413
1 INTRODUCTION
Indesigningoftheentrancetotheportanumberof
factors,whicharesometimesmutuallyexclusive,e.g.
the best access to the port, obtain through wider
entrance, can cause that the entering wave will
interferewiththeoperationswhicharebeingcarried
out in the port, should be ta
ken into account. To
ensure convenient navigation, harbour entrance
shouldbesituatedfromthedirectionoftheopensea
andshouldbeaswideaspossible.Ontheotherhand,
thenarrowerandmoreprotectedentranceis,theless
waveenergyandsedimentcarriedbythewavefrom
theseabed,whichentertheportba
sin.Itresultsinthe
achievement of more favourable conditions in the
inner port. Additionally, according to PIANC
guidelines,ʺthe width of the harbour entrance should be
equal to or wider than the length overall (LOA) of the
design ship to prevent the possibility of it becoming
strandedacrosstheentranceinthecaseofanincid
entʺ[8].
Taking into account all these factors it is needed to
find a compromise solution in which a balance is
achieved[6].
It is recommended that the arrangement of
entrancetotheportissetupinsuchawaytha
tships
enteringtheport have the prevailingwindfromthe
bow or stern. Wind and waves from the side of the
vesselcreatedifficultconditionsforkeepingtheship
on her course during the critical phases of entering
theharbourbasin.Thereforesuchanentrancetothe
port,whichwouldallowforthefrequentoccurrence
ofsuchasituation,shouldbeavoided.
Inmostcasesthereisaneedforsomeconcessions
(asmentionedabove).Locationoftheentranceonthe
areaofbrea
kingwavesshouldbeavoided,becauseof
the difficulties that can arise during the shipʹs
manoeuvres. The entrance to the port should be
situatedonthesidefromwhichthewavingseaisthe
leastfrequent.Inasituationwhenitisnotpossibleto
av
oidthecrosswindandwave,itisrecommendedto
providecalmconditionsattheentrancetotheportby
theextensionofthewindwardbreakwateroutsidethe
entrance area, at least the lengt
h equal to the
maximumshipthatcanenterthisport[4].
The connection between selected parameters of
entrances to the various ports in the world is
Analysis of the Existing Parameters of the Ports
Entrances in the World in Terms of Their Design
D.Kosc‐Pawlicka&L.Gucma
M
aritimeUniversityinSzczecin,Szczecin,Poland
ABSTRACT:Thisarticleaimstoanalysethe statisticalparametersofwaterwaysforming theentrance tothe
portandtheconstructionofamodelfordeterminingtheoptimumparametersoftheentrancetotheport.Ithas
been analyzed parameters of the entrances to the 100 selected global ports, ba
sed on the analysis it was
examinedtheinterdependencebetweencertainparametersandtheimpacttheyhaveonthemaximumsizeof
theshipwhichcanentertotheport.Thisanalysisallowedtodevelopamodel,whichcanpossibletobeapplied
totheentranceofinitialportdesign.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 11
Number 3
September 2017
DOI:10.12716/1001.11.03.03
414
examined in this study. In addition the ports which
canbeenteredbythevesselsoflengthoverall(LOA)
minimumof100mhavebeentakenintoaccount.The
primary objective is to analyze the parameters of
waterways formingthe entrance to the port and the
construction of the statistical model
in order to
determinetheoptimumdimensionsoftheentranceto
the port in terms of the maximum size of vessel,
whichcanentertheport.
Theanalysisdevelopedasimpleanalyticalmodel,
whichallowstodeterminethebasicparametersofthe
entrance to the port, i.e. the width of
the safe
maneuvering area at the entrance to the port (d) in
relation to the width of the entrance (D) and the
maximum length of the ship, maximum draftof the
ship(T)toavailabledepthattheentrancetotheport.
It was also examined whether there
is a correlation
between the type of entrance to the harbour
(arrangement of the breakwaters) and the type of
waterareabywhichtheportislocated.
Data analysis was performed using the simplest
tools of linear regressionin order to enhance its
usefulness. Despite ofthe classification of ports,
operating conditionsvary widely. They also differ
inthemethodofdesignaidstonavigationandlocal
regulations. All these factors cause significant
variations in the parameters of the water ways.
However,such comparisons havenotbeen foundin
theliteratureandmaybetakenasageneralguideline
forthe
initialdesignof parametersof thewaterway.
Theaimofthisstudyistocreateaninitialempirical‐
statistical method (more simplified than PIANC or
ROM), which application will be possible in the
initial,ofteneconomic,analysisoftheproject.
