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Response to Seminar on “Vizhinjam – Prospects and Challenges” by Theeradesa Samyuktha
Samithi
12th July 2013
Completeness of the Study
The presenter has raised the allegation that the report prepared for the EIA study is incomplete insuch a manner that erosion studies, area development issues, structural design of the port and
sourcing of construction materials etc has not been addressed properly.
Response
The stage of the project which we are currently in has to be noted particularly by the readers. The
finished process of public hearing on 29th June, 2013 is for the “Environmental Impact Assessment” of
the port which is a mandatory clearance process required by MOEF. The document was
supplemented by various studies such as “Detailed Project Report”, “Assessment of Long Term
Shoreline Changes in and around Proposed Port”, “Mathematical Modeling Report for Waves” etc.
These reports clearly states more than required information asked for by the MOEF guidelines.MOEF asks for a 5km impact area study for the port, meanwhile a 10km radius was included for all
the studies.
It has to be noted that the hearing was for EIA and not for “Area Development Study”. A separate
study is being conducted by CEPT Ahmedabad based on the mitigation measures asked for in the
EIA report and this report shall be concretely stating how the area has to be developed. For this
purpose of EIA study all required information asked for by MOEF has been submitted. A detailed
study of long term shoreline changes has been published separately by VISL and is available in the
website. Regarding concerns on Erosion, it has been proven that “Accretion” takes place at South of
the Port and due to the presence of “Stable Rocky Patches” at North portion no significant erosion
would take place. The complainant also has asked to study the impact of this port till Perumathuraand South till Colachel/Kanyakumari. To note is that this stretch asked for is more than 80km stretch
and a port like Vizhinjam in between shall be bringing negligible impact in such a long distances. It
also has to note that the stretch between Vizhinjam till Shangumugham is protected using seawall
and erosion issues are not expected in this region. (Details are provided in the attached Appendix 1 -
Shoreline mapping of Trivandrum District)
Again, to note is that structural design of the port has not been completed and is not required at this
stage of the project. The structural design responsibility rests with the EPC (Engineering,
Procurement and Construction) Contractor and he has to detail the master plan suitable enough of
his construction. He can use his methodology for design based on his experience and availability of
materials and his machinery. This includes all rock supply and concrete, piles etc. The rock supplyshall be completely his responsibility and he can source it from any required distance as he may
require. The quarries identified in the report is only indicative such that rock is available nearby and
transport method suggested for such rock supply is using barges and not trucks as against raised in
the seminar.
VISL has also promised during the public hearing that any missing details as raised by any of the
complainants shall be addressed properly before issuing the final document to MOEF.
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Siltation
The seminar had called for a relook into the siltation pattern inside the port. The presenter has
mentioned that there would be a large runoff from the land towards the sea and thus the dredged
channel would be silted in the tune of 3 Million Cubic metres after every monsoon. The presenter also
mentioned that the source of silt being mountains and land area as far as the Western Ghats.
Response
It has to be agreed that in generic the origin of sediments is from land and not from sea. However,
this pattern changes from area to area and cannot be compared with any other region. A large
number of ports in India are riverine ports or located at the mouth of the river, which itself is cause of
siltation. To note is that this chosen location has no rivers nearby, nor does the land behind is sandy
or silty enough to pour in the silt to the basin. As the public in Trivandrum knows clearly, the region of
Kovalam and Vizhinjam is founded with rocky patches and these rocks itself would be a natural
barrier against the silt flow. This is also a reason why Poovar was not chosen against this location at
Vizhinjam. Also as shown by the presenter a figure on silting issues, the shown diagram is to be
mentioned as factually wrong. The presenter had missed out a key component of the port – its Quay
Wall or the Berthing Structure where the ships berth against the wharf. This structure itself is a barrier
against the silt to be formed inside the basin. Hence it can be concluded that the issue of siltation
from land side is very minimal. (Explained in diagram below).
Diagram as Shown by the Presenter
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In Reality
Siltation due to littoral drift could be prevented by the 500m long South Side revetments. The
accretion is expected to form in the area less than 50m (26m as modeled) and the remaining area
shall thus prevent any such siltation in the port. The siltation volume at the existing port was recorded
as 3,800 m3 per year. Once the new port is built this volume will be reduced to such low extends as
200 m3 per year . The presenter has mentioned that 3 Million m3 will be silted inside the port. It is
requested that such in-factual and misleading figures may not be thrown out into the public.
