5.7 Port Planning 5.7.1 Aim of Port Planning In this section, an optimum port layout plan is ...

191 Pages·2015·10.55 MB·English

The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report
5.7 Port Planning
5.7.1 Aim of Port Planning
In this section, an optimum port layout plan is proposed taking into account the assumed design cargo
volume, required berth length and yard space estimated in the previous section.
5.7.2 Port Dimensions
The basic port dimensions assumed in the previous section is as follows.
・ Berth Length: 164m (2 berths)
・ Cargo Yard: 3 ha
Other dimensions for the port are estimated as follows.
(1) Water Depth of Berth
Table 5.43 shows the water depth of the river channel along the Ayeyarwady and Chindwin Rivers
during the dry season. It appears that the water depth upstream is shallower than it is downstream. The
water depth at the Mandalay Port is 1.5m. The design depth of the berth is assumed at -2.0m considering
the channel depth and some additional spare depth.

Table 5.43 Water Depth of the River Channel during Dry Season
Ayeyarwady River Cindwin River
Waterway Section Water Depth Waterway Section Water Depth
Hinthada ~ Pyay 5 ' 6 " (1.68m) Chindwin ~ Monywa 3 ' 0 " (0.91m)
Pyay ~ Mandalay 5 ' 0 " (1.52m) Monywa ~ Kalewa 3 ' 3 " (0.99m)
Mandalay ~ Kathar 4 ' 0 " (1.22m) Kalewa ~ Homali 3 ' 0 " (0.91m)
Kathar ~ Bamaw 3 ' 9 " (1.14m) Homali ~ Khamti 2 ' 6 " (0.76m)
Sinbo ~ Myitkyina 2 ' 0 " (0.61m)

Source: IWT
(2) Berth Length
The following Figure shows the number of ships owned by IWT for each group of ship length (LOA).
The average length of passenger-cum-cargo ships is 36m, and the average length of cargo barges is 40m.
The maximum length of barges is 64m. From these data, the berth length is designed at 82m for one
berth, and two berths are planned for initial development.

- 5-87 -
The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report
45 45
40 40
35 35
Number of Ships12235050 Number of Barges 12235050
10
10
5
5 0
0 0~5 5~10 10~15 15~20 20~25 25~30 30~35 35~40 40~45 45~50 50~55 55~60 60~65 65~70 70~75 75~80 80~85 85~90 90~95 95~100 0~5 10~15 20~25 30~35 40~45LOA 50~55(m) 60~65 70~75 80~85 90~95
LOA (m) Length of Cargo Barges

Length of Passenger-cum-cargo Ships
Source: IWT
Figure 5.68 Number of Ships Distribution for each Ship Length (IWT owned)
(3) Apron Width
Apron width is designed taking into account the following space for quay-crane, truck running lane, and
cargo handling space. The conventional apron width is in the range of 15 ~ 20m according to the
existing ports. In the case of Mandalay, design width is proposed to be wider at 20m because both
handling by manual labor and by equipment will be mixed in the same apron space.
Truck running lane ................................... 4m
Truck lane for cargo operation ................. 3m
Space for quay-crane ................................ 6 ~ 8m
Cargo handling space ............................... 5 m
(Total) ....................................................... 20m
5.7.3 Layout of Berth and Cargo Yard
For this study, information on the water depth and topographic survey data was very limited during the
study for a suitable port location. The layout plan for the jetty and cargo yard was re-considered after
receiving precise survey records.
The initial plot plan for the study of a suitable port location is shown in Figure 5.69. This plan requires
dredging in front of the berth as the location is shallow. In addition, maintenance dredging might be
required due to seasonal changes in the riverbed.
The second layout plan shown in Figure 5.69 is the modified plan so that the berth location should be
moved to the place where riverbed is nearly -2.0m. Referring to the records of the river flow survey, the
berth face line is adjusted to the same direction as the river flow. The plan will provide an advantage for
reducing the risk of the initial and maintenance dredging. However, the plan has a disadvantage
regarding construction costs because the depth at the cargo yard reclamation is not shallow. Mandalay
port has an 8m water depth difference between the dry and rainy season, thus the reclamation height
shall be more than 10m, which makes the reclamation volume very large.
The final proposed layout plan is shown in Figure 5.70 which plots the reclamation yard on higher land,
in which access bridges connect the berth and the cargo yard. The plan has the advantage of reducing
the risk of dredging and reducing construction costs for reclamation.

- 5-88 -
The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report

第2案
Second Layout
第1案
Initial Layout

Source: The Study Team
Figure 5.69 Initial and Second Layout plan for the Study

Source: The Study Team
Figure 5.70 Final Proposed Layout Plan

- 5-89 -
The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report
5.7.4 Future Expansion Plan
In this study, the initial development of Mandalay Port is proposed to have the capacity of handling
240,000 tons of cargo per year. If it is assumed that in the future the modernization of the port cargo
operation will proceed and more equipment is utilized for cargo operation, the expansion plan will be
required as roughly estimated as shown in Table 5.44.
Table 5.44 Future Development Perspective (Conceptual)
Development
Development Phase Port Capacity
Period
Initial Phase Develoopment 2016~2017 240,000 ton/year
Second Phase Development 2021~2022 500,000 ton/year
Third Phase Development 2027~2028 850,000 ton/year

Source: The Study Team
Figure 5.71 shows the further development layout plan (conceptual). This shows the port terminal will
be expanded southward where a wider flat space of riverside is available.

