“ANALYSIS OF BOUNDARY CONDITIONS AND CONCEPT DESIGN FOR PORT DONG LAM, THUA THIEN-HUE PROVINCE, VIETNAM" Graduation committee: Author: Prof. Ligteringen Delft University of Technology W. Van de Graaff Delft University of Technology Ir. Walstra Delft University of Technology Date: Ir.
Westra Royal Haskoning May - 2010 Ir. Elzinga Royal Haskoning cà TAN wy Delft University of Technology ROYAL HAS KONING cA TUDelft Port Dong Lam ”— PREFACE ‘What lies infront of you is the result ofthe Master Thess, the final step before graduation In Chil Engineering at Delft University of Technology (DUT). This project is about the analysis and modelling of boundary conditions and the conceptual design of Port Dong Lam, Thua Thien-Hue Province, Vietnam. The work was executed in cooperation with Royal Haskoning- departments Rotterdam, The Netherlands and Ho Chi Minh City, Vietnam.
Royal Haskoning provided me a working space and put all their information, knowledge and advice at my disposal for which | am thankful. As well | want to show my gratefulnes to the members of my graduation committee for guiding me during the process Prof.igteringen Delft University of Technology, chai Ports & Waterways Dr iJ. Van de Graatt Delft University of Technology, chair Coastal Engineering OUR Walstra Delft University of Technology, chair Coastal Engineering eM. Westra Royal Maskoning (NL), department Coastal & Rivers rT lings Royal Haskoning (NU, department Maritime Besides | want to thank my overseas supervisors in Vietnam for providing information and advice: trM.
Royal Haskoning (VN), department Maritime ro M. Kiibberc Royal Haskoning (VN), department Maritime Last but not least | want to show my appreciation to my frends, roommates and fellow students Special thanks go to my family, Mischa and my close friends Lock, Paul, Cyriel and Jan, Without their support the mountain to climb would have been a few steps higher. [At the end of this project| can say that | have really expanded my knowledge and skils, both technically and pragmaticaly. Moreover, my self awareness has reached a higher level hich i priceless with regard to my future.
The struggle to achieve this was tough and I ‘would ike to quote 3 fellow student to describe this journey: 25/05/2010 T MSc Thesle~ WA. Broersen Port Dong Lam at ik het afstudeerwerk vergeljken met een tocht over de Andes van Chilinaar Argentinié. Vooraf likt het een prachtig mooie tocht te worden, het begin laopt relaxed, maar er komt ongetwifeld een as waar niet overheen te komen is, Dagen van sneeuwstormen en _sychologische ellende zorgen ervoor dat we geen steek verder komen. Mar naarmate het berglandschop bekender terrein wordt, worden nieuwe paden zichtboar.
Met de weinige ervaring stuiten we nog op een cantal tegenslagen die we van tevoren niet hadden voorzien, maar omdat we goede bogage hebben en een porte Kennis over de elementen lukt het ons met gezond verstand om een weg te banen door de Cordillera (Andesgeberate). Aangekomen in Argentin® staat vervolgens een vilegtuig Ho, dle kun je "emen, naar welke plek op aarde dan ook. Bas van Son (2008) Wouter Broersen Delt, 28 mei 2010, 28/05/2010 " =———— cA TUDelft Port Dong Lam ”— SUMMARY Introduction ‘Dong Lam Cement Factory is developing a new clinker plant in Thua Thien-Hue Province, Vietnam. The clinker has to be exported towards Ho Chỉ Minh City, where it is grinded into cement and used for the construction industry.
For the clinker production coal is needed and has to be imported. To make the in- and export possible a new dedicated seaport i required to allow for 15,000 dut clinker vessels and 7,000 dt coal vessel From the production plant, the clinker bulk is transported to a storage facility by truck. From here the material is transported to the seaport by means ofa conveyor belt. The coal 's transported by the same modalities but vice versa, In the fist phase up to 2015) about 2 milion ton per year bulk material is expected to be handled at tis port Inthe second phase (2015 -2035) this amounts about4 milion ton per year of bulk material.
