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Page 1: Port Planning Assignment

A seaport will be built near Port Ancient.

The primary function of this port is the

transhipment of containers. Moreover, the

harbour will be accommodated with a LNG

jetty, while area for dry bulk facilities

should be reserved for future activity.

Port Planning

Assignment Coastal Engineering and

Port Development

Pratama Rizqi Ariawan

Student number 45794

Study number 1357985

Locker number 196

Lecturer: Ali Dastgheib PhD, MSc

Page 2: Port Planning Assignment

Table of Contents Introduction ............................................................................................................................................ 1

Data and Boundary Conditions .............................................................................................................. 2

Throughput and Traffic Volumes ....................................................................................................... 2

Design Vessels .................................................................................................................................... 3

Water Level ......................................................................................................................................... 4

Currents .............................................................................................................................................. 4

Waves ................................................................................................................................................. 4

Sand Transport ................................................................................................................................... 5

Wind .................................................................................................................................................... 5

Design Wet Areas ................................................................................................................................... 6

Orientation of the Approach Channel ............................................................................................... 6

Dimension of Approach Channel ....................................................................................................... 6

Dredging Work ................................................................................................................................. 10

Tidal Window.................................................................................................................................... 10

Design Dry Areas .................................................................................................................................. 11

Container Storage Yard .................................................................................................................... 11

LNG Storage Area ............................................................................................................................. 14

Dry Bulk Storage Area ...................................................................................................................... 15

New Port Development........................................................................................................................ 16

References ............................................................................................................................................ 18

Page 3: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

1 Introduction

Introduction

A seaport will be built near Port Ancient. A fictitious port at a fictitious location. The primary function

of this port is the transhipment of containers. Moreover, the harbour will be accommodated with a

LNG jetty, while area for dry bulk facilities will be reserved for future activity.

The location is characterised by a few small islands, of which Rum Island is the closest as it is shown

by following figure.

Figure 1 New port location

The purpose of this case study is to develop the layout of the port based on the available boundary

conditions and the prognosis of the cargo throughput for the year 2015.

Page 4: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

2 Data and Boundary Conditions

Data and Boundary Conditions

All data are based on given study number that is 1357985.

Throughput and Traffic Volumes

The throughput and traffic volumes expected in 2015 are shown in the following table. It is assumed

that a year consists of 8400 operational hours and required time for mooring is 2 hours.

Table 1 Traffic volumes

Commodity Throughput Calls/year

(λ)

Transhipment

/call

Transhipment

rate

Queuing

system

Acceptable

waiting

time

Container 1.400.000

(TEU)

500 2800 TEU 100

(moves/hour)

E2/E2/n 10%

LNG 10.000.000

(m3)

80 125.000 m3 12.500

(m3/hour)

M/D/n 15%

Dry Bulk 27.500.000

(tonnes)

275 100.000

tonnes

3.500 (t/hour) M/E2/n 20%

Determination the number of berths based on queuing theory.

For Container transhipment

Arrival rate (λ) : 500 calls/year

Service time : 2800/100 = 28 hours/ship

Total service time : 28 + 2 = 30 hours/ship

Service rate (μ) : 8400/30

= 280 ships/year

Utilization (ψ) : λ/(μ*n) (n = number of berth)

= 500/(280*n)

From above calculation, number of berth for container terminal is 4 berths

For LNG transhipment

Arrival rate (λ) : 80 calls/year

Service time : 125.000/12.500 = 10 hours/ship

Total service time : 10 + 2 = 12 hours/ship

Service rate (μ) : 8400/12

= 700 ships/year

Utilization (ψ) : λ/(μ*n) (n = number of berth)

= 80/(700*n)

