CONTENTS139.164.77.41/Documents/BFK/Regionalutvikling/Tømmerhavn/Navig… · 1.0 15-3-2017...
Transcript of CONTENTS139.164.77.41/Documents/BFK/Regionalutvikling/Tømmerhavn/Navig… · 1.0 15-3-2017...
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ADDRESS COWI A/S
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2800 Kongens Lyngby
Denmark
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PROJECT NO. DOCUMENT NO.
A056110 A056110-020
VERSION DATE OF ISSUE DESCRIPTION PREPARED CHECKED APPROVED
1.0 15-3-2017 Technical note HHP DKA OYBE
CONTENTS
1 Introduction 1
2 Vessel requirements 3
2.1 Design vessel (timber carrier) 3
3 Functional requirements at the timber berth 4
3.1 Berth configuration 4
3.2 Navigational requirements 6
4 Location: Holmen and Gilhusbukta, Drammen 7
4.1 Approach 8
4.2 New berth - Holmen 8
4.3 New berth - Gilhusbukta 9
5 Location: Storsand Sandtak, Hurum 10
5.1 Approach 10
5.2 New berth - Storsand sandtak 10
6 Location: Mulvika, Holmestrand 11
6.1 Approach 11
6.2 New berth– Mulvika 12
7 Summary of findings/conclusions 12
1 Introduction
Following technical note, considers four locations to develop a timber gateway
DRAMMENREGIONENS VIRKESTERMINALER
DEVELOPMENT OF NEW TIMBER TERMINAL
NAVIGATION AND BERTH LOCATION STUDY
2 DEVELOPMENT OF NEW TIMBER TERMINAL
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export harbour in the regions west of Oslo.
From the initial screening (phase 1) of suitable locations, three locations have
been selected. Each of the selected locations have the potential to be developed
in to a timber export terminal. Further, a fourth location have been added in the
bay of Gilsbukta just east of the existing timber terminal Lierstranda.
The selected locations for the timber terminal development are listed below (See
also Figure 1):
› Storsand Sandtak(4), Hurum Municipality
› Holmen(7), Drammen Municipality
› Mulvika(13), Holmestrand Municipality
› Gilhusbukta (x), Drammen Municipality
Figure 1: Overview of considered locations for future timber terminal
7: Holmen
13: Mulvika
4:Storsand Sandtak
X: Gilhusbukta
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The technical note has been prepared with an initial definition of the overall
functional requirements for the development of a new timber terminal.
Subsequent each of the four locations have been investigated for the fulfilment
of the requirements. It shall be noted that only requirements related to the
navigational/manoeuvring access and berth conditions have been included in the
technical note.
2 Vessel requirements
2.1 Design vessel (timber carrier)
A number of design vessels have been considered both for the existing
conditions and for a new fully developed timber transport. The design vessels
have been selected from the initial deadweight values(dwt), which have been
quoted in the screening report(fase 1 Silingsprocess)
Figure 2: Typical vessel for existing timber transport (dwt 3.219 ton)
The following table shows small design vessels, which have been considered for
the existing timber transport.
Vessel photo Vessel name Dwt
[ton]
Loa [m] B(beam)
[m]
Max draft
[m]
St. Pauli* (IMO
8214358)
3.219 92.4 15.2 5.0
Trader 2* (IMO
7711751)
5.834 104.5 16.03 4.0
*) No assistance from tug boat required for berthing and maneuvering.
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Figure 3. Typical timber carrier for the new berth (DWT approx. 40.000 ton)
The following table shows design vessels, which have been considered for the
future timber terminal with a fully developed deep sea berth.
Vessel photo Vessel name Dwt
[ton]
Loa
[m]
B(beam)
[m]
Max-draft
[m]
Xing Zun Hai
*(IMO 9725380)
38.947 179.9 30 9.6
SBI MAIA
*(IMO 9705304)’
61.105 199.9 32.29 12.2
3 Functional requirements at the timber berth
3.1 Berth configuration
At the traditional timber terminal the berth length is normally equal or greater
than then overall length of the vessel (Loa), because the vessel will be loaded
with cranes operating along the berth or from cranes on the vessel loading or
unloading directly to truck or onto the berth area(apron).
