Desain Pelabuhan 1 (18DPL1101)
Minggu-3, 06 October 2020
Dosen: Maria A. N
Silabus Kuliah
• Minggu-1 : Fungsi pelabuhan, jenis-jenis kargo dan kapal
• Minggu-2 : Metodologi perencanaan pelabuhan
• Minggu-3 : Perencanaan area perairan pelabuhan
• Minggu-4 : Perencanaan struktur dermaga
• Minggu-5 : Beban sandar kapal terhadap stuktur dermaga
• Minggu-6 : Beban tarik kapal terhadap stuktur dermaga
• Minggu-7 : Beban-beban lain yang bekerja dan desain material pada struktur dermaga
• Minggu-8 : UTS
• Minggu-9 : Perencanaan terminal pelabuhan
• Minggu-10 : Perencanaan terminal container
• Minggu-11 : Perencanaan terminal general cargo dan multipurpose
• Minggu-12 : Perencanaan terminal curah cair (liquid bulk terminal)
• Minggu-13 : Perencanaan terminal curah kering (dry bulk terminal)
• Minggu-14 : Perencanaan terminal Ro/Ro, ferry dan pelabuhan perikanan
• Minggu-15 : metode konstruksi struktur dermaga
• Minggu-16 : UAS
Water Area Design of Port
Water Area Design of Port
❑ Alur Masuk Pelabuhan
(Approach Channel)
❑ Kolam Putar (Turning Basin)
Water Area Design of Port
The design process is an optimisation task between
navigation, safety, economic and environmental factors, with
consideration of any other constraints.
Variations in the design process may exist depending on the
type and scope of the project, although the main phases are
still the same. In the case of upgrading and improving an
existing channel there are likely to be more constraints
because of existing infrastructure, activities and practices.
On the other hand, there will also be more information and
data about navigation and conditions along the existing
channel. In all channel projects, the basic design
methodology and the basis and guidelines for dimensioning
the channel are, in principal, the same.
Sumber: PIANC WG 121-2014
Approach Channel
Approach Channel
❑ Approach Channel Depth
➢ The following factors shall be considered in calculation of
channel depth (source: PIANC - Harbour Approach Channels
Design Guidelines-2014)
Approach Channel
❑ Tide Effect to Channel Depth
In the case of appreciable tidal elevations or
long tidally influenced channels, a decision
may be made whether to use the channel
throughout the tidal cycle. For a harbour
accessed by many vessels with different
draughts, it may be more favourable to use
suitable ‘tidal windows’. The size of the tidal
window for maximum ship draughts and the
draught for tide-independent ships has to be
determined based on the dredging costs and
environmental impact. High-tide windows can
be used to allow deep-draught vessels to sail
in the channel with the tide.
Sumber: PIANC WG 121-2014
Approach Channel
❑ Approach Channel Width
➢ The following table lists the basic manoeuvring lane widths WBM for
ships with good, moderate and poor ship manoeuvring
characteristics. Manoeuvrability of tankers and bulk carriers are
considered to be generally poor; container vessels, car carriers, RoRo
vessels, LNG and LPG vessels moderate; while twin-propeller ships,
ferries and cruise vessels are generally good.
➢ The manoeuvring lane WM consists of the basic manoeuvring lane
WBM plus additional widths Wi to account for environmental and
other navigation effects on manoeuvring.
➢ To determine additional width for passing distance in two-way
traffic (see Figure 3.2), the beam of the largest passing ship should
be used whether or not it is the design ship.
Approach Channel
❑ Approach Channel Width
➢ The Wi table is environmental allowances as a function of ship
speed and channel exposure to waves (also see the notes following
this table). In general, use of this table in selecting channel width
dimensions should be based on operational limit conditions if they
are known. If not known, then prevailing conditions can be used.
For instance with cross winds, it is not necessary to dimension for a
33 knot wind if the operational limits restrict the use of the
channel to winds of 30 knots or less.
➢ See PIANC WG 121-2014, clause 3.1.5.2 for further note and
explanation for environmental allowances.
Approach Channel
❑ Approach Channel
➢ A ship close to the edge of its manoeuvring lane will experience bank effects which are at a controllable minimum.