Source: The Study Team
Figure 5.71 Future Expansion Plan (Conceptual)

- 5-90 -
The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report
5.8 Riverbed Deformation and Countermeasures
The difference in the water level of the Ayeyarwady River between the rainy season and the dry season
is 8m, which is fairly large. Therefore, the flow velocity is also significantly different in the dry season
than in the rainy season.
To check the status of sediment deposition at the projected of river port site and to select the type of
structures to be used, it is desirable to grasp the situation of the bed deformation velocity in the flood
season when the external force is at its largest.
In this section, after river flow analysis, riverbed deformation will be predicted, and a countermeasure
against sedimentation will be discussed.

- 5-91 -
The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report
5.8.1 Flow Study and Analysis Purpose
In the riverbed deformation analysis, the two-dimensional plane analysis model, capable of representing
flow planar, was used. This is to identify the trends of flow direction, velocity, and sand sediment
accumulation, by the layout of facilities such as a jetty groyne.
start
u,v： flow velocity of x,y
direction Two-dimensional plane
h：mesh water depth analysis model
（analysis of flow）
Calculation of each mesh
u, v, and h
：dimensionless tractive
force
：dimensionless critical
tractive force Calculation of , ,r,

r ：radius of curvature of
the flow line
： streamline
transverse slope gradient
Flow direction sediment
discharge volume 、
crossing direction sediment
, ： sediment discharge volume
discharge of x, y direction
Convert , to ,
Riverbed deformationanalysis
Calculation of bed height z
(t + dt)
NO

tt+dt>=T
YES

end

Source: the Study Team
Figure 5.72 Flow Diagram of Bed Deformation Analysis

- 5-92 -
The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report
5.8.2 Organizing Analysis Condition
The list below shows the conditions of numerical analysis.
Table 5.45 Analysis Conditions
Items Contents
Analytical method two-dimensional plane river bed deformation analysis
Accumulation conservation equation of flow
（continuity equation）
Basic equations of flow
Two-dimensional plane shallow-water flow equation
（equation of motion）
Accumulation of sand sediment conservation equation（continuity
equation）
Basic equations of Equation of Ashida and Michiue
riverbed deformation （Longitudinal direction sand bed load volume equation）
Equation of Hasegawa
（crossing direction sand bed load volume equation）
Area analyzed 18km upstream area from Ayeyaiwady bridge (Yadanabon)
River channel cross-section Crossing survey results（1km pitch or 250m pitch）
Roughness coefficient Low-flow channel 0.030 Flood channel 0.045
The upstream end Flow rate Hydro of 51days （2004/7/10～2004/8/29）
flow rate conditions （Water observatory record Peak discharge 25468m3/s）
The downstream end water Conversion water level of 51days（2004/7/10～2004/8/29）
level conditions （Water observatory record Peak water level 70.684ｍ）
Representative particle size dm＝0.4mm（60% Grain size）
Computation time interval
yard､groyne
Structures to be modeled Under water structure is treated as an inhabitation to cross-sectional
area.
Source: the Study Team

- 5-93 -
The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report
5.8.3 Analysis Results
The riverbed deformation analysis and flow analysis were carried out for the following cases.

CASE1 without groyne To check flow velocity distribution and sand sediment transport
conditions of the present channel
CASE2 with groyne Based on the analysis results of current river channel, the shape of
the groyne that is capable of sand sediment control was studied.
(1) CASE1：without groyne
When there is a difference in the sand sediment carried away downstream and sand sediment coming in
from upstream by the flow, the riverbed height is increased or decreased. This sand sediment discharge
affects tractive force and the flow direction vector. Sand sediment is greatly moved when the tractive
force is increased and water level becomes high, and sand sediment is accumulated when the tractive
force is reduced and water level is low.
Figure 5.73 shows a flow velocity distribution diagram of the peak flow rate obtained by flow analysis.
At the Mandalay port project site where the flow path width is widened, the flow velocity begins to fall.
Maximum Flow velocity of the present river in the Mandalay port project site is estimated to be about
1.4m/s.

flow velocity（m/s）

Source: the Study Team
Figure 5.73 Flow Velocity Distribution Diagram of Current River Channel

The result of the riverbed deformation analysis shows a trend that sand sediment is moved in the flow
velocity vector direction. Sand sediment is accumulated about 1 ~ 2m in the floating dock projected(on
planned) point. Because it is the point where the tractive force (flow velocity) is reduced, it is an area
where sand sediment from upstream tends to deposit.

- 5-94 -
The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report
Topographic change Amount of change

(m)
l
a
i
t
i
n
I
s
y
a
d
0
1 Elevation (m)
r
e
t
f
A

s
y
a
d
0
2
r
e
t
f
A
Source: the Study Team
Figure 5.74 Analysis of the Current River Channel (1)

- 5-95 -
The Survey Program for the National Transport Development Plan in the Republic of the Union of Myanmar
Feasibility Study on Inland Water Transport Facilities Improvement and Development Project
Final Report
Topographic change Amount of change

s
y
a
d
0
3
r
e
t
f
A
s
y
a
d
0
4
r
e
t
f
A

s
y
a
d
0
5
r
e
t
f
A
Source: the Study Team
Figure 5.75 Analysis of the Current River Channel (2)

- 5-96 -