Coastal engineering-c

Coastal EngineeringWonders are many on earth, and the greatest of these Is man, who rides the ocean and takes his way

Fall Semester

Sept 11 to Jan 12

rides the ocean and takes his wayThrough the deeps, through wind‐swept valleys of perilous seas that Sept to Jan

Lecture – 11

CE – 241 1Transportation Engineering‐1(NIT‐SCEE‐

NUST)

surge and sway.Sophocles Antigone

SequencePort, harbours and shipyards of Pakistan

Ports and HarborPorts and Harbor

–Requirements of a good port.

–Ship and cargo characteristicsShip and cargo characteristics.

–Requirements of a harbor.

–Harbor classification–Harbor classification.

Transportation Engineering‐1(NIT‐SCEE‐NUST)

2

HistoryHi t i t th t l 6000 BC E ti– Historians report that as early as 6000 BC, Egyptianshad ships with masts and sails and galleys were used inNile River as early as 3000 BCNile River as early as 3000 BC.

– Early riverboats in USA were flat‐bottomed (boxlike)and were propelled by sails and oars. These were one‐and were propelled by sails and oars. These were oneway vessels, dependent entirely upon currents forpropulsion, with only occasional guidance from theirhandlers. At the end of the journey, these were usuallybroken up and timber was sold out.


3

HistoryTh k lb t b t th i t b t– The keelboat began to appear on the rivers at aboutthe turn of the nineteenth century. It was a longnarrow vessel built to withstand many tripsnarrow vessel, built to withstand many tripsdownstream and upstream. Keelboats were floateddownstream with the currents under careful guidance.These were pulled upstream while walking along thebank or were literally pushed upstream with iron‐i d l hi h d d h b f htipped poles, which extended to the bottom of theriver.


4

HistoryTh t b t i t d i 1807 C l l J h– The steamboat was invented in 1807.Colonel JohnStevens demonstrated the feasibility of steamboattravel in the open sea in 1809 However sailing vesselstravel in the open sea in 1809. However sailing vesselscontinued to dominate sea transport until shortlybefore the American Civil War. Now a day, ships usediesel fuel and bulk of world trade is dependent on seatransportation.


5

HistoryRi t t ti i P ki t i di i d– River transportation in Pakistan is disorganized, verylimited and localized without much governmentsupport River Indus has the potential to be used as asupport. River Indus has the potential to be used as ameans of mass transportation and feasibility existsthereto but no progress has been made in this regards.In Pakistan 93% of international goods traffic is carriedby sea through congested ports and rest 7% by air and

droads..


6

Comparison with Other ModesComparison with Other Modes The advantages: ‐ The limitations are: ‐

Comparison• Unlike railways and roads, no special track is required to be built.

• Slow means of transportation.

• Subject to storms and • Little motive power per unit load transportation is required.

jhurricanes.

• Waves and tides hinder loading and

• Possesses high load carrying capacity.

• Most economical mode

gunloading of ships.

• Fluctuations of water level causing rubbing

for foreign trade.

• Provides powerful means of defense of coastline.

g gof ship against berths.

• Assist in industrialization and development of nations.

7

Terms in Connection with ShipsLoad Line or Plimsoll mark. Displacement Light. p gDisplacement Load. Dead Wight Tonnage (DWT). g g ( )Gross TonnageNet TonnageCargo Tonnage..Beam. Draft. Ballast.

8Transportation Engineering‐1(NIT‐SCEE‐

NUST)

Terms in Connection with Ports and HarboursHarbours

HarbourHarbourPort. Marine TerminalMarine Terminal.Passenger Terminal. Freight or Cargo TerminalFreight or Cargo Terminal. Anchorage Area. Turning Basin.Turning Basin. Fairway.