When dealing with very gentle slopes (1:10) and the water depth he above the level of the embankment is deeper than
0.75T, the lowest value of Table 3.6 is recommended. Note that the values are the same for both outer and inner
channels.
• Bank Clearance adalah areal pada alur pelabuhan yang disediakan untuk
menjaga terjadinya pergeseran kapal dari jalur lintasannya. Pergeseran bisa
terjadi akibat adanya gaya hantam atau gaya hisap yang menimbulkan
penyimpangan arah pergerakan kapal dari lintasan semula. Lebarnya
ditentukan dengan mempertimbangkan tingkat manuver kapal, kecepatan
kapal, kecepatan arus dan angin yang melintang alur, tingkat erosi material
dasar alur.
• Maneuvering Lane analog dengan jalur kendaraan pada jalan raya yang
lebarnya tergantung pada tingkat pengontrolan kapal.
Approach Channel
❑ Channel Alignment Consideration
Channel alignment should be assessed with regard to:
• Shortest channel length
• Conditions/basins, etc. at either end of the channel
• Need to avoid obstacles or areas of accretion which are
difficult or expensive to remove or require excessive (and
hence costly) maintenance dredging
• Prevailing winds, currents and waves
• Avoiding bends, especially close to port entrances
• Environment on either side of the channel, such that ships
passing along it do not cause disturbance or damage
Straight channel sections are preferable to curved ones and the
designer should strive for an alignment consisting of a series of
straight sections connected by smooth bends, where necessary,
without abrupt angles. Individual sections may have different
widths and depths and be navigated at different speeds. Sumber: PIANC WG 121-2014
Approach Channel
❑ Channel Width Consideration
The dynamics of ships are such that, when under manual control (as is
usually the case in approach channels) they will follow a swept path,
which, in the absence of any external forces from wind, waves, current,
etc., will exceed their breadth by some amount. This is due to the speed of
response of both the ship-handler in interpreting the visual cues indicating
the ship’s position in the channel, and that of the ship in reacting to the
rudder and main engine. The width of the swept path, which is the basic
manoeuvring lane, will depend on a number of factors, but the key
elements are:
• The inherent manoeuvrability of the ship (which will vary from ship to
ship and with water depth/draught ratio)
• Ability of the ship-handler
• Visual cues available to the ship-handler
• Overall visibility
Of these, the first two are the most important since the other two can be
dealt with by suitable AtoN both outside (e.g. buoys) and onboard the ship
(e.g. radar) Sumber: PIANC WG 121-2014
Approach Channel
❑ Outer and Inner Channel
• The outer channel is generally located further offshore from the inner channel and may be
exposed to wave action that can produce significant vessel motions of heave, pitch and roll.
These affect the requirements for underkeel clearance (UKC).
• The inner channel is usually located in a more or less protected area inland of the outer channel
and is generally sheltered from wave action.
Special attention should be paid to the transition between the outer and inner channel sections. In
this area the ship may pass through a harbour entrance into the protection of breakwaters or jetties.
In this transition area strong current gradients may occur. As a result the drift angle of vessels has a
tendency to increase initially, if the bow of the vessel is in more or less still water, while the stern is
still experiencing cross-currents, which can cause introduce a turning moment on the ship. This
condition leads to additional width requirements.
Approach Channel
❑ One or Two Way Channel
• To decide whether a one- or two-way approach channel is required, the capacity of the approach channel, in
terms of ships that can be handled per year with an adequate service level, should be estimated.
• Normally, the first choice for an approach channel is a one-way channel using the design ship with the
maximum beam and windage (see 1.4.2.1). This is usually the most economical design for shorter channels
with low traffic intensities. However, for longer channels and/or higher traffic intensity, two-way channels may
provide a better design.
• Because of low traffic intensity at the start of a new port development, a one-way channel may be sufficient,
but for the development of a master plan in the concept design stage, the ultimate traffic intensity has to be
applied to highlight/reserve the required space.
Turning Basin
Turning Basin
❑ Kolam Putar Pelabuhan (Turning Basin)
➢ Radius kolam putar untuk maneuver barge/kapal dengan menggunakan kapal tunda (tug boat) diambil sebesar
1.5 x LOA.
