Port Basin Research Articles

Numerical investigation on behaviour of mooring line system for container ship at berth

The constant growth of the world’s maritime industry has led to the need to increase the size of ships as wellas accelerate the trend of moving ports to open sea areas and outside estuaries. Increasing the size of ships,especially container ships, has the potential to cause unsafe ship anchoring in ports. Furthermore, the mooringof ships at the harbor also lacks international guidelines on the layout of the mooring system. Meanwhile, relocating seaports outside estuaries and open seas can create conditions for high winds, high tidal fluctuationsand strong currents to penetrate the port basin. This paper presents a study using the MIKE 21 MA numericalmodel to determine the most optimal mooring layout for a container ship as well as clarify the influence offactors (wind, current, water level and ship’s draft) on the tension force of the mooring lines. The most optimal mooring layout in the study scenarios was uncovered from the simulation results. In addition, wind wasidentified as the factor with the greatest influence on the tension force of the mooring system.

POLA ANTREAN KAPAL PENANGKAPAN IKAN DI PELABUHAN PERIKANAN KARANGSONG, KABUPATEN INDRAMAYU

A catch unloading is a fishing vessel activity carried out regularly at the port. The high frequency of unloading activities leads to a long queue which requires fishing vessels to wait in significant time for their unloading turn. One of the fishing ports with a significant waiting time is Karangsong Port, where the unloading queue can reach three weeks. To reduce the waiting time, there is a need to identify the utilization level of unloading facilities and queue patterns, as well as calculate unloading time and its influencing factors at Karangsong fishing port. This case study was focused on vessel queuing patterns, utilization of port facilities and the length of unloading time. Data were collected through direct interviews and observations. Based on the calculation results, the utilization rate of the unloading dock is 20.16%, TPI is 36.63% and the port basin reaches 577.86%. The vessels queue in double lines with a single service facility. The average length of unloading time for >30 GT vessels is 2.60 hours while for ≤30 GT vessels is 11.92% faster which is recorded at 2.29 hours. Factors affecting the length of unloading time incorporate the vessel's size, crew size, number of catches, availability of scales, market demand as well as the vessel's position and number of vessels in the queue. Keywords : Queue, fish unloading, port facilities

An Analytical Model for Estimating Ship-Related Emissions in Port Areas

Intensive shipping activity in port areas is considered one of the leading problems in the maritime sector, which has a negative effect on climate change and local air quality. The compilation of detailed inventories of combustion gases released by ships should therefore provide a more accurate overview of emission levels, which can serve as a basis for analysing impacts on the port community and lead to the establishment of better environmental measures. Thus, the aim of this study was to develop an adaptable and relevant analytical model capable of integrating a comprehensive methodology with large databases of ship movements and technical details to provide clear ship-related emission estimates in large port areas. Considering the lack of research in Croatia that includes the mentioned approach and the insufficient monitoring of air pollutants in ports, the model was used to produce an initial overall emissions inventory for the Port of Split, the busiest passenger port in Croatia. In the model, bottom-up logic with an energy-based method was applied to detailed technical and near-real-time shipping data from AIS, creating the first high-density spatial and temporal overview of shipping emissions in the City port basin. The results showed strong seasonal fluctuations and large discrepancies in the quantities emitted between different ship types and operating modes. The analysis therefore raised the question of the need for the future development and implementation of a scalable system that would provide a more transparent and efficient overview of the important characteristics of air pollution from ships and port areas.

EFFICIENTLY FORECASTING 2-DIMENSIONAL SPECTRA INSIDE SHELTERED PORTS USING SPECTRAL AND PHASE-RESOLVING WAVE MODELS

Ports today are grappling with the impacts of increasing ship sizes and increasingly frequent and more extreme weather events. Under these conditions, being able to predict navigation, handling, and mooring risks accurately, is becoming more crucial to safe and efficient port operations. This is especially important in ports subject to complex wave transformations. Traditionally, in order to capture the various wave transformation processes accurately from offshore to nearshore areas, the coupling of a Spectral wave (SW) and Boussinesq wave (BW) model has been required. Unfortunately, the very high computational costs of BW modelling have inhibited running such models in forecast mode. In response to this highly technical challenge, DHI have developed a transformative method for concatenating outputs from SW and BW models, enabling modelers to forecast 2D Spectra accurately, both inside and outside a sheltered port basin in a computationally efficient manner.