NUST)

Ports, harbours and shipyards of Pakistan

– Pakistan shares a 1,200 kilometres long coast line withthe Arabian Sea ‐ a mid sea which joins the thestrategic oil line of Persian Gulf with the Indian Ocean.However, owing to the growing needs of the country,h d d l h ll lthere was a need to develop other smaller coastalports into major cargo handling ports. Beside Karachi,Pasni Jiwani Gadani Ormara and Gwadar are otherPasni, Jiwani, Gadani, Ormara and Gwadar are otherports which are being developed into world class shiphandling centres. Of these Gwadar is the latestgdevelopment.


10


– Pakistan has two operational seaports, Karachi Portand Port Muhammad Bin Qasim.

– One deep‐water seaport is under construction atGawadar.

– Three large fish harbours which are located at Karachi,Korangi and Gawadar.

– Other smaller fishing harbours are Pasni, Ormara, andJeewani.


11


• Karachi Shipyard & Engineering Works and a few smallprivate companies undertake limited ship building inPakistan. Role of private companies is very limited.

• Pakistan Navy Dockyard builds repair and maintain shipsexclusively for Pakistan Navy which is comparatively asmaller that can build warships of up to 5000 DWT.


12

HarbourHarbour

• It is a water area partially enclosed and protectedIt is a water area partially enclosed and protectednaturally and artificially from storm and hugedestructive wave activity providing safe and simpleaccommodation for vessels seeking refuge, supplies,refuelling, repairs and transfer of cargo.

• The facilities provided include protection bybreakwaters, off‐shore moorings, berthing andmooring structures within the harbour general andmooring structures within the harbour, general andbulk cargo handling facilities and alliedsupplementary services.supplementary services.


NUST)

Harbours ClassificationHarbours Classification


NUST)

Harbours ClassificationHarbours Classification– Natural Harbour. It is an inlet or water area protected from storm and

distinctive wave activity by the natural configuration of land, rocky out crops, islands or other physical features. Its entrances is so formed and located as to facilitate the movement of ships while ensuring comparative quiet within the harbour. Natural harbours are located at bays, creeks and river mouths. To make them more useful tobays, creeks and river mouths. To make them more useful to commercial vessels additional constructions take place. Well‐known natural harbours are New York, San Francisco and Rie‐de Janeiro. Port Qasim is situated at Phitti and Gharo creeks in Pakistan. Okaha and Bombay are natural ports protected by IslandsBombay are natural ports protected by Islands.

– Semi Natural Harbour. Semi‐natural harbour is an inlet or water area, sheltered on two sides by the headland and requiring artificial protection only at the entrance. Next to the purely natural harbour, itprotection only at the entrance. Next to the purely natural harbour, it forms the most desirable harbour site. Plymouth, Cherbourg, Vishakhapatnan take the advantage of the natural location, to become well‐protected harbours by the addition of detached breakwaters at entrances Karachi harbour is also a semi natural protected at theentrances. Karachi harbour is also a semi‐natural, protected at the entrance by Manora breakwater.


NUST)

Harbours ClassificationHarbours Classification

• Artificial Harbour. ENTRANCE APPROACH CHANNEL

• It is the one, which is protected from the effect of destructive TURNING

BASIN

ANCHORAGE AREA

wave activities by means of extensive civil works in the form f b k t t

BASIN

BREAKWATER BREAKWATER

BERTHof breakwaters etc. Extensive maintenance dredging may be necessitated

SEA

BERTH

may be necessitated. Examples are Chennai in India, Hamburg in Germany

DRY DOCK

QUAY

SHORE

TYPICAL LAYOUT OF AN ARTIFICAL HARBOUR

BOAT BASIN

FERTILIZER PIER

Germany


NUST)

Harbours Classification based on UtilityHarbours Classification based on Utility• Commercial Harbour. It is one in which docks are provided with the necessary

facilities for loading and discharging cargo. Dry docks are provided sometimes for ship repairs either as a part of a bigger harbour complex or independently as a unit. Some times, single commodity pier or terminal is provided such as oil terminal, iron & coal pier etc. Port Qasim is an example of large commercial h b kharbour in Pakistan.