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Tranquility Effect due to Wind
The presenter had mentioned that the West Coast and in particular South Kerala region is prone to
very heavy winds and thus the port would be operationally dysfunctional during the monsoon seasons
(May to August). The winds will affect movement of the vessels into the port, container handling
operations and stacking as mentioned by the presenter.
Response
Quoted from EIA Report and Data from LTR:
“During summer, the wind was blowing predominantly from the NE direction. It reached a maximumspeed of about 3.6 – 5.7 m/s. The average wind speed for this season was 0.56 m/s. In summer,almost 61.75% of the wind was calm less than 2 m/s.
The Monsoon season has two predominant wind directions, SW and NEnorth-east, which depicts thetwo different seasons of monsoon (south-west monsoon and north-east monsoon). The average wind speed of this season was recorded at 0.51 m/s and 60.36% of the total wind in that region was calm.Higher wind speeds were recorded in the range of 2.1 – 3.6 m/s. In the winter season, the wind wasblowing from NE direction predominately. The wind speed was in the range of 3.6 – 5.7 m/s. Theaverage wind speed was recorded at 0.58 m/s.”.
The maximum wind speed near the location is in the order of less than 6 m/s (~ 12 knots) and is notfrequent. Even this figure is in a Beaufort scale of 4 and is considered as “Moderate Breeze”.
For container handling operations to come to a halt a Beaufort Scale of 8 (17 m/s) or more isrequired. The design parameters for buildings in any windy region and container handling equipmentare in the order of 43.5 m/s as per Indian Standard Codes. It is typical to design the quay cranes and
yard cranes to withstand winds more than 35 m/s.
Even for stacking of empty containers the international guideline is to stack lower when the windexceeds 10 m/s. More details provided in the attached technical paper.
Vizhinjam area experiences much less wind conditions than prescribed above and thus the pointraised against wind issues stands invalid. It has to note that these vessels with 18,000 TEU isconstantly travelling against wind and waves in the rough seas before reaching any port. It isdesigned to withstand those heavy metocean conditions. There are ports all over the world includingTaiwan, Hong Kong and California which has heavy Typhoons and Cyclones compared to “ZERO”cyclone event at Vizhinjam. All those places have ports built 10 times bigger than the proposed portat Vizhinjam. Thus the above argument stands invalid.
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Corrosion
The presenter also states that there will be corrosion issues due to the salinity nature at coastal
region. The containers and equipment will get corroded.
Response
Corrosion for structural elements are discussed in the Engineering domain and numerous solutions
are in place today to rectify those. Few of them being listed as Surface protection using corrosion
protective paintings, biofilm coatings etc. Cathodic Protection using Sacrificial Anodes is also a very
common methodology (These elements sacrifices itself protecting the adjoined steel structure using
chemical reactions), Impressed current protection etc.
All the above mentioned technologies are very common in Maritime Structures domain and helps in
protecting the system against any corrosion. The typical lifetime of these container cranes are 25 to
30 years and the crane manufacturers ensures that proper corrosion protection systems are in place
for such systems.
The example of ships sailing in the sea for more than 99% of its life is the perfect example for
corrosion protection. These vessels are steel bodied and is prevented against corrosion. Containers
are also having its significant part of lifetime spent in open seas and coastal regions. It can be said
that corrosion has been identified by Engineers ages ago and the current systems in place to prevent
those is good enough for ports to sustain.
(Anodes places on Steel Structural Elements to prevent Corrosion)
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Reclamation and its effect on Environment
The Seminar also raised many concerns regarding any adverse effects of reclamation in the sea and
no such project has taken place in Kerala undertaking any reclamation.
Response
Reclamation is a very common process all over the world and in many parts of India. Till date many
ports in India are formed as riverine ports due to the non-requisite needs for deep draft. For reaching
a draft in the order of 14-18m the most suitable method followed all over the world is reclamation.
For Vizhinjam the final stage reclamation asked for is only in the order of 80 Hectares. The
reclamation volumes for Maasvlakte Project in Rotterdam with much adverse conditions than
Vizhinjam is in the order of 2,000 Hectares and 700 Hectares of this was completed in April 2013.
Several such examples are available in the world for reclamation.
Artist Impression and Actual Reclamation at Rotterdam
The process of reclamation will also be contained within the breakwater and using reclamation bunds.
The Breakwater would be constructed prior to any land filling in the sea thus preventing any
suspension of solids. The dredging process involved could also be contained properly using the
modern day technology available using silt curtains which traps any sediments during the dredging
process. The dispersion while any dumping process could also be contained using this process.