From above calculation, number of berth for container terminal is 1 berth

From chart E2/E2/n, it is obtained

Number of

berths

3 4

Utilization 0.595 0.446

Waiting time 0.1103 0.0085 –

0.0532

Max. acceptable

waiting time

>0.1 <0.1

From chart M/D/n, it is obtained

Number of

berths

1

Utilization 0.114

Waiting time 0.0556 – 0.125

Max. acceptable

waiting time

>0.15

Page 5: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

3 Data and Boundary Conditions

For Dry bulk transhipment

Arrival rate (λ) : 275 calls/year

Service time : 100.000/3.500 = 29 hours/ship

Total service time : 29 + 2 = 31 hours/ship

Service rate (μ) : 8400/31

= 271 ships/year

Utilization (ψ) : λ/(μ*n) (n = number of berth)

= 275/(271*n)

From above calculation, number of berth for container terminal is 3 berths

Design Vessels

The cargo capacity of design vessels are given as follow. Based on PIANC report 121 – 2014, ship

dimension can also be estimated.

Study number Type of vessel Capacity DWT LOA (m) Draught (m) Beam (m)

5th figure of study

number

Container

vessel

4500

TEU

55.000 278 12.8 32.2

3rd figure of study

number

LNG vessel 125.000

m3

58.000 274 11.3 42

6th figure of study

number

Dry bulk vessel 175.000

DWT

175.000 290 18 46

Determination of quay length

For Container vessel

Lq = (1.1 * n * (Ls + 15)) + 15 � for n>1, Ls = 80% LOA

= (1.1 * 4 * (80% * 278 + 15)) + 15

= 1059.56 m ~ 1100 m

For LNG vessel

Lq = Ls + 2*15 � Ls = 80% LOA

= (80% * 274) + 30

= 249.2 m ~ 250 m

For Dry bulk vessel

Lq = (1.1 * n * (Ls + 15)) + 15 � Ls = 80% LOA

= (1.1 * 3 * (80% * 290 + 15)) + 15

= 830.1 m ~ 840 m

From chart M/E2/n, it is obtained

Number of berths 2 3

Utilization 0.507 0.338

Waiting time 0.26 0.03 –

0.04

Max. acceptable

waiting time

>0.2 <0.2

Page 6: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

4 Data and Boundary Conditions

Water Level

Water level data are based on tidal data below.

Table 2 Tidal data

Currents

Two normative current directions are north-east (NE) and south-west (SW). The maximum current

velocity is 0.3 m/s. The data of current velocities for different water depths are shown below.

Table 3 Current velocities

Waves

The dominant wave is 2.5 m which is situated around 140ᵒ. This is also the maximum permitted for

pilots boarding a vessel. The extreme wave condition has two dominant directions; west-south-west

(WSW) and some less from east direction. Completely, the wave height exceedance and extreme

frequency are given by table below.

Table 4 Wave height exceedance and extreme condition

The significant wave period is 12 s for the waves between 2,5 and 3,5. Moreover, long waves with

small wave heights and periods between the 30 and maximum 80 s are registered.

HAT 2.13 m

MHWS 1.86 m

MHW 1.60 m

MSL 1.04 m

MLW 0.46 m

MLWS 0.21 m

LAT 0.00 m

Datum -1.026 m

velocity NE SW velocity NE SW velocity NE SW

(m/s ) (%) (%) (m/s ) (%) (%) (m/s) (%) (%)

0.00 - 0.10 10 11 0.00 - 0.08 25 36 0.00 - 0.10 27 28.9

0.10 - 0.15 14 6 0.09 - 0.15 1.3 1.8 0.10 - 0.15 4.7 2.3

0.15 - 0.20 6 - 0.16 - 0.23 0.5 0.5 0.15 - 0.20 0.8 -

0.20 - 0.25 2 - 0.24 - 0.30 0.3 0.3 0.20 - 0.25 0.1 -

3m water depth 12m water depth 15m water depth

total 15m total 13m total 16.5m

Hs exceedance NE ENE E ESE SE SSE S SSW SW WSW W

frequency Hs Hs Hs Hs Hs Hs Hs Hs Hs Hs Hs

(m) (%) (hours) (m) (m) (m) (m) (m) (m) (m) (m) (m) (m) (m)