• Refuge Harbour It is a sheltered area that may be used as heaven for ships in storm or emergency. It should be accessible during any condition of weather and

f id h ld id f d di h dstate of tide. It should provide safe and commodious anchorage system and facilities for repairs and supplies as well. It may be a part of commercial harbour. An example of refuge harbour is sandy bay at the mouth of Delaware (USA).

S i h b i d hi h h h hil• Sometimes an outer harbour is constructed which serves as the anchorage while the basin within the inner breakwater constitutes the commercial harbour and refuge harbour. A fine example of combined commercial harbour and refuge harbour is Dover in England These also serve as naval bases during the war andharbour is Dover in England. These also serve as naval bases during the war and therefore equipped with adequate means of defence.


NUST)

Harbours Classification based on Utility

• Fishery Harbour. A fishery harbour is solely for the operation of small fishing boats fishing trawlers and vessels This may be naturally or

Harbours Classification based on Utility

fishing boats, fishing trawlers and vessels. This may be naturally or artificially protected. This harbour must have adequate number of refrigerated storage. A fishery harbour is sometimes a part of large port complex or a commercial harbour. Examples are Karachi and Gwadar fishcomplex or a commercial harbour. Examples are Karachi and Gwadar fish harbours in Pakistan. Rohri is a fish harbour located in Sind.

• Military Harbours. It is a harbour providing naval base for accommodation of vessels, submarines, gunboats etc for defence of the country. Pearlof vessels, submarines, gunboats etc for defence of the country. Pearl Harbour in Hawaii and Guantanama in Cuba are examples.

• Classification of Harbour based on Location. Based on location, harbourcan be classified as:‐can be classified as:

– Sea or ocean harbour.

– River or Estuary harbour.

C l h b– Canal harbour.

– Lake harbour.18



NUST)


NUST)

Classification of Harbour based on iLocation

• Coastal natural. Represents a sheltered site the outcome of a natural profile of the coast, creating a natural barrier such as a cape a reef or an island The image depicts the harbor ofcape, a reef or an island. The image depicts the harbor of Kingston, Jamaica. About 2,100 (46.0%) ports are in this category, underlining that the selection of a port site is dominantly influenced by the quality of the harbor.

• Coastal breakwater. An harbor lying behind an artificial breakwater construction, built from scratch or built to add to an existing natural shelter. It is particularly the case for harbors exposed to dominant winds, waves or the sea currents. p ,Sherbourg, France is here depicted. About 810 ports (17.6%) are in this category.

• Coastal tide gates. An harbor behind a set of locks or other gmechanical devices built to insure sufficient water levels in the harbor for all tide levels. In many cases ships can enter or exit the port only at certain times of the day when water levels are adequate. Only 39 (0.8%) such ports exist, such as Mumbai, India depicted aboveIndia depicted above.


21

Classification of Harbour based on Location

• River natural. An harbor located along a river where water is not retained in any artificial means. The harbor often consists of quays or wharves parallel to the river b k Pi l t d i t th ibanks. Piers may also extend into the river. About 850 (18.5%) such ports exist, such as Jacksonville, Florida. Ri b i A i h b h b i• River basins. A river harbor where basins have been excavated to accommodate ships, often parallel to the flow of the river This confers the advantage ofriver. This confers the advantage of additional berth space without impeding fluvial navigation. 77 (1.6%) such ports exist including Bremen Germanyexist, including Bremen, Germany.


22


• River tide gates. A river harbor behind aset of locks or other mechanical devicesset of locks or other mechanical devicesbuilt to insure sufficient water levels inthe harbor for all tide levels. Suchharbors tend to be located close to theocean, such as in a river delta or estuaryfor the case of Bremenhaven, Germany, y(estuary of the river Weser). Only 47(1.0%) such ports exist.