Following the increasing demand for concrete, a doubling of the production is expected in 2035, This results in a throughput of almost& millon ton per year In the third project phase (2035 and up). objective ‘The objective i to design s port with sufficient capacity to handle the predicted cargo flow and which offers acceptable conditions for the ships to enter. The effective berth and hinterland capacity have to be determined such, that turnaround times are within limits. To create safe conditions, the vessels need to have enough space for manouevrng inthe wet port area.
These manoeuvres can be seriously disturbed by wind, wave, currents and sitation on the long term, To ensure the workability of the port these effects have to be lite. Analysis Port capacity To determine the effective berth capacity the queuing theory is applied. In phase 1 and 2 ‘one clinker and one coal berth satity with effective capacities of respectively 700 and 375 ‘fh respectively. In phase 3 two clinker and two coal berths are needed with the same Foading/anloading rates, Clinker is loaded with a radial loader and coal is unloaded with a pneumatic unloader.
‘Soundary coneitions To get insight in the environmental boundary conditions, field data is collected and analysed thoroughly. In Vietnam the wind climate is governed by the South-Fast Asian ‘monsoon system, with 3 dominant SE direction and strong NNE winds, The wave climate is tđrecty influenced by the wind climate and shows 3 similar patter. With regard to extreme conditions, once a year a tropical storm lands in the vicinity of the por sit, These storms are accompanied by strong wave conditions, coming from E to SE direction 25/05/2010 m MSc Thesle~ WA. Broersen Port Dong Lam Having frequent waves from the NNE and SE, littoral transport is generated in north- and southward direction, Nevertheless, the northward transport is clearly dominant, Currents are heading SE for mast of the time.
Port dimensions “To reduce the breakwater length, itis decided for the tugs to make fast outside the breakwaters. Asa consequence, almost 4% of downtime can be expected, since tugs cannot ‘operate when Hs > 2m. Once the vessel has entered the harbour the stopping manoeuvre can be started, which requires an inner channel length of 290 m. The turning circle allows for the turning manoeuvre for which a radius of 290 m is reserved.
Inthe mooring basin, ships are forced into the rght position to make safe berthing possible. This requires a with (of 210 m and a quay length of 652 m. Note that these basic dimensions are determined for 3 ( berths), consideringa 15,000 đạt design vessel project phase Layouts and evaluation Four different layouts re developed for phase 3 ofthe project. Two of them are dismissed in an early stage, because of unfavourable conditions.
The other two layouts ~ the ‘coastal’ and 'ofshore' alternative, are evaluated with a costvalue approach. In this approach the value of each design i assessed by means of2 MCA. “The following criteria are taken into consideration: navigation, tranquility at berth, coastal Impact, sedimentation, ease of cargo handling, safety and flexibility. Regarding navigation and wind, wave and current hindrance, no significant differences are found.
It turns out that the most important difference is found in the coastal impact. The coastal alternative will eause erosion along 7.5 km of coastine with a maximum retreat of 100m. Instead, the offshore alternative affects ‘only’ 3 km with maximum retreat of 70m. “The other element of the costvalue approach is the costs.
The investment costs for the coastal altemative are 64.1 Mộ, which include the dredging works, breakwater and quay construction. The costs for the offshore port amount 77.5 Mộ, which entails the dredging works, breakwater, jetty quay and trestle construction. The relative low costs for the coastal alternative are achieved by applying the cutand-fil balance; the dredged sand is used as breakwater foundation. Maintenance dredging costs are 1.9 Mộ for respectively the coastal and offshore alternative To finish the cost-value approach the value/cost ratio is taken for both port layouts.
The coastal alternative (1.11) turns out to be 2 better port layout than the offshore alternative (0.95) Downtime assessment The total downtime amounts 54% hich s entals the following contributions: + Wave height exceedance tugs: 3.9% Wind speed exceedance moored vessels 1.Broersen Port Dong Lam 28/05/2010 vị MScThesis WA. roersen cA TUDelft Port Dong Lam ”— TABLE OF EQUATIONS. - xu 1:12 Metacean conditions 4341 bata collection.35 Layout design and concep selection. Crote-shore profi.
„ 261 Tức R 2⁄63 Woterlevel setup, B 263. Sealevel se 18 274 Background. Entreme conltions 25 274 Conclusion. ” 281 Normal conditions 2 282 Extreme conaltions BeRAES 291 Normal conditions 2.
