1. “PORT PLANNING”
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PREPARED BY : ASST. PROF. VATSAL D. PATEL
MAHATMA GANDHI INSTITUTE OF
TECHNICAL EDUCATION &
RESEARCH CENTRE, NAVSARI.

2. CHARACTERISTICS OF A GOOD
SEAPORT
 It should be connected with roadway and railway.
 Surrounding land should be fertile and densely populated.
 Ship channels must have sufficient depth for draft or vessel.
 Breakwaters must be provided to protect against
destructive wave action.
 The bottom should furnished secure anchorage to hold
ships against the wind force.
 It should have enough cold storage

3. CHARACTERISTICS OF A GOOD
SEAPORT
 Numbers of quay, piers and wharfs should be sufficient for
loading and unloading cargo.
 It should have facilities like fuel, repair and etc. for ships.
 Harbour area should be sufficiently large.

4. HARBOUR PLANNING (AS PER IS)
 Planning of a modern harbour is not only science but also
an art.
 A full understanding of the manner in which a port is
working, the various functions of the port, and the needs of
the various users are required.
 Factors that are affecting the decision for building a
Harbour are:-
 The need for the harbour and economic justification.
 Prospective volume of sea borne commerce.
 Availability of inland communication by both land and
water.

5. HARBOUR PLANNING (AS PER IS)
 The important facts to be studied and scrutinized are as
follows:-
 It is necessary to carry out a thorough survey of the
neighbourhood.
 The borings and soundings should be taken to ascertain
the nature of the ground.
 The nature of the harbour (sheltered or not?)
 The problem of silting.
 The existence of sea insects.
 The natural meteorological phenomena at site with
respect to the storms, rainfall, tides, temperature, etc,.

6. SITE SELECTION FOR HARBOUR
 Great care has to be exercised at the time of making
selection of site for a harbour. The guiding factors which
play a great role in choice of site for a harbour are as
follows:
 Availability of cheap land and construction material;
 Transport and communication facilities;
 Natural protection from winds and waves;
 Industrial development of the locality;
 Sea bed, subsoil and foundation conditions;
 Traffic potentiality of harbour;
 Availability of electrical energy and fresh water;
 Favorable marine conditions;
 Defense and strategic aspects; etc.

7. SIZE OF HARBOUR
Size of harbour depends upon the number and size of ships
likely to use the harbour at one time. Some of the biggest
modern ships are 275m to 300m long and about 30m wide.
There should be sufficient area for maneuvering them
without collision. Thus, the size is determined by:
 Accommodation required.
 Convenience for maneuvering and navigation.
 Adaptability to natural features.

8. SIZE OF HARBOUR
WIDTH OF ENTRANCE TO THE HARBOUR:-
 The entrance width should be in proportion to the size of
the harbour and ships using it. To reduce the wave height
with in the harbour, the entrance width should not be
more than that necessary to provide safe navigation and
also to prevent dangerous currents, when the tide is
coming in and going out.
 For Small Harbours = 90m
 For Medium Harbours = 120 to 150m
 For Large Harbours = 150 to 250m

9. Width of Entrance Channel
The entrance channel
width is divided into:
Manouvering lane
width = 2B
Ship clearance lane
width = B
Bank clearance
depends on the side
slopes.
From Fig.,
The width of entrance
channel for single lane
traffic,
L = 4B + 2 (bank
clearance)

10. SIZE OF HARBOUR
 TURNING BASIN:-
 The radius of turning basin should be equal to two times
the length of the largest ship calling at the harbour.
R = 2l
Where, R = Radius of turning basin,
l = length of the largest ship

11. SIZE OF HARBOUR
 WAVE HEIGHT WITHIN THE HARBOUR:-
Where,
h = Height of reduced waves any point P in harbour, m
H = Height of wave at entrance, m
B = Breadth of entrance, m
L = Breadth of harbour at P, m
D = Distance of P from entrance, m

12. SIZE OF HARBOUR
 DEPTH OF HARBOUR:-
 The channel depth is generally determined by the
following formula:
Where,
D’ = The draft of the largest ship to be accommodated
H = The height of storm waves, crest to trough
D’’ = Allowance for squat.