C l l k A h b l t d l• Canal or lake. A harbor located along anartificial canal or by a river accessiblethrough a navigable waterway. 67 (1.4%)such ports exist, including Brugge,Belgium Transportation Engineering‐1(NIT‐SCEE‐

NUST)23


• Open roadstead. An harbor withpno natural or artificial protection. Theyare often built to accommodate verylarge ships (such as oil tankers) or are in

i h h li i d ida setting where there are limited tides,implying that sheltering infrastructureare much less required (Persian Gulf,Red Sea Gulf of Mexico) 580 (12 5%)Red Sea, Gulf of Mexico). 580 (12.5%)ports are in this category, including Ra'sat Tannurah, Saudi Arabia, a major oilport in the Persian Gulf.p


24

Requirements of a Good HarbourRequirements of a Good Harbour– Have easily identifiable approach from the open sea with full draft of

the vessel and clearance below it due to squat, trim, density change, i hi llipitching, rolling etc.

– Provide quick, easy and safe access for all ships, in all stages of tides, throughout the year. Approach channel should be free from curves d b dand bends.

– Have an entrance, which should neither be too narrow nor too wide. If narrow, chances of clashes of ships in storms will increase. If wide,

t b l i lik l t t h b b i ki b thi fmore turbulence is likely to enter harbour basin making berthing of ships difficult and hazardous.

– Have an entrance whose width should widen very rapidly inside the h b t d ff t f hi h t th h b b iharbour to reduce effects of waves, which enter the harbour basin. One of the pier head may project ahead of others to protect from sea waves.


NUST)

Requirements of a Good HarbourRequirements of a Good Harbour

– Ensure safe accommodation for ships by providing safe anchorage andEnsure safe accommodation for ships by providing safe anchorage and adequate draft depth. Soil conditions should be suitable so that silting is less. Biggest ship in harbour should get enough draft to reach the berths.

– Be capable of accommodating and handling required number of ships thus avoiding delays in getting berths.

– Should provide safe mooring and berthing with minor wave and p g gcurrent action. Penetration of damaging wind waves should be eliminated by structures like breakwater etc.

– Should provide adequate facilities specially fuel supply, inspection and p q p y pp y, prepair facilities.


NUST)

Harbour PlanningHarbour Planning– Initial Considerations. These comprise of: ‐

• Cost of development of a harbour is tremendous. Need for a harbourpshould be well thought and carefully evaluated technically.

• Construction of a harbour should be economically justifiable.

• Foreseeing future expected volume of sea borne commerceForeseeing future expected volume of sea borne commerce.

• Availability of inland communications by land and water.

• Impact of harbour construction.

i i l S l i f Si i f h i i– Provisional Selection of Site. Requirements of port authorities are considered and technical studied are conducted. These are followed by selecting a suitable site provisionally. Forecasted arrival of ships will mainly govern the requirements of a harbour in respect of its accessibility sizegovern the requirements of a harbour in respect of its accessibility, size, shape, and salient features like turning basin berthing basin, wharves, jetties, docks, spillway, breakwater, transit sheds etc.

Information required for Design– Information required for Design


NUST)

Harbour PlanningHarbour Planning– Information required for Design

• Detailed survey of the proposed site.

• Nature of coastline and if any protection is provided. Consider past trends and changes in coastline.

• Depth of water is considered for suitable draft. Deeper site is preferred so that dredging cost reduces.

• Soil information by boring inside the water to determine suitability for anchorage & deepening.

• Soil information by boring on the shore land, which helps in designing and construction of wharves, sheds, railway lines, lifts, cranes etc.

• Presence or otherwise of sea insects.


NUST)

Harbour PlanningHarbour Planning• Hydraulic information to include

– Frequency of storms.

– Direction & intensity of winds.

Tid l– Tidal range.

– Height of waves and force exerted.

– Final Selection Final selection of site will be governed by:‐Final Selection. Final selection of site will be governed by:

• Technical suitability.

• Cost of construction and maintenance of marine structures.