The vessel will approach the berth at a small angle to the berthing line (side
berthing). The berth has to be protected to secure minimum wave disturbance
at berthing and during loading/on-loading of the vessel. At the investigated
locations wave action is probably not a major issue, due to the natural
protecting in the fjords. If the wave action is considered to a problem at the
berth, it will be necessary to install a breakwater as long as the water depth is
not more than 10-15m.
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If the berth is frequently called, ice formation at the berth should not close the
accessibility of the berth. It is expected that at all four locations ice formation
will not be considered to be a problem for berthing.
The apron area at the berth shall be reserved for temporary timber storage of
logistic reasons. The loading operation on the apron area very much depends on
the cranes on the vessel or the mobile harbour cranes on the berth. Figure 4
shows, four vessel cranes operating at the same time. For the smaller existing
timber vessel, the majority of timber can be temporary stored at the apron area
at the berth.
Figure 4: Large timber terminal berth (From timber terminal Northport in New Zealand)
For the future situation, two vessels should be able to call at the berth at the
same time in order to have an effective berth. The minimum distance between
the vessels to minimum 10-15 m (0.1 x Loa). This will require a berth length of
approx. 240 m (105 x 2 + 3 x 0.1 x Loa) if two vessels are required. If only one
existing vessel is required at the berth the length could be reduced to approx.
130 m (105 + 2 x 0.1 x Loa).
Based on above requirements regarding the vessels and the berth, the following
minimum functional requirements have been assumed, which have been split in
following two berth development phases.
Berth development phase 1:
Vessel type: Loa = 105 m, B=16 m (1 nos)
Berthing type: Side berthing
Total length of Berth: 130 m
Water depth at berth 7 m (under keel clearance to be approx. 2 m)
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Berth development phase 2: (deep-sea berth)
Vessel
types/configuration:
Loa = 180 m, B=30 m (1 nos) or
Loa = 105 m, B=16 m (2 nos)
Berthing type: Side berthing
Total length of Berth: 240 m
Water depth at berth 12 m (under keel clearance to be approx. 2 m)
It shall be noted that the vessel configuration for the Berth development phase 2
could be one large vessel (Loa =180 m) or two smaller vessels (2 x Loa = 105
m)
The berth development is depending of the future export timber quantities
(demand) and the investment plan. The shown phasing above is assessed to be
an economical and technical feasible solution. Preparing the berth for 12m water
depth in phase one would only increase the construction cost (CAPEX) without
any direct benefit, because the large vessel could not operate optimal at the
berth and additional mooring points would be required. Due to different
bathymetric and geotechnical conditions at the locations it is recommended to
carry out further analysis of the technical berth development (phasing) together
with the investment plan for the selected location.
At most locations the seabed is relative steep in front of the berth and the
required dredging may not be an important cost driver. A typical berth structure
consist of a suspended concrete deck supported on steel piles. If the berth
structure in phase one also is designed for the final phase (12m water depth),
the upgrade of the berth structure from phase one (130 m) could consist of
installing an extended concrete deck another row of steel piles.
3.2 Navigational requirements
Berthing area in front of the berth shall be dredged/excavated to secure
berthing with or without tugboat. In the following, it is recommended that the
dredging area in front of the berth to be 1.5 times length of longest vessel
(Loa). The dredging width to be not less than 1.25 times max beam of largest
vessel.
Turning diameter for the vessel: 4 x Loa if vessel is manoeuvring without
tugboats assistance and/or thrusters. The diameter could be reduced to 1.5 x
Loa, if the vessel use main propeller and bow thruster.