0 99.96 8756 1/10 per year 5.9 6.9 8 7.3 7.2 7 7.9 8.5 9.4 9.7 8.2

0.5 97.93 8579 1/50 per year 7.3 8.3 9.4 8.6 8.6 8.3 9.3 9.9 10.8 11.1 9.5

1 43.02 3769 1/100 per year 7.9 8.9 10 9.2 9.2 8.9 9.9 10.5 11.4 11.6 10.1

1.5 12.44 1090

2 2.88 252

2.5 0.54 47

3 0.16 14

3.5 0.02 2

probability

of exceedance

Page 7: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

5 Data and Boundary Conditions

Figure 2 Probability of exceedance (%) for wave

Sand Transport

The wave conditions cause littoral sand transport in both directions. This sand transport takes place

for 95% between 0 and -13 m depth lines.

Wind

The wind data have been monitored on Rum Island. The normative wind directions are west-south-

west and east.

Table 5 Wind conditions

This leads to the next graph.

Figure 3 Probability of exceedance (%) for wind

Page 8: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

6 Design Wet Areas

Design Wet Areas

Orientation of the Approach Channel

The orientation of the approach channel should be preferably in line with the dominant direction of

wind, currents and waves. At the same time the configuration of the entrance proper should limit

wave penetration. These two requirements are combined and lead to a small angle between wave

direction and the axis of the approach channel. According to bathymetry and it is assumed that there

is no obstacle, the approach channel is designed straight line to the port.

Dimension of Approach Channel

1. Channel Length

Length of the channel depends on the vessel stopping distance which determined by some

components as follow:

a) Vessel dimension (LOA)

No Type of vessels LOA (m) Draught (m) Beam (m)

1 Container vessel 278 12.8 32.2

2 LNG Carrier 274 11.3 42

3 Dry Bulk Carrier 290 18 46

Design vessel 290 18 46

b) Vessel speed at arrival (Vs)

In the condition when there is a cross current near entrance (1 knot = 0.514 m/s), the

minimum speed allowable for ship should be 8 knots at outer channel and 6 knots at

inner channel. However, the vessels are not permitted to stop by its power selves. So

they need tug boats to help for manoeuver and stop. The stopping length can be

calculated by formula:

L1 = (Vs – 2) * 0.75 * Ls

= (8 * 0.514 – 2) * 0.75 * 290

= 459.36 ~ 460 m (speed reduction)

L2 = 600 * 2

= 1200 m (2 tug boats)

L3 = 1.5 * Ls

= 1.5 * 290

= 435 m (final stop)

Total stopping length is L1 + L2 + L3 = 460 + 1200 + 435 = 2095 m.

From above calculation, it is planned that length of inner channel is 2 * LOA = 580 m

Page 9: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

7 Design Wet Areas

2. Channel Depth

Depth of the channel can be estimated by using following approximation

Table 6 Channel depth components extracted from PIANC 121-2014

Table 7 Estimated value of Hst extracted from PIANC 121-2014

From the table above the Hst is estimated for cargo ship (including bulk carrier). The value of

J is 1 is used for fully loaded condition, and 0.5 weight carriers. For a 175.000 DWT vessel (the

biggest vessel), it is assumed that the Hst value is around 41.5

Page 10: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

8 Design Wet Areas

Table 8 Estimated channel depth

Components Inner channel Outer channel

Ship related

factors

≤ 10 knots 1.1 T = 1.1 * 18 = 19.8 m -

Heavy swell (Hs > 2 m) - 1.4 T = 1.4 * 18 = 25.2 m

Channel bottom (assumed sand/clay) 0.4 m 0.5 m

Air draught clearance 0.05 Hst = 0.05 * 41.5 = 2.1 m 0.05 Hst + 0.4 T

= 2.1 + 0.4 * 18 = 9.3 m

Total channel depth 22.3 ~ 23 m 35 m

3. Channel Width

Based on the total number of calls/year (500 calls/year) to the port terminal, by consideration

350 operational days per year, the average numbers of the vessels will pass through the

approach channel is approximately 2 vessels/day. So that, one way approach channel is more

preferable for the approach channel.