2 DIVISIONOFENTRANCES
When designing the port entrance general
layout of
theportmustbetakenintoaccount.Additionalterms
are the relations between the port entrance with the
remaininginfrastructure(breakwaters,quays,areasof
depth,etc.),maneuveringareas(fairways,anchorage,
etc.)aswellasthedesignoftheelementsformingthe
entrancetotheport.Inadditionfollowingconditions
mustbeconsidered[3],[4],[6],[5]:
the expected traffic density, maximum ships that
canbehandledintheport;
ensuring adequate water circulation between the
port area and the open sea to prevent
contaminationofwaterintheportbasin;
reducing the height and the energy
of wave
enteringtheport;
minimize downtime ships appearing on the
entrance to the port, due to the conditions
prevailing in the area (e.g. the strong currents,
tides),andadoptedtheshapeoftheentrancetothe
harbor(breakwatersattheentrance);
dynamicshoreregime,becausetheconstructionof
anyartificialtransversestructuresoccurringfrom
theshoreintothesea,introducesdisorderintothe
team factors that create this regime. Every
transverse obstacle creates accumulate on their
windward side and increased erosion on its
leewardside.Theimpactoftheregimeontheport
includes: sanding of port entrance
or dangerous
undercutting of the construction of the port. The
arrangement of breakwaters shall be designed in
such a manner, that the cost of dredging the
entrance to maintain proper depth is as low as
possible;
any subsequent in port development and
limitations to the entrance arrangement used in
this
subject,whichcanoccur.
Typicalbreakwaterssystemsformingtheentrance
to the port and their functions are presented in the
Fig. 1. Type No. 1 shows a system of breakwaters
usedinthecaseofalargesectorofwavesandasmall
sedimentation caused by the wave. The entrance
is
protectedbyavastouterbreakwatertoprovidegood
conditionsforshipmaneuvering.TypeNo.2presents
thearrangementofbreakwatersusedincaseofstrong
waves from a single‐sector. Type No. 3 shows the
layout of breakwaters used in the case of a large
sectorofwavesand
significanttransportofsediment
from the seabed. The equalization of the external
breakwater is made to minimize vortices and
consequentdepositionoftransportedsedimentinthe
inner basin. The inner breakwater is necessary to
protecttheareaoftheport.Thisisapotentialareaof
sedimentation and erosion. Type
No.4 presents the
harbor protected by a separate island breakwater.
Type No. 5 shows the arrangement of breakwaters
ensuring the protection of the entrance to the port
located atthe bay or estuary, keeping the navigable
channel and providing appropriate conditions for
maneuvering.
TypeNo.1TypeNo.2
TypeNo.3TypeNo.4
TypeNo.5
Figure1.Typicalbreakwaterssystems.
415
3 THEMODELFORDETERMININGTHE
OPTIMUMPARAMETERSOFTHEENTRANCE
TOTHEPORT
Tocarry outthe analysisof entrance parametersthe
databaseof100selectedportswascreated.Thebasic
criterionfortheselectionoftheportwasasystemof
breakwaters forming the entrance according to the
divisiondescribedinChapter1.Nextcriterionisthe
locationoftheport,whichisapportionedasfollows:
ocean‐theoceanandtheopensea,
closedarea‐Mediterraneansea,
area partially open‐coastal sea and located
betweenislands,
bays.
The study does not take into account
the natural
harbors, which entrances are not protected by the
breakwaters.
For analyzing of the entrance parameters
followingelementswerechecked:
d‐the width of safe maneuvering area at the
entrance,
D –the width of entry measured between the
breakwatersformingtheentrance[m],
h‐the depth in
the entrance measured during
HW.
There have also been taken into account the
maximumsizeoftheship,whichmayentertheport,
specifiedbytheportregulations:
B‐breadthoftheship[m],
T‐draftoftheship[m].
AlldataaresummarizedintheTab.1,
anexcerpt
ofwhichisshownbelow.
4 ANALYSISOFTHEDATACOLLECTED
Theparametersused forthestatisticalanalysis were
taken based on data obtained from the navigation
paper charts, electronic charts (ECDIS), navigation
charts database available on www.navionics.com,
databaseofportsonthewww.findaport.comandthe
publicationʺGuideto
PortEntryʺ.Fig.2presentsthe
example of the port of Rio Grande do Sul and the
methodofsizingtheentrancetotheport.
Tab. 2 shows a percentage breakdown of the
entrance,dependingonthelocationoftheport.There
isnosignificantconnectionbetweenthetype
andthe
locationoftheport.