13. DRY PORTS
 A dry port (sometimes referred to as an island port) is an
inland intermodal terminal directly connected by road or
rail to a seaport, operating as a centre for the transhipment
of sea cargo to inland destinations.

14. DRY PORTS
 In addition to their role in cargo transhipment, dry ports
may also include facilities for storage and consolidation of
goods, maintenance for road or rail cargo carriers and
customs clearance services. The location of these facilities
at a dry port relieves competition for storage and customs
space at the seaport itself.

15. BULK CARGO
 It refers to material in either liquid or granular, particulate
form, as a mass of relatively small solids, such as
petroleum/crude oil, grain, coal, or gravel.

16. BULK CARGO
 This cargo is usually dropped or poured, with a spout or
shovel bucket, into a bulk carrier ship's hold, railroad
car/railway wagon, or tanker truck/trailer/semi-trailer
body. Smaller quantities (still considered "bulk") can be
boxed (or drummed) and palletised. Bulk cargo is classified
as liquid or dry.

17. TRANSSHIPMENT PORTS
 A transshipment in when cargo or a container is moved
from one vessel to another while in transit to its final
destination. A transshipment refers to shipping goods to an
intermediate destination prior to the goods being shipped
to their end destination.

18. TRANSSHIPMENT PORTS
 Location :
 Proximity to major shipping routes
 Intermediary location connecting feeder and deep sea
services
 Hinterland access (Local cargo capture)

19. TRANSSHIPMENT PORTS
 Infrastructure :
 Greater depth > 13.5 m to accommodate large ships
 Large yard area for temporary storage of containers
 High capacity equipments

20. TRANSSHIPMENT PORTS
 Operations :
 Lower costs
 High berth productivity
 Reliability (service level)

21. PORT OF CALL
 Port of call means an intermediate stop for a ship on its
scheduled journey for cargo operation or taking on supplies
or fuel.
 As for the shipping Monitoring, Reporting and Verification
(MRV) regulation a "port of call" can be defined as the port
of a country where cargo or a passenger (cruise) ship halts
to discharge or load the cargo or to mark embark or
disembark passengers.

22. PORT OF CALL
 As the volume of its maritime trade increased in the 19th
century, Singapore became a key port of call for sailing and
steam vessels in their passage along Asian sea routes.

23. SURVEYS TO BE CARRIED OUT
FOR SEAPORT PLANNING
 Hydrographic surveys :
 This survey is conducted to know the depth of water and should
extend over an area somewhat larger than the proposed channel
and harbour. In addition, it should locate the shore line at low
and high water and all structures or obstructions in the water
and along the shore, such as sunken ships, reefs or large rocks.
 These obstructions will have to be removed if they are lying on
the bottom where it is above or a short distance below the
required depth of the harbour.

24. SURVEYS TO BE CARRIED OUT
FOR SEAPORT PLANNING
 Topographic surveys :
 Based on the land topography of the marine terminal area,
ground contours are plotted at an interval of 1.0 m.
 In this map, all borings and test pits, buildings and other
important constructions are also shows.
 Contours are drawn based on high water datum.

25. SURVEYS TO BE CARRIED OUT
FOR SEAPORT PLANNING
 Soil investigations :
 Borings should be made for the harbour and channel areas
at strategic points to determine information on the sub
surface soil conditions at the locations of breakwaters,
piers, wharves, bulkheads and other marine structures.
 Borings at the location of marine structures are made on
definite lines such as the centre line of a pier or breakwater,
Usually, 30 m centres will enable a reasonably accurate
profile of the soil strata to be obtained.

26. SURVEYS TO BE CARRIED OUT
FOR SEAPORT PLANNING
 Current observations :
 Information regarding the general direction and velocity of
the currents in the harbour area will also be necessary.
 This can be obtain by using surface floats and current
meters.
 Surface floats give both the direction and magnitude of the
current, whereas current meter will give only the
magnitude of the current.

27. SURVEYS TO BE CARRIED OUT
FOR SEAPORT PLANNING
 Tidal observations :
 The vertical movements of the tides are measured by tide
gauges. When a record of the tides for a long time is
required, a permanent tide gauge must be established.
 If there is no existing tide gauge near the site of the project,
a temporary tide gauge must be established.
 Tide gauge may be either manual reading type or of self
recording type.