Underwater UXO detection using magnetometry on hovering AUVs

AbstractThe EU‐funded project BASTA (Boost Applied munition detection through Smart data inTegration and AI workflows, http://www.basta-munition.eu) aimed at improving underwater unexploded ordnance (UXO) detection approaches and advancing data acquisition techniques. One aspect of the project was performing autonomous underwater vehicle (AUV)‐based magnetic measurements. In this paper, we present the first results of integrating three submersible fluxgate magnetometers to a Girona 500 AUV in the context of underwater UXO detection. The hovering capabilities of these AUVs allow them to maintain a fixed position or to precisely navigate at very low velocities and altitudes. The magnetic sensors are rigidly attached to the nose of the AUV at a lateral distance of 2 m and are arranged in the shape of a vertical triangle, thereby allowing for the calculation of three spatial magnetic gradients. A series of surveys was performed when visiting several munitions dumpsites in the German Baltic Sea. Furthermore, we successfully conducted a test survey with surrogate objects of known magnetic moments in a naval port basin in Kiel, Germany. With a noise floor of approximately 2 nT, the system is capable of reliably detecting munitions similar in size to 81 mm shells from altitudes of 1 m above the seafloor. For ground‐truthing purposes and for a concluding confirmation or rejection of a UXO suspicion, the AUV is equipped with a high‐resolution camera system. This newly developed system aims at improving the industry standard's technical potentials of autonomously discriminating between hazardous UXO and anthropogenic debris or rocks and therefore reducing the number of target points before underwater UXO clearance campaigns.

First inventory of the composition and structure of the benthic macrofauna of the San-Pédro port basin’s darsine waters (South-West, Côte d’Ivoire)

Port activities such as ship traffic and dredging of port basin's sediment can impact biological communities such as the benthos, the composition of which remains unknown. Moreover, the knowledge of the ivorian’s port basin benthic fauna is of concern to both scientists and port authorities in the development of their activities. This study carried out in July and December 2021, aimed to provide the first data on the composition of San-Pédro’s port basin benthic macroinvertebrates communities. For this purpose, four (4) sampling points were defined near the new wharf and in the central channel of this port. The measurements of the physical-chemical parameters of the darsine waters (temperature, salinity, turbidity, dissolved oxygen and lead content) were carried out in situ between 6 a.m. and 8 a.m. using a multiparameter. Benthic macroinvertebrates were collected with a Van Veen bucket with the help of two divers. The physical-chemical parameters indicated that the waters were oxygenated and turbid in the construction area of the new wharf. They were salty, warm, and rich in lead in the central channel. 39 species classified in 34 families, 25 orders, 07 classes, and 05 phyla. The phylum of mollusks (with 29 species) was the most preponderant. The distribution of macroinvertebrates was influenced by lead, turbidity, dissolved oxygen, salinity, and temperature. The benthos populations of port basin were lowly diversified and with a fairly balanced organization.

First inventory of the composition and structure of the benthic macrofauna of the San-Pédro port basin's darsine waters (South-West, Côte d'Ivoire)

First inventory of the composition and structure of the benthic macrofauna of the San-Pédro port basin's darsine waters (South-West, Côte d'Ivoire)

Factors Affecting Water Quality and Surface Sediment at the Port of Tanjung Emas Semarang during the East Asian Monsoon

Port plays an important role in provisioning commodity needs for the society in a region. Port of Tanjung Emas Semarang (PTES) is the major port on the north coast of Java Island and serves as a port for liquid and solid goods, passengers, and fuel. This descriptive research applied a random sampling technique whose samples were taken from the port basin and control station. The research was carried out at ten stations at both high and low tides during the East Asian Monsoon. This research was aimed: a) to test the correlation of physical-chemical parameters at both high and low tide using Pearson correlation, b) to test the correlation of heavy metals (Pb, Cd, Cu, Zn) in seawater and sediment at both high and low tide, c) to perform cluster analysis on the stations at both high and low tide, d) to determine port waters Index of Pollution (IP), e) to identify factors that affect the port water pollution using PCA (Principal Component Analysis). The findings showed that in waters, Pb was found as the most dominant pollutant at both high and low tides (Pb>Cd>Cu>Zn). In sediment, Zn was the most dominant of all (Zn>Cu>Pb>Cd). Igeo value indicated that the contamination level in the sediment was moderate. Heavy metals accumulate differently at high and low tides, at low tide heavy metals accumulate on the outside toward the port, while at high tide they accumulate at the mouth of the Kali Baru River. This is caused by differences in the flow of tidal or ebb currents. All research stations were classified as having heavy pollution. Both control stations (Siangker and BKT estuaries) showed differences with stations inside the port, including physico-chemical variables, namely: a) TSS, phosphate, nitrate during high tide conditions; b) pH, DO, TDS, turbidity, TSS at low tide.