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APPENDIX 2 – Wind Influence on Container Handling
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CONTAINERHANDLING
Over the course of hundreds of hours per year, ports experience
the influence of wind on nautical and terminal operations. This
influence is increased by the global trend of ever increasing vessel
sizes and the movement of ports to deeper water near or even
beyond the coastline. The influence of wind and possible solutions
to this problem are discussed in this article.
IntroductionWind is an uncontrollable source of disturbances, reducing
efficiency of port operations and sometimes even causing
downtime. Because of the increase in scale, the movement further
towards sea and also stricter regulations, the impact of wind
continues to increase.
Wind influence on container handling,equipment and stackingW. van den Bos, Faculty of Mechanical, Maritime and Materials Engineering, Section Transport Technology and Logistics, Delft University,The Netherlands
Figure 1. The effect of wind increases due to larger wind surfaces of cranes and because of the extra wind speed at higher altitudes.
Scale of Beaufort Mean Wind speed [m/sec] Description
6 10,8 – 13,8 Strong breeze Large waves begin to form; white foam crests, probably spray.
7 13,9 – 17,1 Near gale Sea heaps up and white foam blown in streaks along the directionof the wind.
8 17,2 – 20,7 Gale Moderately high waves, crests begin to break into spindrift.
9 20,8 – 24,4 Strong gale High waves. Dense foam along the direction of the wind. Crests of waves begin to roll over. Spray may affect visibility.
10 24,5 – 28,4 Storm Very high waves with long overhanging crests. The surface of thesea takes a white appearance. The tumbling of the sea becomesheavy and shock like. Visibility affected.
11 28,5 – 32,6 Violent storm Exceptionally high waves. The sea is completely covered with longwhite patches of foam lying in the direction of the wind. Visibility
affected.
12 32,7 – more Hurricane The air is filled with foam and spray. Sea completely white withdriving spray. Visibility very seriously affected.
TABLE 1: BEAUFORT SCALE (MEAN WIND SPEED IS 10 MIN AVERAGE AT 10 M)
PORT TECHNOLOGY INTERNATIONAL 89
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CONTAINERHANDLING
Wind characteristicsWind can be characterised by speed and direction. Unfortunately
in the working environment of ports there is confusion about
Beaufort scale (Table 1) and wind speed. The wind speed of
the Beaufort scale is ‘the average wind speed taken over the
ten minutes preceding the time of observation at 10 m’(J. Weringa en P.J. Rijkoort Windklimaat van Nederland, KNMI)
or mean wind. Sometimes however, a wind regime at Beaufort
6 is wrongly interpreted as gusts of wind with speeds varying
between 10.8 and 13.8 m/s.
By definition of the European standard for Crane design
(European standard EN13001 Cranes – general design) the
gust wind is the average three-second wind. Table 2 shows the
relation between the maximum wind speed and the measure
time interval. The table shows that wind speed increases with
decreasing interval time. The maximum gust wind at Beaufort 6
is therefore not 13.8 but 13.8*1.5=20.7 m/s!
Increase of wind velocityTo handle vessels with deep draught the international trend is to
construct new ports closer to the sea, while older docks near city
centres become less important or are even closed. The difference
in wind speed between the coast and the open sea is indicated by
the Royal Meteorological Institute of the Netherlands (KNMI) as:“under equal circumstances ... it is concluded that potential wind
on sea is 12% stronger than on open terrain on shore only because
of the difference in roughness. However, most experiments reveal
a difference of 20% or more mainly because the shore terrain is
not open but rugged.”
This is also confirmed by our own research where we found
that 30 km off-shore the mean wind speed is up to two m/s
higher than on shore, while for wind gusts, the difference can
be even four m/s. If we assume that moving five km towards sea
(from Maasvlakte I to Maasvlakte II) increases mean wind speed
with one m/s, the amount of hours with troubling winds and loss
of productivity on a container terminal due to wind will double.
Figure 2. Wind map of Europe (EN 13001). Figure 3. Wind pressure based on gust winds (EN 13001).
Figure 4a) Wind load of crane in operation, b) Unfavorable wind directions.