Table 9 Channel width calculation

4. Turning Circle

The principle of turning circle is safety nautical and applicable. In this way we assume ship

manoeuver is normal tug assistance due to the longest ship length 290 m. The diameter of

turning circle is 2*Loa = 2*290 = 580 m. The depth of turning circle is same with inner channel

= 23 m.

Page 11: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

9 Design Wet Areas

Figure 4 Channel layout

5. Breakwater

The port area is planned to have breakwater in order to reduce penetration from the wave.

The presence of longshore currents is also another consideration to build breakwater. The

breakwater is located inside the own area both at land side and sea side. It should

accommodate a good connection to the approach channel direction. Due to the dominant

direction of sediment transport (from southwest to north east), the breakwater is designed at

the south west in longer arm/trunk than the north east side so that sediment transport do not

enter to the port.

The breakwater needs to be constructed until it reaches 20 m depth for south-west side, and

shorter for the north-east side. The approach channel is considered to be almost

perpendicular to the entrance so that the vessels can manoeuver easily as well as preventing

littoral drift from the north east currents.

Page 12: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

10 Design Wet Areas

Dredging Work

1. Port Layout

Since the dry bulk vessels require more depth than the existed bathymetry, so dredging work

is required to accommodate the vessels. Meanwhile, the other type of vessels seem do not

require special dredging work. Therefore, the terminal for dry bulk cargo is planned to be

located further from the coast (near the entrance of the breakwater).

2. Construction

Dredging is designed both in the channel and in the basin (in front of the quay), includes

turning circle. According to the calculation of the channel depth, the required channel depth

is 23 m depth for inner channel, and 35 m depth for outer channel without tidal restriction or

tidal window. This means that no downtime of ship arrival due to the channel depth based on

tidal data. So in this channel, dredging work should be done until 23 m depth. This dredging

budget will be taken into account to overall cost.

3. Maintenance

From the data given, sand and littoral transport is 95% from 0 to 13m depth. For this situation

we need to start dredging to maintain the 20 m depth for channel and basin in periodic time.

Tidal Window

A tidal window is a time window in which a ship is allowed to enter the channel due to difference in

the highest and the lowest tide. Since the traffic of the biggest ship (dry bulk carrier) is quiet high, it is

decided that there will be no tidal restriction or tidal window although it will often be more economic

to restrict the navigability of the channel, at least for the biggest ships, to limited period of the tide,

known as tidal window.

Two types of tidal window that commonly used in port are vertical tidal window and horizontal tidal

window. Generally, the port authority usually applies the vertical tidal window to limit the period of

the navigability of the channel.

The main reason why tidal restriction is not applied is that because the traffic rate the port is quite

high both for ship which enter or leaves the port. The other reason is that by not applying tidal

restriction, there will be more depth available hence the safety factor is high. Flexibility for future

development is also better for deeper channel.

Page 13: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

11 Design Dry Areas

Design Dry Areas

Dry area of the port consists of berths and storage areas include buildings and other facilities. After

calculating number of berth, this chapter will discuss the storage areas of each commodity. Since there

is three different cargo that are container, dry bulk cargo and liquid cargo (LNG), they have to be

planned separately.

Container Storage Yard

The key performance of port/ terminal is determined by productivity on berth. It means that in the

container terminal, container crane (CC) should have the best productivity. The best productivity of

crane is reliable if there is good supporting from container yard operation system. Container should

be (un) loaded by crane without any waiting/idle time due to yard activity. Therefore, storage

management becomes important things that must be taken into account. There are three important

points in yard management; used equipment, required area and configuration in between. Together

these parameters are taken into terminal layout.

According to the data given, container terminal has characteristic of transshipment which be shown

by proportion of the container. Its proportions are represented by percentage number from total

throughput of import, export, empty containers and CFS.