• Initial dredging cost.

• Recurrent dredging cost for maintenance of design depth.


NUST)

PORT• Port is a harbor withmarine terminal facilities

h l di fsuch as landing ofpassengers, cargohandling and storinghandling and storing.Port is portion of aharbor which serves asbase of commercialactivity. Harbor and portare complementary.

30

Requirements of a Good PortRequirements of a Good Port

– Afford shelter, allied facilities and repairs for visiting ships.– Have a hard surface coastline to avoid frequent repairs to docks and buildings etc.Have adequate area for future expansion– Have adequate area for future expansion.

– Have communication links specially railway links.– Have entrance channel providing easy entrance and exit.– Have suitable turning basin.– Be located centrally with respect to hinterland.Be strategicall located to g ard against aggression– Be strategically located to guard against aggression.

– Be capable of handling good tonnage of cargo. – Be in area having advanced culture, trade and industry.g , y


31

Port Design & ChallengesE h l h ld id d ia. Entrance channel should provide easy entrance and exit.

b. Suitable turning basin

c To have sufficient width behind the quay to deal with goodsc. To have sufficient width behind the quay to deal with goods

d. Loading and unloading of cargo is facilitated if enough provision for railway track exists

Challenges for Ports. The challenges are due to: ‐

– Growth of Sea Borne TradeTo meet, quantitative approach i ddi d k b h d li iis adding more docks, quays, berths, etc. and qualitative approach is to increase of productivity of existing facilities. Both should go together.

– Increase in Ship Size. Leads to increase in ship draft and cargo volume. This necessitated deepening of berths and approaches and increasing length of berths loading /approaches and increasing length of berths, loading / discharging facilities and efficiency of equipment.


32

Port Design & ChallengesPort Design & Challenges– New Transport Systems, Advance transport require reduced time in port due to

high service speed but increased capital investment. The response is new i li d i l f ili i i h d h i b id fspecialized terminal facilities with greater water depths, container bridges of

high capacity and large spaces for the container boxes.

– New Special Trades. Liquefied gas, vehicles, livestock, etc., require special i l h dl h li d d blterminals to handle the complicated and troublesome cargo.

– Increased Sailing Speed. More capital‐intensive vessels and require "speedy ports" with unavoidable increases in risk of economic losses of the port.

– Regularity of Call in Port. Offering the inbound vessels all the needed services without any delay is prime most for higher profits. Fluctuations because of seasonal demands, political or policies changes cannot be foreseen and is a real

blproblem.

– Technological Development in Shipping. The pace of advancement in ships in general asks for facilities, which will seldom guarantee a regular use. It is l t i ibl t f tl di t th i t f hi i t h lalmost impossible to perfectly predict the impact of new shipping technology by choosing rational equipment and facilities in port at the right time.

33

Ship and Cargo CharacteristicsShip and Cargo Characteristics

– Length of Ship. It also influences the width and bends of channels and the size of port basins.

– Beam of Ship. It governs the reach of cargo‐handling equipment and influences the width of channels and basinsequipment and influences the width of channels and basins.

– Draft of Ship. It governs the water depth along berths, in channels and port basins.

– Cargo‐Carrying Capacity of Ships.

– Cargo‐Handling Gear of Ships. Cranes and pumps govern h dli t i ti l f li id b lk dcargo‐handling rates in particular for liquid bulk cargo and

influence the need for port equipment, such as quay cranes.


NUST)

Ship and Cargo CharacteristicsShip and Cargo Characteristics

– Types of Cargo Carried by Ships.Types of Cargo Carried by Ships.

– Size, Shape and Strength of Hull and Superstructure of Ships. These influence berth, p p ,mooring and fender system layout. Superstructure configuration influences positioning and design of cargo handling equipment.

– Maneuverability of Ship at low Speed. It fl h l d binfluences channel, port entrance, and basin

layout as well as the need for harbour tugs.


35

ThanksThanks


36