❑ Unloading Platform
➢ Dimensi (panjang dan lebar) unloading platform dipengaruhi oleh dimensi barge/kapal tipe unloader equipment
yang akan dipakai dan jumlah berthing. Untuk tipe dermaga memanjang dan tipe unloader gantry crane, maka
panjang dermaga dapat diambil:
L = 1.1 x jumlah berthing x (LoA kapal terbesar + 15 m) + 15 m
➢ Untuk elevasi lantai dermaga dapat ditentukan dengan menggunakan formula:
Elevasi dermaga = HHWL + 0,5 H + freeboard
dimana:
H : tinggi gelombang di lokasi pelabuhan
freeboard : diambil sebesar 1,0-2,0 m.
Ship Manoeuvering Simulation Model
Ship Manoeuvering Simulation Model
❑ Objective
Ship navigation/manoeuvring simulation models are used to
determine the width and alignment of channel sections and
dimensions of manoeuvring areas. The model system have
been developed to effectively evaluate and optimize the
horizontal design of a navigation channel or harbour basin.
They can usually be described as two main types:
• Fast Time Simulation
• Real Time Simulation
These simulation systems are both composed of simulation
software, mathematical ship manoeuvring models,
geographical area databases and replay and analysis tools.
The main difference is that fast-time simulation uses autopilot
algorithms to control the ship and tugs, whereas real-time
simulation systems use a real mariner or marine pilot to control
the simulated ship and tugs.
Fast Time Simulation
❑ Objective Example for Original Bathymetry
➢ Show feasibility of principle approach and
turning manoeuvre of the vessel
➢ Determine necessary manoeuvring space
and resources in the approach channel
➢ Determine number of required tugs during
the approach and berthing manoeuvre
❑ Input Data
➢ Port Layout
➢ Original Bathymetry
➢ Environmental condition (current, wind,
waves)
Example for Simulated Layout
Fast Time Simulation
❑ Methodology
➢ Approach in centre-line of access channel
➢ Manoeuvring by means of track-keeping auto-pilot
➢ Approach and departure with use of own rudder and
propeller supported by 2 tugs
➢ Reverse arrival as ‘dead ship’, assisted by 4 tugs
➢ Tugs 70 tonnes (ASD tugs) used for max 70%
➢ Tugs have 30 m towline, 30 m length
❑ Starting Point
➢ Simulated Vessel
• LNG vessel 1 (Spherical) and LNG vessel 2 (Membrane)
• 8 runs with LNG vessel 1 (L=290m, B=46m, T=11.7m)
• 2 runs with LNG vessel 2 (L=315m, B=50m, T=12m)
➢ Lateral wind area of simulated vessels
Fast Time Simulation
❑ Simulation Model
Run # Vessel Manoeuv Current Wind (coming Waves (coming Tugs
re from) from)
1 LNG 1 Arrival Ebb NW W 2
5 LNG 1 TC-jetty Ebb NW W 4
2 LNG 1 Arrival Flood NW W 2
6 LNG 1 TC-jetty Flood NW W 4
3 LNG 1 Reverse Ebb NW W 4
4 LNG 1 Reverse Flood NW W 4
7 LNG 1 Departure Ebb NW W 2
8 LNG 1 Departure Flood NW W 2
9 LNG 2 Arrival Flood NW W 2
10 LNG 2 TC-jetty Flood NW W 4
Fast Time Simulation
❑ Result for Arrival
➢ Turning of vessel in turning circle west of the
berth
➢ 1st part of manoeuvre
• SOG 5 knots – Dead Slow Ahead
• Assisted by 2 tugs
➢ 2nd part of manoeuvre
• SOG 2 knots
• Assisted by 4 tugs
• No rudder, no propeller
➢ Estimated time for manoeuvre
• 2000s + 1200s + 1400s = 60 min
• Can be improved (real time simulation)
Fast Time Simulation
❑ Result for Departure
➢ Departure
• Assisted by two tugs
• Telegraph: Dead Slow
➢ Estimated time for manoeuvre
• 25 minutes
❑ What we get from the simulation
➢ Arrival and departure runs can all be executed in a safe and controlled manner
➢ Existing approach channel width (between navigation markers) is wide enough
➢ Turning circle needs to be expanded to diameter of 600 m
➢ Four modern tugs (ASD or equivalent) with nominal capacity of 70 tonnes are sufficient for
manoeuvring with the LNGC