Estimation of CO2 emissions for ship activities at container port as an effort towards a green port index

The International Maritime Organization has adopted regulations to reduce emissions by 50% by 2050 in the maritime sector. Several strategic recommendations have been issued to achieve an environmentally friendly and low emission concept. Greenport is an environmentally friendly port concept with low emissions from every movement and activity. The objective of this paper is to estimate the CO2 emissions contributed by container ships based on their activities in the container terminal. The estimation method used is a bottom-up model by considering engine power, load factor, and fuel emission factor. Three ship activities during berthing have been analyzed i.e., maneuvering activities, waiting in the port basin, and berthing conditions. From the emission estimation results, it is found that berthing activities contribute to emissions of up to 69% of the total ship activities at the container port. The results of CO2 emissions by container ship are estimated at 1.58 kg/DWT.

Investigations on the marine current regime in the maritime port of Constanta and its adjacent areas

The aim of this work is to analyse the marine currents distribution within Constanta port and its vicinity areas, in order to evaluate the impacts on port operations and coastal system as well. The currents propagation into the port basin and adjacent areas were the subject of ADCP measurements in relation with the incident waves and sea level variations. Certain experiments and special conditions were considered such as storm surges, storm induced currents, seiches propagation into the port basin, specific marine currents around the port jetties, and the influence of vertical water movements.

Operational Limitations of Durres Container’s Terminal

Albania is a maritime country, and maritime transport is the backbone of its economy. In 2021 maritime transport counted for about 59% of trading vol-umes, and Durres port handled more than 91% of all seaborne cargoes [1]. Durres Container’s terminal is the only terminal handling containers in Alba-nia. This terminal is operating under some limitations which are affecting its performance. These limitations are the lack of container storage area, in-creasing the container's dwell time and creating container congestion and the immediate need for more storage spaces, limited water depth at the access channel and port basin, lack of container handling cranes, and lack of railway connections, etc. This paper will focus on terminal needs for storage areas and aims to analyze the current situation and identify the space needed for the projected cargoes 15 years ahead based on historical data and using 2021 as the base year. A multi regression analysis [2] is used to identify the de-mand and consequently the space needed to handle the forecasted traffic. Based on the space requirements identified by this paper, it is evident that there is an urge to decide on terminal enlargement or terminal reallocation to a new site.

Study on simulation programming to analyse ship’s lateral drift provision supporting to the design of marine channels approaching the port basin with breakwaters

This article introduces an overview of the content of the design of the marine channel width, including the calculation of the ship's lateral drift provision under the effect of wind and current. At present, contingency calculations often use pre-determined formulas without applying numerical simulation techniques to analyse the calculation results according to the actual ship’s motion. This study is carried out on the basis of building a mathematical model of ship motion under the influence of wind and current, studying and programming the simulation of ship’s lateral drift under the influence of wind and current, thereby supporting the analysis of the design calculation results, applied to the situations where the ship's maneuvering space is limited with the potential ship collision for marine channels approaching port basin entrance with breakwaters.

Novel technique for the retrofitting and refurbishment of a damaged offshore quay: a case study application

ABSTRACT A number of unpredictable accidents have taken place in some ports, as a result of unexpected manoeuvring circumstances inside the port basin at the front of the quays. This study presents novel technique for rehabilitating damaged quays constructed with sheet piles’ drum-type cells. The novel approach demonstrates how to separate the vertical and horizontal loads acting on the cell using numerical solution software, which gives the structure more reliability and durability and increases service life of the structure. The case study accident occurred in container terminal No. 4 of the Damietta port in 1993, and the cell was extremely damaged. Through this study, the authors introduce various design procedures, monitoring systems and evaluation methodologies using the numerical solution model. The case study results and feasibility assessment prove the effectiveness of the proposed solution and the validity of applying this novel technique to other similar cases instead of constructing a new structure at higher costs.

