104,628 research outputs found
What's new?: Farewell Address
No full textFarewell addressHydraulic EngineeringCivil Engineering and Geoscience
Ports and Terminals
No full textMaritime transport, port functions, principles of integrated port planning, planning and design of a port's water areas, landside planning and design, container terminals.Hydraulic EngineeringCivil Engineering and Geoscience
Ships in an Artificial Force Field: A Multi-agent System for Nautical Traffic and Safety
No full textThe main objective of this research is developing a simulation tool that provides information of detailed ship behavior in a specific navigational environment, on both the ship traffic level and the individual ship level, for safety analysis, decision making, planning of ports and waterways, and design of mitigation measures. In this research, we have developed the Artificial Nautical Traffic System (ANTS) model for maritime safety. The simulation method proposed is able to provide realistic ship traffic behavior by using the agent based model and the artificial force field. The ODD protocol (Overview, Design concepts, Details) has been a great support for detailed description of its methodology, concept, structure, calibration, and validation. Ship AIS data is treated as real world data, therefore the data have been analyzed and utilized. A Dutch case and a Chinese case have been studied to demonstrate model implementation, calibration, validation, and the applications.Safety and Security ScienceTechnology, Policy and Managemen
The Flexible Port
No full textPorts are beset with many uncertainties about their futures. They are confronted with new demands in terms of functions and scales, new external constraints, and changed expectations. The inability to adequately meet these demands can mean costly adaptations for a port, or loss of cargo and competitive position. A plausible reason is that the traditional practices of port planning have remained static in this dynamic world. Traditional port planners do not habitually think in terms of uncertainty, and therefore propose inflexible plans and designs based on deterministic forecasts. Clearly, a new approach is required. Flexibility helps a port to adapt to a wide range of exogenous developments. This is possible at all levels of a port infrastructure system: in its physical infrastructure, its procedures and operations, and the services it provides. This thesis proposes a method called Adaptive Port Planning (APP). Real-life case studies have established that APP can accommodate diverse planning needs and deliver flexible and robust solutions that can better withstand the vagaries of the future. In reality there are barriers, however. Adoption and successful implementation of APP by organizations involved in port planning and design faces many barriers. The conservative port industry, the nature of port projects constrained by legal procedures that limit flexibility, the traditional role assigned to an engineer doing the planning, the organizational culture that leaves little room for new techniques, the extra investments associated with flexible designs, and the fact that innovation is low priority in times of uncertainty, all represent barriers. A ‘strategic planner’ is required: a generalist who can take a holistic approach, understand the tasks of an engineer, economist, manager, and a policymaker, and is able to communicate with the many disciplines in his planning team. He must be able to integrate their knowledge, incorporate uncertainty considerations in standards and projects, seek innovative flexible solutions, and justify them to the authorities.Hydraulic EngineeringCivil Engineering and Geoscience
Layout design for greenfield port Filyos
No full textOn a national level need has arisen for Turkey to realise a new large capacity gateway port. At the Black Sea coast in the province Zonguldak a flat area is available at the delta of the regional river Filyos. According to a previous feasibility study this location is considered optimal for the port. The extent of the captive area is promising. There is expected cargo transport demand from the metropolitan area of Ankara and of the planned local industry. Furthermore, the site conditions and possibility to connect with the hinterland are favourable at Filyos. The objective for the thesis study is to develop a port layout that offers capacity for the forecasted throughput at adequate operational conditions. To guarantee that the requirements with respect to operational conditions are met, several engineering solutions are implemented in the design. The operational conditions for merchant vessels depend to a large extent on the possibility to manoeuvre in the harbour and to load and unload at berth. These conditions are amongst others influenced by the climate of wind, waves and currents. Focus laid in this thesis study is on the wave climate in the harbour and at the berths. A well considered allocation, orientation and shape of the harbour entrance and berths is therefore essential. The other focus is laid on the dry infrastructure. Sufficient space for storage and through transport of cargo is required. Furthermore, advisory is needed with respect to the superstructures and the use of human resources. In order to design the port layout a thorough analysis is carried out in the thesis. The various boundary conditions for the project are analysed and reported. Amongst others, an overview is provided of socio-economic developments, hinterland connections and forecasts of throughput & vessel sizes for various scenarios. Furthermore, physical conditions are analysed, which are primarily based on obtained survey data. Where information about boundary conditions lacked, starting points are used of which a separate overview is provided. For the main requirements of the project an overview is made, which completes the boundary condition analysis. In order to develop the layouts, minimum component dimensions are required in combination with an overview of the preferred shape, orientation and location. For this purpose different design guidelines are followed. In order to derive required dimensions in time phasing of the project is chosen. Three significantly different alternatives are considered in the project including phasing for the medium term (until 2020) and long term (until 2030). These layouts are evaluated on the basis of the following requirements: nautical accessibility and safety, loading and unloading ability at berth, through transport and storage ability, robustness and coast morphological impact. The best layout is selected for further refinement on basis of a qualitative Multi-Criteria Evaluation (MCE) and on an analysis of capital costs. Costs have turned out to be decisive in the selection of the best alternative. The most promising alternative of the previous step is refined with respect to the inner harbour configuration. Different terminal and berth positions and orientations are considered, resulting in two variants of the layout alternative. The layouts are given a quantitative value with the use of an MCE, which are based on model simulations and engineering judgement. A coast morphological model (UNIBEST CL+) and a wave model (SWAN) have been setup for this purpose. Both the resulting values and estimated capital costs of the different layout variants turned out to be close to each other. The layout with the highest ratio of value over cost is selected as best.Ports & waterwaysHydraulic EngineeringCivil Engineering and Geoscience