Gust factor
Period [s] 1 3 5 10 30 60 120 600
(1 min) (2 min) (10 min)
V(t)/Vmean [.] 1.6 1.5 1.5 1.4 1.3 1.2 1.1 1
TABLE 2. RELATION BETWEEN AVERAGE WIND SPEED OVER VARIOUS PERIODS AND MEAN SPEED (SOURCE EN 13001)
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CONTAINERHANDLING
Increase of wind pressureThe increase in world sea trade causes an increase in port
equipment and vessel size. For example, the 9500 TEU container
vessel commissioned in 2005 is almost ten times the capacity of
the first generation container vessels of 1962. This also affects
the size of the cranes. The effect of wind increases due to
larger wind surfaces of cranes and vessels, but the effect is also
augmented because of the extra wind speed at higher altitudes.
Besides the affects on vessels and cranes, high investments in
quay strength are also needed, in order to support the high
corner pressures of a 110 m high stowed crane, which is exposed
to storm winds (Figure 1).
Strict regulationsOver the years society has become stricter in terms of
accepted pollution and hazard level. An example of this
increased attention is the stricter interpretation of wind
pressure due to wind gusts in the new European crane design
standard EN13001. Wind pressure on cranes is now explicitly
dependent on wind gusts, while previously in National
Standards (Din 15019 teil 1 Krane, Standsicherheit; NEN
2018 Hijskranen) only the wind categories ‘light, normal,
and heavy’ were defined. Furthermore, terrain roughness
factors account for higher coastal winds, while wind loads
no longer depend on countries, but rather on a wind map
where Europe is divided into wind regions (A to F) based on
measured data (Figure 2).
Figure 5a. Computer simulation model for machine trolley vs rope trolleyconfiguration.
Figure 5b. Dynamic container displacement due to wind load for both configurations.
Figure 6. Trailer stability depending on gust wind velocity and trailer speed while turning.
Figure 7. Straddle carrier stability.
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CONTAINERHANDLING
Effects of windPort proceduresIn general, international standards and port or terminal authorities
both assume that ports are operational up to 6-8 Beaufort. At
terminals in the port of Rotterdam, operations are suspended at
Beaufort 8 or when gust wind speed exceeds 25 m/s. From figure
3, it can be deduced that a gust wind speed of 25 m/s signifies
a mean wind speed of 25/1.5= 17 m/s, which means that port
operations in practice stop at the end of Beaufort 7.
Vessel mooring
For ship-shore loading and unloading, the movements of thevessel due to wind load need to be limited. We researched the
dynamic response of a moored Ultra Large Container Vessel
(ULCV) which carries 12.500 TEU on a typical wind spectrum
at Beaufort scales 6 and 7. We found out that the maximum
movements of the cell guides are acceptable for positioning
containers in the cell guides, but the maximum calculated force
of 150 kN in the mooring lines requires special lines and wharf
bollards. For wind at Beaufort 8 or higher, storm bollards for these
vessel types are highly recommended.
Crane operationBeside vessel movement, wind also causes problems with
crane operations. Wind causes undesirable movements (mainly
sway and skew) of the container in the crane (Figure 4a andb). The crane driver can correct disturbances in sway, but an
effective way to control skew does not yet exist. Heavy sway is
generated by head on winds, but the crane driver can correct
these movements. Skew is mainly generated by diagonal winds.
If diagonal winds can be avoided, production loss due to
uncontrollable skew can be reduced.
The vulnerability of the container in the crane to both skew
and sway depend on the type of trolley. Because a (semi) rope
trolley has a V-shape cable configuration the stiffness of the
configuration in sway direction is higher than with machine
trolley with vertical inner ropes. A computer simulation of the
movements of the container exposed to wind for both trolley
types show a 40% decrease in sway for the (semi) rope trolley(Figure 5a and b).
Terminal equipmentBecause of the relative high frame height (1.1 m) and the
unlashed container load, the MTS-trailer is used to calculate the
maximum wind for safe (container) transport on the terminal.
Side wind reduces total trailer stability and can cause tilt of the
(empty) container. The container/trailer combination stability
while turning is sufficient during low gust winds, but at high
speed and with gust winds above 22 m/s, an empty container can
tilt from the trailer frame. It is therefore recommended to drive at
lower speeds during high winds (Figure 6).
Another vulnerable container transportation vehicle to wind is
the straddle carrier. Because of the high position of the container
during transport, these vehicles have limited maximum speed. The
stability of a straddle carrier loaded with a 45 ft empty container,as well as a straddle carrier with a maximum loaded (30 tonnes)
45ft container, decreases during higher gust winds. As with MTS-
trailers it is recommended to lower driving speed during high
gust winds (Figure 7).