Effects of marine traffic on sediment erosion and accumulation in ports: a new model-based methodology

Abstract. The action of propeller-induced jets on the seabed of ports can cause erosion and the deposition of sediment around the port basin, potentially significantly impacting the bottom topography over the medium and long term. If such dynamics are constantly repeated for long periods, a drastic reduction in ships' clearance can result through accretion, or the stability and duration of structures can be threatened through erosion. These sediment-related processes present port management authorities with problems, both in terms of navigational safety and the optimization of management and maintenance activities of the port's bottom and infrastructure. In this study, which is based on integrated numerical modeling, we examine the hydrodynamics and the related bottom sediment erosion and accumulation patterns induced by the action of vessel propellers in the passenger port of Genoa, Italy. The proposed new methodology offers a state-of-the-art science-based tool that can be used to optimize and efficiently plan port management and seabed maintenance.

Modelling and measurement of low-frequency surge motion associated with extreme storm conditions in the Port of Cape Town

Infra-gravity wave propagation into the Port of Cape Town (South Africa) was modelled with Delft3D-Surfbeat. The model was calibrated and verified against wave measurements outside the port and inside one of the main port basins. The numerical model results corresponded well to the measured data and theory on port basin oscillations.The calibrated model was used to develop a long wave forecasting tool, by parametrising a framework of simulations that covers the offshore wave climate. The forecasting tool relies only on the NCEP offshore wave forecasts as input and was shown to give reliable results 3 days in advance.Two storm events were analysed in detail and presented as case studies. The first event was an extreme storm with a measured significant swell wave height of 11.5 m offshore and a measured significant long wave height of 0.7 m inside the port. The second event was a significant storm with a measured significant swell wave height of 6.2 m offshore and a measured significant long wave height of 0.3 m inside the port basin.The surge motion of moored container vessels was measured during each of the two events. A tool was developed to detect and track user-defined objects on a vessel in a sequence of recorded images and then transform their positions to surge motion. The maximum surge motion measured during the first (extreme) event was 12.51 m and 3.14 m during the second (significant) event.The low-frequency motions of the vessels during the two storm events were modelled in the time domain with the moored ship motion model, Quaysim. The Delft3D-Surfbeat model output was used to determine the wave forces acting on the vessels. During the first (extreme) event, the moored vessel was under tug assistance and a line parting was observed. Several likely mooring scenarios were modelled to account for any uncertainty in the actual mooring arrangements.The modelled and measured surge motion was in good agreement, especially during the second event where there was less uncertainty about the mooring arrangement. Alternative mooring arrangements, including a dynamic tensioning system, were also modelled to determine whether vessels can be moored more effectively in such conditions.

Biodiversity of epifauna in the ports of Southern Baltic Sea revealed by study of recruitment and succession on artificial panels

Ports are highly dynamic environments that are under substantial anthropogenic pressure generated by activities related to the fishery, transhipment of cargo and passenger traffic. Thus, seaports are exposed to physical disturbances, chemical pollution and biological invasions. Yet knowledge about biotic part and the influence of anthropogenic pressure on it in seaports often does not exist. The main aim of this study was to assess the biodiversity of the hard-bottom epifauna by examination of the course of the recruitment and succession processes in the poorly known port basin ecosystem of the southern Baltic Sea at the ports of Gdańsk, Gdynia and Władysławowo. We wanted to test whether the different port areas had their unique species diversity and compositions. In all investigated ports we found relatively low biodiversity but high recruitment activity of sessile fauna. Six epifaunal species were observed, and Amphibalanus improvisus was consistently the dominant species (up to 47,126.5 ± 2747.1 SD individuals per 225 cm2 in July in Gdynia port). Seasonality was found to be the main factor shaping recruitment and further development of the sessile assemblages, and the seasonal sequences of epifaunal occurrence were similar in the three examined ports. Furthermore, the epifauna of all ports showed homogenous species richness, composition and abiotic characteristics, although in the Władysławowo port, which is more exposed to the open sea, a higher abundance of meroplankton and greater shares of accessory species (Mytilus spp., Limecola balthica, Cerastoderma glaucum and Mya arenaria) were found. The assemblage structures of the ports resembled those of nearby natural system (Gulf of Gdańsk); thus, the port ecosystem seems to be an integral part of the surrounding natural habitat. Two years of monthly observations did not reveal any new non-native species in the examined study area.