Wind-diven currents, 2402 Tide driven curens, 25/05/2010 v MSc Thesis WA. Broersen Port Dong Lam 2103 Conclsion ve ve " 50 A7. 52 2414 Conclusion vn vn vn s6 2:12 Cosstat womnocaor % 2121 TUNG (2001). 55 2422 Littoral tronsport under normal condltions.
" — 2123 tittoral ransport under extreme conditions. " — 213 Soveonomons 2421 Conclusion TRANSPORT CAPACITY.34 Berth assessment 6 332 Conveyor belt 333 Storage oreo. 4 BASIC PORT DIMENSIONS. 8 43° DES6NVESL 8 44 Warennen ao 44.1 Approach chanel " ° ° đo (442 Turing Cle " :.
on a5 443° Mooring Basin, đề 444 Quoy length " - - vn để 45° Concuson, a7 5 ALTERNATIVE LAYOUTS. 54 INHBBuCToM 52 Desiouconsoenations 46 53 — Pomruvours 90 531 Refinement of port oyouts. 544 Sedimentation 105 545 Softy on 108 546 Fentiley. - 198 547 Result 103 55 CantaLcostsencuunon a 551 Coastal por.
18 56 _ Manrenance costs exesanon. CostvaEaenone nh 6 CONCLUSIONS AND RECOMMENDATIONS. 1g 28/05/2010 vụ Se Thesis W. Broersen cA TUDelft Port Dong Lam ”— 421 Dato and modeling 130 622 Pordesign 130 621 Calelation of maximum wove eight.
ut €22 Calelation of wave height at port ste 1a C23. Example coleviaton as E.WAVE MODELLING onsen 5. as? 22 Land boundary 157 F22 Computational grits.1 Hydrodynamic boundory conditions. Numencal parameter 162 E51 Normal conditions 162 5.
165 25/05/2010 TM MSc Thesis WA. Broersen Port Dong Lam 62 ŒACromua 67 G21 Genero 167 622 Calculation setup, - " — 623 Coleulation of wave prametes.4 Calelaion of shoaling ond refraction factors. 169 625 Coleultion of sediment transport.26 Colevltion nput ond output " 10 G3 MKEUTPACK-LHORET 3 G31 Gener ° 473 632 Hydrodynamic mode. ˆ " ` 3 633 Sediment ronsport model 173 634.
Model setup " " —_ 635 Mode! settngs : " vd? 636 Model input 178 637 Calbration ond vodation. 639 semlriyenglsis 183 Ga MKEUTPACK-LHUNE 4395 641 Gener ` ° —3 G42 Mode! setup 185 643 Mode int. G44 Caliration ond voidation. CALCULATIONS ON BERTH CAPACITY.
Ha phases H2 Pa? Hà P3 1. BREAKWATER CALCULATIONS 193 costa ron lờ. 14 cana oneoana cess 196 412 Manrenanee ora costs ~conSTAL Pom. 397 13 Mawrewnc goa cos OF N0R ORT 198 28/05/2010 x MSe Thesis WA.
Broersen fu Delft Port Dong Lam cnet TABLE OF FIGURES Figure: planed pot steln Google Earth mage. 3 Figure 2: wanspor syst for ctr export and oa import. 4 Figured: bathymeuy ner Thue Then Hue Province abained om Cap. 10 Figure’: bathymeny near pr ste obtained rom Cap.
10 Figue:cossshore CC, a Fique7: ferent waterevesina maed ie 2 Figure8 measurement ofthe water lve athe project 3 Figured: schematization of wind setup. 15 Figure 10: sehemavzaton ofthe fetch for wid setup caleaton 8 Figure 1: schematzaton of wave setup 7 Figure 12: cnet. of wave setup. „ le 15: yoheon Cea and in Vietnam a the 150 of Cctabe, 985, 2 Figure 15: wing ciate ecordng tothe China Sea Plt a Figure 17: NOAA win ses forthe sda locations mè Figure 18: winrose (0) 2 Figure 1: ue series of wind gee in 1986, mè Figure 20: cumulative exceedance frequency versus winé speed 25 Figure 2: 0p 50of won! depressions iting ceta Vietnam between 1959 and 2003 26 Figure 22: NORA wave roses forthe si data locations.