Empty container stackingFor storage, empty containers at the terminal area are stacked up
to 10 high. The risk of a single container sliding, or the tilting
of a whole row of containers, is calculated with wind pressure
according to the Dutch TGB standard (Nen 6720). Depending on
the stacking height, the risk of the total row tilting increases. In
respect to a container sliding, a friction coefficient of 0.1 is taken
(the lowest steel-steel contact friction). The sliding and tilting risk
is calculated for several different container types, but for safetyreasons, the wind speed at which the first container type starts
to slide or tilt is plotted. The calculations clearly show that tilting
and sliding can occur at low wind speeds near or around 10 m/s
(Figure 8). Lashing down stacked empty containers and reshuffling
empty containers in normal stack to lower positions is therefore
necessary at Beaufort 5 or even at lower wind regimes!
Reduction of wind influence
Reduction of windThe wind regime on a wind sensible terminal location can be
lowered by raising the ‘climatological’ roughness. The terminal
should be planned in the shadow of other industrial installations
or buildings, and quay and cranes should be properly orientedto reduce the influence of the dominant wind direction. As an
alternative, one can also use a lashed empty container stack as a
roughness increasing obstacle.
Figure 8. Risk of empty container sliding or tilting.
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CONTAINERHANDLING
Wouter van den Bos graduated in 1998 from
Delft University in Mechanical Engineering (MSc).
He is employed at the section Transport Technology
and Logistic at the same university. He has carried
out various research programmes with a focus on
transport, cranes and load influences on mechanical
designs.
The field of ‘Transport Engineering and Logistics’ at
Delft University encompasses the controlled handling
and transportation of unit loads and bulk materials.
The research and teaching involve the use of basic
principles and applied engineering to design industrial
systems and equipment for the handling and transport
of unit loads and bulk materials. In addition to the
equipment itself, aspects such as energy consumption,
the exchange of information and automation are given
due consideration. The functions to be fulfilled by the
equipment are defined on the basis of an inventory of
requirements. The research activities are carried out
in close cooperation with the Netherlands Research
School for Transport, Infrastructure and Logistics,
(TRAIL), and with industrial partners, especially those
located in the Rotterdam area of the Netherlands.
Wouter van den Bos
Faculty of Mechanical, Maritime and Materials
Engineering
Section Transport Technology and Logistics
Mekelweg 2
2628 CD Delft
The Netherlands
E-mail: [email protected]
ABOUT THE AUTHOR AND THE COMPANY ENQUIRIES
Figure 9. Carrier Crane concept, TU Delft.
Wind on vesselsTo avoid the breakage of mooring lines or wharf bollards at Beaufort
8 or higher, severe storms bollards must be installed on the wharf.
Container ship-to-shore cranesThe effect of severe wind on ship-to-shore operations can be
limited by using a rope trolley instead of a machine trolley. Another
way of reducing wind influence on the load and unloading process
is to change the crane cycle under stormy conditions. With
‘rectangular hoisting,’ combined horizontal and vertical movementsare avoided, which reduce sway and skew significantly, but the
loading and unloading process becomes slower. Another possibility
is a new crane concept, the Carrier Crane, where a container is
hoisted from the ship by a trolley, transported over the main crane
beam with a carrier and again, on land, unloaded with a trolley. This
division of the crane cycle significantly increases crane performance
because the cycle time of each process is a lot shorter than that of
an original total load or unload cycle (Figure 9).
Terminal equipmentIf terminal operations have to continue at Beaufort 8, terminal
movements have to be performed by equipment other than
straddle carriers. In order to use MTS-trailers or similar
transportation equipment at stormy conditions, containers needto be fixed on the frame.
ConclusionWind causes production loss, and heavy winds even cause
downtime at the terminal. Port expansions move in the direction
of the sea, and in this perspective, more wind and additional
wind problems for terminals can be expected. Therefore, wind
influences should receive proper attention as a design aspect for
new terminals and port expansion programmes.
Wind speed can be reduced by using obstacles which increase
the climatological roughness of the area. If no installation or
natural barrier is available, an empty container stack can be used
as an obstacle.
The effects of wind can also be reduced by proper orientation
of the quay to the dominant wind direction, and use of a rope
trolley combined with the ‘rectangular hoisting’ procedure
for ship-to-shore movements. Use of new crane types, such as
the Carrier Crane, can improve production as well as reduce
vulnerability to wind.
Empty containers are sensitive to wind, and lashing of container
stacks and reshuffling of empty containers in normal stacks is
necessary even at Beaufort 5. During stormy conditions, it is
advised to lock containers to the transporting vehicle frame and
to avoid the use of straddle carriers.