Cell biovolume and carbon biomass of phytoplankton in degraded tropical estuaries in Northeastern Brazil

This study aimed to relate the seasonal and spatial variation of phytoplankton to environmental parameters in degraded tropical estuaries in Pernambuco, Northeastern Brazil. Phytoplankton samples and environmental parameters were collected at three stations, namely, Port Basin, Beberibe estuary, and Capibaribe estuary, during the low and high tides. Eighty-six taxa were identified; diatoms were the most diverse group with the highest cell density values, followed by cyanobacteria. The dominant species were Cylindrotheca closterium (Ehrenberg) Reimann & J.C. Lewin, Nitzschia longissima (Brébisson) Ralfs, and Planktothrix isothrix (Skuja) Komárek & Komárková. Mean biovolume during the studied period ranged from 1.615,3 to 67.423,5 μm3 and mean carbon biomass ranged from 104.5 to 29.397,1 pgC μm−3, with the highest values recorded during the rainy season. The species Coscinodiscus sp., Oscillatoria sp., Planktothrix isothrix, and Protoperidinium sp. were the most representative in biovolume. Precipitation and tides were the main factors controlling seasonal and spatial variability in parameters such as salinity, dissolved nutrients, and phytoplankton cell density.

Hydrodynamic Model of the New Waterway Through the Vistula Spit

Abstract The decision to build a new waterway (strait) in the Polish part of the Vistula Spit was made in 2017. The new connection between the Gulf of Gdańsk and the Vistula Lagoon is planned as an artificial navigable channel with a lock and a small port. During storm surges and wind tides in the gulf or in the lagoon, sluicing will be required for vessels to tackle the Vistula Spit. This procedure does not require significant water flow through the channel in normal conditions. However, in the case of a lock failure or in the case of controlled opening of the gate to increase water exchange in the lagoon or to reduce flood risk in the Vistula Lagoon, high flow rates may occur in the navigable channel and in the neighboring port basin. In order to inves-tigate the hydraulic conditions in such extraordinary situations, numerical modeling of the hydrodynamics during water damming in the gulf or in the lagoon is performed. To analyze the hydrodynamics of the artificial connection between the sea and the lagoon during periods of high water stages, mathematical modeling is required. This paper presents the shallow water equations (SWE) model adapted to simulate the flow through the port basin and the navigable channel. The calcula-tions allowed the relation between the water head and the capacity of the navigable channel to be found, as well as to analyze circulations which may occur in the port basin.

Study of Wave Deformation Around Floating Breakwater

Breakwater is a structure to protect waters from wave interference. The structure separates the port basin from the open sea, so that sea waves will not enter the basin. In applying for deep water conditions, floating breakwater is more efficient than conventional types, because it requires less material. Floating breakwater is suitable for soft soils where the strength of the soil is low; and is also good for the environment. The development of floating breakwater has increased significantly in the past decade. This study focuses on the magnitude of the wave transmission coefficient. Two types of floating breakwater were tested, namely FBW Type-1 and FBW Type-2, using physical modeling as well as numerical model (FLOW3D software). The experimental model was carried out in 50 m long of wave flume equipped with a regular wave generator. The study results transmission coefficient ranged from 0.53 to 0.91. Based on the results, therefore more study is needed to get better coefficient.

The Analytical Solution of Waves Transmission Coefficient on Semi Fixed Floating Breakwater

One type of breakwaters that can be used to protect port basin is floating breakwaters. The use of floating breakwaters is suitable for relatively large water depths. In deep waters, the floating breakwaters volume is smaller than rubble mounds breakwater. Consequently, floating breakwaters are cheaper than rubble mounds breakwater. Unfortunately, a practical approach to analysing the performance of floating breakwater in reducing wave height is unknown. Floating breakwater performances indicated by wave transmission coefficient. Therefore, in this study an analytical wave transmission coefficient was formulated. The simple formula can be used to estimate high of wave at behind of floating breakwater. Based on these equations, the wave transmission coefficient influenced by the wave parameters and structural parameters. Wave parameters represents by wave high, wave period, water depth and wave length while structure parameters represents by both of width and draft of structure. Wave transmission coefficient also influenced by the wave frequency and having motion frequency.