The total transhipment is characterised as follows:

• Import : 50% of the total throughput = 700.000 TEU

• Export : 40% of the total throughput = 560.000 TEU

• Empties : 10% of the total throughput = 140.000 TEU

• CFS : 30% of the import cargo = 210.000 TEU

• Reefers : Not required

• Import dwell time : 6 days

• Export dwell time : 2 days

• Empties dwell time : 12 days

• CFS dwell time : 4 days

The calculation of storage area required for container yard (A) is as follows

cst

TEU

mr

AtdNcA

*365*

**=

In which:

Nc : number of container movements per year (TEU)

td : average dwelling time (days)

ATEU : required area per TEU depends on equipment (m2/TEU) = 8.5 m2/TEU

rst : nominal stacking height (0.6 – 0.9) = 0.9

mc : acceptable occupancy rate (0.65 – 0.7) = 0.7

Page 14: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

12 Design Dry Areas

Table 10 Storage area per TEU for different equipment

System Nominal Stacking Height ATEU (m2/TEU)

Chassis 1 50 - 65

Straddle Carrier 2 15 - 20

3 10 - 13

Gantry Crane (RMG/RTG) 2 15 - 20

3 10 - 13

4 7.5 - 10

5 6 - 8

Forklift Truck (FLT) 2 35 - 40

Reach Stacker 3 25 - 30

Therefore, the required areas for import, export and empties containers can be calculated as

follow:

Aimport = ���.���∗�∗�.�

�.�∗��∗�.� = 155251 ~ 156.000 m2

Aexport = ���.���∗∗�.�

�.�∗��∗�.� = 82800 ~ 83.000 m2

Aempties = ��.���∗��∗�.�

�.�∗��∗�.� = 62100 ~ 63.000 m2

The surface area of the CFS does not follow above equation, but it is calculated as follows:

cs

bulkareaCFS mh

fftdVNcA

*365*

****=

In which.

Nc : number of TEU moved through CFS (TEU/year)

V : volume of cargo in 1 TEU container 29 m3

farea : ratio gross area over net area = 1.4

fbulk : bulking factor = 1.1

hs : average height of cargo in the CFS 2 m

mc : acceptable occupancy rate (0.6 – 0.7) 0.7

ACFS = ���.���∗��∗∗�.∗�.�

�∗��∗�.� = 73413 ~ 74.000 m2

The overall calculation of required areas is shown in this following table

Table 11 Required yard areas

Transhipment number of container movement

dwelling time (days) yard areas

m2 percentage TEU

import 50% 700.000 6 156.000

export 40% 560.000 2 83.000

empties 10% 140.000 12 63.000

CFS 30% 210.000 4 74.000

Page 15: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

13 Design Dry Areas

Based on above calculation, the planned storage and quay length should be covered by the available

areas. As it is calculated above, the quay length for container terminal is 1100 m for 4 berth. To cope

with the required berth, 2 piers should be constructed near the storage areas. However, based on

container characteristic, some logical thinking must be considered.

• Loading activity will be more effective if the storage area is located near the berth so that the

movement of container crane and the chassis server is faster.

• Unloading activity will be more effective by using buffer area near the crane to locate

containers for temporary. There containers will be taken by RTG/RMB to the chassis and

brought into import yard area. So import area can be placed behind export area.

• Empty containers can be put in the behind area but close to CFS for stuffing and stripping

activities.

• Office building and workshop for equipment are located near the gate to give chance for

expansion area. As we know that the growth of container is very fast. So, we prepare spare

area to the next extension of container yard.

• Good access road is needed inside the container yard for good traffic management.

Figure 5 Layout of container yard

Page 16: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

14 Design Dry Areas

LNG Storage Area

The storage area of liquid commodity/LNG consists of tanks farm. This area depends on the number

and dimension of the tank and the distance between tanks. The dimension of the tank is determined

by the size of vessels, interval of ship arrivals and diversity of the product. According to given vessels

data, the maximum cargo capacity of vessel is 125,000 m3 and required area is 250.000 m2. The tank

farm capacity should be able to accommodate for the biggest vessel so that no downtime due to

insufficient of storage area. The throughput capacity of tank farm is given by formula below:

SORtd

VCs *365

*= , in which:

Cs : throughput capacity of tank farm (m3/year)

V : effective volume of tank farm (m3)

td : dwelling time (day)

SOR : storage occupancy ratio (70% for liquid bulk based on best practice)

Table 12 Calculation of tank farm capacity

From the calculation minimum number of tanks farm needed are 6 tanks farm.