Table2.Percentage breakdown of entrance depending on
thelocationoftheport.
_______________________________________________
TYPELOCATION
AreaPartially ClosedArea Ocean Bay
Open
_______________________________________________
1 25%28%25% 17%
2 15%16%25% 21%
3 30%25%13% 16%
4 15%19%4%29%
5 15%12%33% 17%
_______________________________________________
Figure2.Themethodofsizingoftheentrancetotheport.
Analysisofwidthofthemaneuveringareaatthe
port entrance (d) depending on the width of the
entrance(D)isshownintheFig.2andthePearsonʹs
correlation coefficient is 0.6, which means a high
correlation.Coefficientofdeterminationis36%.
Figure3.Analysisofwidthofthemaneuveringareaatthe
port entrance (d) depending on the width of the entrance
(D).
The Pearsonʹs correlation coefficient between the
widthofthemaneuveringareaattheentrancetothe
port (d) and the breadth of the vessel (B) is 0.3 and
this is a positive correlation. Coefficient of
determinationis9%.AnalysisisshownintheFig.4.
Figure4.Analysisofthewidthofthemaneuveringareaat
theentrancetotheport(d)dependingonthebreadthofthe
vessel(B)
416
Table1.Databaseof100selectedports.
__________________________________________________________________________________________________
PORT COUNTRY TYPE D[m]D[m]h[m] LOCATIONB[m] T[m]
__________________________________________________________________________________________________
Acajutla Salvador 2 200 630 15.5 Ocean4315
Alexandria Egypt1 200 410 12.8 ClosedArea4312
Algeciras Spain4 300 500 30 Bay6022.6
Algier Algeria 4 110 180 22 ClosedArea6010.5
Annaba Algeria 2 190 250 14.1 AreaPartiallyOpen 4812.5
Ashdod Israel
2 250 1350 17.1 ClosedArea4515.5
Barcelona Spain1 250 530 21.1 ClosedArea6016.0
BariItaly3 210 250 14.9 AreaPartiallyOpen 5513
__________________________________________________________________________________________________
The Pearsonʹs correlation coefficient between the
depthofthe entrance (h) andthe draft of the vessel
(T)is0.7andthisisapositivecorrelation.Coefficient
of determination is 49%. Analysis is shown in the
Fig.5.
Figure5. Analysis of the depth of the entrance (h)
dependingondraftofthevessel(T).
4.1 Usingofmethodtodeterminetheoptimalparameters
oftheentrancetotheport
Createdontheresultsofconductedstatisticalanalysis
on a sample of 100 global ports, it is possible to
specify the method for determining the basic
parameters of the port entrance on the stage of
preliminary
design. The actual parametres of the
entrance are compared to the sample port with the
parameters recommended using the developed
method. It was assumed that the width of the
entrance(D)anddepth(h)arefixedinrelationtothe
calculatedvalueoftheremainingparameters.
Tab. 3 shows the
comparison of actual and
recommendedparametersoftheentrancetotheport
ofRioGrandedoSul.
Table 3.Comparison of actual and recommended
parametresoftheentrancetotheportofRioGrandedoSul
_______________________________________________
D d h B T
[m] [m] [m] [m] [m]
_______________________________________________
Actualparameters 560 260 13 60 12.8
Recommended453 247 14.7 60 12.8
parameters
_______________________________________________
5 CONCLUSIONS
The aim of the study was the construction, analysis
and verification of the model for determining the
optimumparameters of the waterwayat entrance to
theportanditsapplicationtotheinitialdesign.Aim
ofthestudywasachievedbyexaminingtherelations
betweenthevariousparameterswhich
contributesto
theentrancetotheport.Ithasbeenfoundthatthereis
noconnectionsbetweenthetypeoftheentranceand
thelocationoftheport.Whilethedimensionsofthe
entrancetotheporthaveasignificantimpactonthe
maximumdimensionsofaship,thatis,
thewiderand
deeperentranceis,thebiggershipcanentertheport.
Italsotakesintoaccounttheconnectionbetweenthe
actualwidthoftheentrancetotheportandthewidth
ofmaneuveringareaattheentrance.Ithasbeenalso
observed that these two values increase
proportionally, i.
e. ifthe entrance is wider then
maneuveringareaisalsogreater.
Based on the results of the statistical analysis
conducted on a sample of 100 global ports, it is
possible to specify the method for determining the
basicparametersoftheportentranceonthestageof
preliminarydesign.
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