/05/2016 Draft Fwd 21.0 D Draft Midship 21.0 Draft Aft 21.0 Max Allowed arrival draft by the port: 21.0

More information

APPROACH DEPTH(m) From East 15.0 From West From East 15.0 From West From East 15.0 From West ) ) From East 15.0 ) From West 16.

APPROACH DEPTH(m) From East 15.0 From West From East 15.0 From West From East 15.0 From West ) ) From East 15.0 ) From West 16. UNIVERSAL TERMINAL (OMU) JETTY DEPTH A/S (m) APPROACH DEPTH(m) MAX LOA (m) MAX DISPL. (tonnes) REMARKS OMU1 23.0 From East 15.0 From West 22.5 346 384,604 VLCC berth OMU2 23.0 From East 15.0 From West

More information

applied to Port Development and Inland Waterway Transport

applied to Port Development and Inland Waterway Transport applied to Port Development and Inland Waterway Transport Wytze de Boer March 12, 2018 w.d.boer@marin.nl CHALLINGING WIND AND WAVES applied to port development and inland waterway transport AGENDA 1. Introduction

More information

Delaware River Vessel Reporting System Mariners Advisory Committee For

Delaware River Vessel Reporting System Mariners Advisory Committee For Delaware River Vessel Reporting System Mariners Advisory Committee For the Bay and River Delaware The Mariner's Advisory Committee is comprised of Master Mariners, River Pilots, and concerns itself with

More information

SOCIEDAD CHILENA DE INGENIERIA HIDRÁULICA V SEMINARIO INTERNACIONAL DE INGENIERÍA Y OPERACIONES PORTUARIAS OCTUBRE 2008, CONCEPCIÓN, CHILE

SOCIEDAD CHILENA DE INGENIERIA HIDRÁULICA V SEMINARIO INTERNACIONAL DE INGENIERÍA Y OPERACIONES PORTUARIAS OCTUBRE 2008, CONCEPCIÓN, CHILE UKC management an Australasian perspective. MATTHEW TURNER 1 PETER O BRIEN 2 RESUMEN Historically UKC management in Australia and New Zealand has been based on empirical static rules. Depending on the

More information

REVITHOUSSA LNG TERMINAL JETTY AND TERMINAL INFORMATION

REVITHOUSSA LNG TERMINAL JETTY AND TERMINAL INFORMATION REVITHOUSSA LNG TERMINAL JETTY AND TERMINAL INFORMATION General Information Name of Jetty: Revithoussa Name of Terminal: DESFA LNG TERMINAL Revithoussa Product handling: LNG Type of terminal: Receiving

More information

Port of Port Elizabeth Information

Port of Port Elizabeth Information LOCATION Latitude 34º 01 S Longitude 25º 42 E PILOTAGE Pilotage is compulsory. Rendezvous point is 2.2 nautical miles NE of the port entrance on the leading lights. Pilot transfer is by pilot boat, unless

More information

PORT TALBOT BULK TERMINAL MOORING OPERATIONS MANUAL

PORT TALBOT BULK TERMINAL MOORING OPERATIONS MANUAL PORT TALBOT BULK TERMINAL MOORING OPERATIONS MANUAL ABP Marine Operations & Tata Burdening Departments 2017 RESPONSIBILLITIES Tata Steel UK (TSUK) is the operator of the Port Talbot Harbour Bulk Terminal.

More information

ITTC Recommended Procedures and Guidelines

ITTC Recommended Procedures and Guidelines Page 1 of 6 Table of Contents 1. PURPOSE...2 2. PARAMETERS...2 2.1 General Considerations...2 3 DESCRIPTION OF PROCEDURE...2 3.1 Model Design and Construction...2 3.2 Measurements...3 3.5 Execution of

More information

The ocean water is dynamic. Its physical

The ocean water is dynamic. Its physical CHAPTER MOVEMENTS OF OCEAN WATER The ocean water is dynamic. Its physical characteristics like temperature, salinity, density and the external forces like of the sun, moon and the winds influence the movement

More information

DISTRIBUTION: Electronic Recipients List TRANSMITTAL LETTER NO. (13-01) MINNESOTA DEPARTMENT OF TRANSPORTATION. MANUAL: Road Design English Manual

DISTRIBUTION: Electronic Recipients List TRANSMITTAL LETTER NO. (13-01) MINNESOTA DEPARTMENT OF TRANSPORTATION. MANUAL: Road Design English Manual DISTRIBUTION: Electronic Recipients List MINNESOTA DEPARTMENT OF TRANSPORTATION DEVELOPED BY: Design Standards Unit ISSUED BY: Office of Project Management and Technical Support TRANSMITTAL LETTER NO.

More information

SURFACE CURRENTS AND TIDES

SURFACE CURRENTS AND TIDES NAME SURFACE CURRENTS AND TIDES I. Origin of surface currents Surface currents arise due to the interaction of the prevailing wis a the ocean surface. Hence the surface wi pattern (Figure 1) plays a key

More information

INTEGRATED METHOD FOR OPTIMAL CHANNEL DREDGING DESIGN

INTEGRATED METHOD FOR OPTIMAL CHANNEL DREDGING DESIGN Integrated Method for Optimal Channel Dredging Design 5 LUCAS SILVEIRA, GUSTAVO GOMES, LUANA TAIANI, VALDECÍLIO PINHEIRO, LINDINO BENEDET, ANDRE MARQUES AND CLAUDIO LOUREIRO INTEGRATED METHOD FOR OPTIMAL

More information

NAVIGATE VESSEL SAFELY AT THE CHITTAGONG PORT ( BANGLADESH) ANCHORAGE

NAVIGATE VESSEL SAFELY AT THE CHITTAGONG PORT ( BANGLADESH) ANCHORAGE NAVIGATE VESSEL SAFELY AT THE CHITTAGONG PORT ( BANGLADESH) ANCHORAGE Zalal Uddin Ahmed, PhD,MBA, LLB, Dip in Admiralty Law(Lloyds), MNI ( London) The write up prepared to give detail idea as regards Chittagong

More information

SteerCert Objective. Detailed knowledge of Contents of key selected rules from ColRegs and PLA Byelaws Contents of Tideway Rowing Rules

SteerCert Objective. Detailed knowledge of Contents of key selected rules from ColRegs and PLA Byelaws Contents of Tideway Rowing Rules SteerCert Objective Detailed knowledge of Contents of key selected rules from ColRegs and PLA Byelaws Contents of Tideway Rowing Rules Knowledge of Right of way Signals Bridge passing guidelines Overtaking

More information

New Locks Alignment at the Pacific Side. Alignment PMD

New Locks Alignment at the Pacific Side. Alignment PMD New Locks Alignment at the Pacific Side Alignment PMD CHAPTER 1 BACKGROUND Several alignments have been proposed for the construction of a new lane of locks at the Pacific side of the Panama Canal. In

More information