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Berth configuration summary:
Berth development
phase 1
Berth development
phase 2
Max vessel dimension Loa= 105m, B =15 m Loa= 180 m , B =30 m
Berth length 130 m 240 m
Required water depth 7 m 12m
Berthing area* (in front of
berth)
L = 140m, B =19 m L = 270 m , B = 38 m
Turning basin D = 160 m D = 270 m
*) Berthing area where required water depth is guaranteed
4 Location: Holmen and Gilhusbukta, Drammen
Locations Holmen and Gilhusbukta are both situated in Port of Drammen and will
be discussed in this chapter. (see Figure 5)
Figure 5: Location Holmen and Gilhusbukta and the existing timber terminal at Lierstranda
Holmen
Lierstranda
(existing timber terminal)
Gilhusbukta
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4.1 Approach
The entry to Port of Drammen from the main navigational fairway in Oslo fjord is
via Svelvik and Drammen Fjorden. Until Svelvik the navigation is considered to
be fairly good, but at “Svelvikstrommen” the navigation is limited with a
navigation channel approx. 100m wide and maximum water depth approx. 10
m. (see Figure 6). Ongoing maintenance dredging is necessary due to siltation in
the channel. The channel is most often frozen every winter, but is kept open by
icebreakers. Svelvik channel is marked with buoys. From Svelvik vessels enters
Dramsfjorden with good navigation access up to Port of Drammen.
Figure 6 Navigation channel at Svelvik (Svelvikstrommen)
Within the Port of Drammen at Holmen and at Gilsbukta the manoeuvring
conditions are considered to be good and protected. In front of the berths there
is sufficient area for turning the vessels. A low water area west of Gilhusbukta
reduces the berthing access (See Figure 5.
4.2 New berth - Holmen
The island of Holmen lies at the mouth of the river Dramselva. As shown on the
Figure 7 the harbour area will be extended according to the future port
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development from Port of Drammen. The extension includes mainly land
reclamation and construction of new berths.
The fully developed timber terminal includes 240 m long new berth and water
depth of 12 m, which can be achieved without much dredging in front of the
berth. For a 12 m water depth at the berth there is a need for dredging of
approx. 2 m at the Svelvik navigation channel extending the water depth in the
channel to 12 m.
Figure 7 Future development of Holmen in Drammen.(Source – Port of Drammen)
4.3 New berth - Gilhusbukta
The entire Gilhusbukta bay is expected to be reclaimed and used for storage of
timber. The reclaimed area is almost of the same area size as the existing
timber terminal at Lierstrande. The new berth can be installed in front of the
reclaimed area. On Figure 5 is the berth located so that a minimum of dredging
is necessary to reduce the cost.The width of the bay is approx. 500 m, which
could be used to develop other business if berth is extended further. Otherwise,
the existing marina could be relocated to the eastern part of the new reclaimed
area.
The typical berth structure could be a suspended concrete deck on supporting
steel piles and an underlying inclined rock revetment. The extent of soft soil
(mud) is not known, but the area could be filled with over height and then use
the timber over time as preload. The timber storage area does not require a
hard pavement, but have an approx. 0.5 m top layer of crushed rock. This could
reduce the constructions cost for the reclamation, soil improvement and
pavement.
The fully development of the timber terminal includes 240 m new berth and
water depth of 12 m, which can be adopted without much dredging in front of
the berth . For a 12 m water depth at the berth there is a need for dredging of
approx. 2 m at the Svelvik navigation channel extending the water depth in the
channel to 12m.
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5 Location: Storsand Sandtak, Hurum
Storsand Sandtak consist of a small marina and an outer basin with small boats
and a small export berth for sand and gravel (See Figure 8). The southern
breakwater protect the small boats in the outer basin and partly the entrance to
the inner harbour basin.
5.1 Approach
The exiting port Storsand Sandtak is approached by de Oslo fjord. The approach
is used by many vessels going to Port of Oslo. North of the position Filvet
(navigation light) the Oslo fjord narrows considerably. Outside the port location
the small reef Storskjær is located. The smaller vessels (Loa=105 m) should be
able to access the port both north and south of the island Storskjær. The future
larger vessels (Loa=180 m) should approach the port north of the island. Both
the existing and future vessel will not be able to turn inside the “outer basin” in
the exiting port due to (turning diameter 160 m/270 m).