28. REGIONAL AND INTERCONTINENTAL
TRANSPORTATION DEVELOPMENT
 Goods and services worth two trillion dollars cross
international boarders every single day, on an average.
 Multinational corporations select their plant sites after
considering various factors, such as political, economical,
financial, labour environments, etc. So that goods are
produced at a minimum cost.
 However, the transportation cost, from the manufacturing
site to the end-consumer also has a significant impact on
the competitiveness.

29. REGIONAL AND INTERCONTINENTAL
TRANSPORTATION DEVELOPMENT
 In this age of information and technological advancement,
communication facilities and easy internet access have
made it possible for manufacturers, entrepreneurs, and
distributers to have their operations on a global scale,
manufacture goods at one continent and ship them
customers and end-users of other continents.

30. REGIONAL AND INTERCONTINENTAL
TRANSPORTATION DEVELOPMENT
 The globalization of trade, more efficient distribution
systems through the application of logistics and the
considerable development of air transportation.

31. FORECASTING CARGO & PASSENGER
DEMAND
 One of the best ways for successful management of certain
transport companies, is traffic demand planning.
 Demand is one of the most important aspects of business
economics. Mismatch between supply and demand leads to
a number of problems.
 Therefore in the case of port operations due to higher
supply than demand, leads to no utilization of port
infrastructure and superstructure, and to it’s no cost-
effectiveness.

32. FORECASTING CARGO & PASSENGER
DEMAND
 When the demand for port services outnumber supply,
arises the congestion of port facilities, an increase costs of
ships and losses of time due to waiting.
 Since the traffic capacity is inelastic, and in construction
and development require substantial financial resources in
order to be payable, supply must be designed in accordance
with anticipated demand in the future.

33. FORECASTING CARGO & PASSENGER
DEMAND
 Methodology for forecasting of traffic demand
should include the following steps :
 Determination of appropriate methods for assessing and
forecasting demand
 Model specification based on the preferences of economic
theory for the studied phenomenon
 Parameters evaluation for specified model
 Reliability testing of the model and application of the model
in prospective of observed phenomena

34. FORECASTING CARGO & PASSENGER
DEMAND
 A good cargo forecasting method has several
characteristics:
 First, in the maritime industry data is often not available in
large quantities and detail. This makes it better to use a
model that does not require a lot of data.
 Also because using a lot of different data makes the
forecasts less reliable, since it is more prone to error.

35. FORECASTING CARGO & PASSENGER
DEMAND
 Second, the model should make clear how trade flows are
generated. This is based on information about supply and
demand in different regions.
 Based on this information, supply and demand (or
production and consumption) regions are linked to each
other to show how these trade flows are distributed over
the world. Hence, macroeconomic variables are used to
forecast freight flows.

36. FORECASTING CARGO & PASSENGER
DEMAND
 Third, factors that determine the competitiveness of a port
have to be taken into account.
 Because not only the existence of trade explains the cargo
throughout in ports but also the attractiveness of the port.

37. CARGO HANDLING CAPACITY
OF PORT
 Proper general cargo berth capacity is a handling capacity
to cope with incoming cargoes without ship waiting for
berth occupancy which leads to the port with competitive
edge.

38. CARGO HANDLING CAPACITY
OF PORT
 There are a lot of insufficiencies to measure the port
capacity due to the following factors:
 The sheer number of parameters involved
 The lack of up-to-date
 Factual and reliable data which are collected in an accepted
manner and available for publication or divulgation
 The absence of generally agreed and acceptable definitions
 The profound influence of local factors on the data obtained
 The divergent interpretations given by various interests

39. CARGO HANDLING CAPACITY
OF PORT
 The cargo handling capacity at ports is separated by a
proper capacity and intrinsic capacity.
 Intrinsic capacity is assumed that the system calculated as
the handling capacity per hour per ship for 365 days per
year, 24 hours per day.
 In contrast, the proper handling capacity considers the
utilization ratio of handling equipment, the waiting ratio of
berth, actual handling time and actual available quay
working days.

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