Figure 6 Tank farm for LNG

No Parameter Symbol Formula Unit Qty

1 diameter of tank dia m 120

2 height h m 5

3 operational height heff m 4

4 volume of tank V V=0.25π*D2*heff m3 50,000

5 dwelling time td day 7

6 storage occupancy ratio SOR % 70

7 tank storage capacity Cs Cs=V*365/td*SOR m3/year 1,825,000

8 throughput C m3/year 10,000,000

9 number of tank n n=C/Cs unit 6

Page 17: Port Planning Assignment

Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

15 Design Dry Areas

Dry Bulk Storage Area

Dry bulk commodity can be divided into 2 varieties. The first is major bulk consists of coal, iron ore,

etc. The second is minor bulk consists of grain product such as sugar, rice, corn, salt, etc. The stockpile

area depends on the material due to weather impact. If the cargo is sensitive with weather condition,

it should be taken place in building such as rice, corn, etc. On the other hand, for instance coal and

iron ore can be located in open area. The stockpile capacity can be calculated by following formula:

SORhAV **2

1*= , in which:

V : maximum volume of cargo in storage (m3)

A : required area (m2)

h : height of stockpile (m)

SOR : storage occupancy ratio (assumed 60 %)

From the data given, the required area for dry bulk is 680,000 m2. For the major commodities we use

open yard for stockpile due to not resistance to the weather but in case that the commodities which

need good condition of stock area such grain product, 2 storage buildings is provided near the berth

to accommodate the (un) loading process that will be actuating by conveyor belt connected from this

storage to the crane at berth.

Figure 7 Layout of dry bulk area

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Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

16 New Port Development

In overall, design of dry area is planned based on available areas

Figure 8 Overall design of dry areas

New Port Development

In general, the development of the new port should accommodate required throughput and design

vessel with also taking into account the need of dredging area and construction of other marine

facilities (such as jetty for dry bulk carrier and LNG carrier).

The storage areas are planned by order from south-west to north-east that are container terminal,

dry bulk terminal, and LNG terminal. The storage for the container terminal is placed further from LNG

terminal due to the high risk of LNG terminal. The areas for each commodity is designed proportionally

based on minimum requirement.

Pier is used for container berth to accommodate high throughput in which 4 berths are needed based

on the calculation. Jetty is used for dry bulk terminal because it requires 3 berth. Jetty is also used for

LNG terminal to minimize high risk of accident by keeping some distance from loading platform and

tank farms.

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Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

17 New Port Development

The direction of approach channel is considered to be at optimum direction, since it is planned straight

forward so it will ease ship navigation. The outer channel is deeper than the inner channel due to

higher significant wave high which in turn can be dangerous for the biggest ship. Tidal restriction is

not applied in this system because the traffic of the port is relatively high.

The function of the breakwater is to protect the port terminal from long cross current and dominant

wave and wind from the sea towards to the port terminal.

The possibility the high cost for develop this port terminal is during the dredging stages because the

inner part of breakwater need to dredging until minimum depth requirement as the vessels may

access at the port terminal without limitation of tidal window

The port layout is designed to be flexible for further development, especially for LNG terminal

and dry bulk terminal since there will be enough space to add more berthing facilities.

Figure 9 New port development

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Pratama Rizqi Ariawan Study Number 1357985

WSE-CEPD 2014/2016

18 References

References

Lecture Notes

H. Ligteringen, and H. Velsink, 2012. Ports and Terminals. VSSD; the Netherlands.

PIANC Report 121, 2014. Harbour Approach Channels Design Guidelines. The World Association for

Waterborne Transport Infrastructure