Figure 8. Seachart with the Marina Storsand sandtak and the reef Storskjær to the right.
5.2 New berth - Storsand sandtak
The average water depth in the outer basin varies from 3.5 m to 5.0 m and at
the berth approx. 4 m. The small timber vessels (Loa=105 m and draft 4-5 m)
would not be able to reuse the existing port, even if the exiting berth were
extended. A new port layout for both existing and future vessels is necessary.
The new berth could be partly placed in front of the small existing export berth,
but with a reduced berth length of max 140 m, which means that only one
smaller vessel will be able to berth (See Figure 9). It is assumed that the all
Storsand Strandtag
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small boats in the outer basin are relocated as well. The southern reclaimed
peninsular will secure good and protected berthing conditions for the new berth,
but the manoeuvring towards the berth is difficult, due to the narrow space
between the new berth and the southern breakwater. The vessel may berth both
with stern to or bow in. It is expected that the vessel will not need any tug
assistance.
Alternatively, the berth could be placed at the outer entrance to the existing
marina, but less protected and harder berthing conditions leading to down time
at the berth. For this alternative, the berth could be fully developed to 240 m
and with water depth of 12 m.
The typical berth structure could be a suspended concrete deck on supporting
steel piles and an underlying inclined rock revetment.
Figure 9: Location: Storsand Sandtak The distance from the reef Storskjær to the berth is
less than 350 m.
6 Location: Mulvika, Holmestrand
The location Mulvika is located just south of Holmestrand.
6.1 Approach
The location Mulvika is approached from Oslo fjord navigation fairway. The
approach is also used by vessels going to Port of Drammen. The approach is
considered to be straight forward until vessels reach South of Langøya. The
navigation towards the new timber terminal would continue into the
Holmestrandfjorden. After the vessel has passed Mulodden navigation light, the
vessel shall turn 180 degrees and finally proceed towards the new berth. The
manoeuvring is considered to be fairly good. In front of the berth, there is space
enough for turning the vessel (160 m/270 m). The width of the bay is approx.
840 m (see Figure 10), which makes the manoeuvring conditions very good.
Further, the berth is protected by the peninsular from waves and currents from
south and west directions.
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Figure 10: Location Mulvika, Holmestrand (width of bay approx. 840 m. The new berth is
shown, l=240m)
6.2 New berth – Mulvika
The new berth fully developed (240 m) to be developed in the extension of the
existing grain terminal. The 10 m water depth line lies relatively close to the
existing shoreline, which should reduce the amount of dredging work to secure
12 m water depth in front of the berth. The typical berth structure could be a
suspended concrete deck on supporting steel piles and an underlying inclined
rock revetment.
7 Summary of findings/conclusions
The summary of the high end study of the four considered locations are listed in
the following:
› Navigational access to all four location are considered to be fairly good, but
it should be noted, that the navigational channel at Svelvikstrommen will be
a constraint if very large vessels (laden draft >10-11 m) shall call the berth
at Holmen and Gilhusbukta.
› The berthing and manoeuvring conditions at Holmen, Gilhusbukta and
Mulvika are considered to be good at the developed berths and fairly
protected from the natural surroundings. At Storsand Sandtak is the
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berthing difficult, due to small reef Storskjær just outside the existing
marina. If the new berth is located in line with the southern breakwater
down time must be expected at the berth, because the berth will be
unprotected from waves from the south direction.
› For all four locations is it possible to develop the timber terminal to a deep-
water berth with 12 m water depth. As noticed above is the water depth at
Svelvik navigation channel maybe a constraint for the location Holmen and
Gilhusbukta. At Storsand Strandtak the berth development could have an
impact on down time due to less protection of the berth.
› The phasing of the berth development is important in terms of construction
costs (CAPEX). It is recommended when a location have been selected that
further technical analysis is carried out in order to prepare a rough master
plan for the berth layout and some conceptual design of the berth in order
to optimise both phasing and investment.