Study on the Design and Simulation of a High capacity transhipment terminal
No full textThe container traffic growth worldwide continues to increase. To keep up with the growth, shipping companies keep enlarging container ship size. The handling speed of the terminal will especially be a critical factor for the largest vessels. Terminals have to be able to serve these ships as best as possible. To keep the dwell time of the ships visiting a terminal to a minimum, the handling capacities on the terminal must get bigger. To achieve a maximum effectiveness of portainer productivity in relation to the land side of the terminal, the horizontal transportation and the stacking of the containers must be optimised. The amount of land available for expanding an existing terminal or creating a new terminal is scarce. When designing a terminal this is a very important factor to take into account. To minimise operating costs and maximise efficiency, automation of the terminal also is a factor to take into account. The goal of this study has been to design a container transhipment terminal capable of handling mega container vessels and analysing the logistic processes that take place on this terminal. The analysis will be performed by a computer simulation in the simulation language PROSIM. The designed transhipment terminal consists of three berths, two feeder berths and one mega vessel berth. The ship to shore container handling takes place by using portainers. The horizontal transportation takes place by rail mounted automated guided vehicles (rgv's) that use linear motor based transfer technology as their source of propulsion. The rgv's take corners by having their wheels rotated by four disks integrated in the rail system. Container storage takes place by stacking containers in racks placed in warehouses. This allows random access to the containers eliminating the time consuming shuffling. With these components a terminal layout has been designed. Based on this layout a computer simulation has been carried out in order to analyse the logistic processes on the terminal. Having assumed an average portainer capacity of 1 move per minute the achieved handling rates lie between 194 moves per hour and the 236 moves per hour for the feeder vessel berths, where the handling takes place by four portainers. The handling rates on the mega vessel berth lie between the 300 moves per hour and the 352 moves per hour. Here the vessel handling takes place by 6 portainers. Portainer occupancy rates of 95-98% have been achieved during the unloading process of the container vessels.Civil Engineering and Geoscience
Behaviour of moored ships in harbours
No full textPorts are more and more planned directly facing the ocean. Breakwaters are built to protect the berths against ocean waves. However, protection against long waves, mainly associated with wave groups at the ocean, is much more difficult. Calculations should be performed in the design stage of the port to verify whether the motions of the moored ships are vulnerable to waves from the ocean. In this problem it is not only required to have a good description of the waves in the port, but also a proper description of the interaction between these waves and the moored ship is needed. Two methods have been developed and are described in the thesis. The first solution focuses on the long waves with an infragravity wave model and a strip theory method for the forces on the ship. The second solution combines a Boussinesq-type wave model with a time-domain panel model. The first method is especially suitable if the berth is sufficiently sheltered for short waves, but if e.g. low-frequency harbour oscillations are expected. The method has the computational advantage that a large domain can be treated. The second method considers also forces due to short waves including second order wave drift forces and is therefore suitable for more exposed berths. The methods are verified against model test experiments and prototype measurements carried out in a port in Japan.Civil Engineering and Geoscience
Swell and wave-groups at Saldanha bay
No full textMooring problems are one of the most important issues in port construction and port operation when harbours are facing the open sea. Operational standards usually define that cargo handling for large vessels is possible when significant wave height is below some level, i.e., 0.5 [m]. However, several ports have reported mooring problems when the wave condition is below the operational level. Many authors have related this problem with the action of long waves inside the port areas. Long waves are known to be the cause of mooring problems in the Saldanha Bay. These waves have periods between 50 and 500 s. This is a range of natural oscillation for the horizontal motions of the moored ships. Therefore, moored vessels at the jetty experience conditions of resonance for these motions during the occurrence of these long waves. Such ship motions can be up to several meters and cause adverse conditions, both for vessels and the fender system. Long waves have been noticed to occur usually together with the storm conditions and the passing of weather fronts. If the occurrence and magnitude of these long waves could be predicted, measures can be taken to mitigate or prevent conditions of large moored ship motions at the jetty. This specific study focuses on the generation of long waves generated by wave grouping inside Saldanha Bay (South Africa).Hydraulic EngineeringCivil Engineering and Geoscience
Ports and Terminals
No full textBy nature port planning is a multidisciplinary activity. It involves expertise in the field of transport economics, shipping, nautical matters, safety and logistics. But also knowledge of waves and currents, sediment transport and coastal morphology, dredging and land reclamation, and design of breakwaters and quays. Hence port planning is teamwork. But within this team the port planner plays a central role in developing the concepts and obtaining the required expertise at the right time. Most port planners are civil engineers with hydraulic engineering training and experience.The first part of this book (Chapter 1 through 6) is aimed at providing the basic elements to perform this planning process. In Chapter 7 the detailed planning of container terminals is treated, including the logistic process. Further attention is paid to design aspects, typical for such terminals. The objective is to provide the basis for an all-round port engineer, somebody who can participate in the design of any given type of port or terminal. Chapters 8-14 present the planning aspects of other types of terminals.TU Delft OPEN TextbookRivers, Ports, Waterways and Dredging Engineerin
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