Chapter 1

Introduction

1.1 General
The Union of Myanmar lies in South-East Asia neighboring with Bangladesh, India,
China, Laos and Thailand. (See Figure 1.1) Myanmar occupies a land area of 676,577 sq-km
and has a population of about 55 millions. It has a continuous coastal line of about 1,700
miles (2832 km) Myanmar is the largest in main land South-East Asia and well endowed with
natural resources, human resources and technical supports, Myanmar will probably become a
developed country in the near future.
Among different modes of transportation, maritime transport is the most effective
mode in trading because of its relatively low costs. Ports play an important role of the
communication and to protect the seaports and coastal areas is also essential. Of all the
transportation system, according to the geographical conditions of our country road transport
and, coastal and inland water transport has been the most important element in the
transportation sector.
Yangon Port alone handles more than 90% of all the imported and exported cargo.
Other out ports handle only 10% of domestic cargo. The ports of Myanmar are administered
by a single Port Authority known as the Myanmar Port Authority (MPA) which is responsible
for providing terminals facilities and services for shipping. All the duties, functions powers
and obligations of MPA are governed by the Rangoon (Yangon) Port Act, 1905 and Order
conferring Duties and Powers on MPA issued by the Ministry of Transport and
Communication on the 4th August 1976.
With development of international trade and shipping in the later part of the 19 th
Century, the port of Yangon was developed and gradually expanded thereafter as traffic
increased, Yangon port have played an indispensable role for the development of our country.
But the port of Yangon is only accessible to vessels drawing a draft of 9.1 meters (subject to
tides) and 167 meters long and 15,000 DWT. In Yangon River, due to large amount of
sedimentation. And the access to the Yangon Port is restricted by two shallow areas known as
the Outer Bar and the Inner Bar. The Inner Bar with a depth of about 5 m below chart datum
is dredged regularly during the lean season, namely between December and May. Fortunately,
the required depth of Outer Bar is available without much maintenance dredging.
Nowadays, according to annual national economic growth, the container and other
cargo handling capacity of the existing ports in Myanmar is not sufficient for present
economic growth rate and so the country is still in need of a deep-water seaport for the future
shipping demand in long term. MPA has made reconnaissance studies along the coastline of
the country for this need.
Moreover, there are so many constraints in Yangon Port, tidal range is about 5.5m and
the velocity of the current is 4 to 5 knots at spring. So, ships are difficult to pass outer bar and
inner bar, to pass these bars ships are waiting spring tide. Because of waiting time, ships are
delay to enter the port.
 To be easy and simple, to provide requirements in cargo handling capacity, to handle
large ships and more containers and cargo efficiently and quickly, deep sea ports will be the
most suitable port in Myanmar. Seaports play a major role in promoting international trade by
generating commercial and industrial activities which directly assist the economic activities
which directly assist the economic growth of the country. The port development is closely
linked with the hinterland of the port.
In order to meet the growing demand of the traffic and also to reduce the freight
charges and to improve the economic development of Myanmar, various alternative proposals
for locating a deep sea port along the coast of Myanmar have been examined. There are some
opportunities to development Deep Sea Port along the coast line in Rakhine State (such
Kyaukphyu deep sea port) and Tanintharyi Division (such Dawei deep sea port and Bokpyin
deep sea port). We chose to study on a container terminal for a deep sea port at Kalegauk in
Mon State.

1.2 Objectives
Ports are the vital parts of the nations. Ports play important role in economic sector.
For Myanmar, it is necessary to build a deep sea port site to enter more than 15,000 DWT
vessels and to promote the country’s trade by waterway. Deep sea port in Kalegauk gives
ample sea room that matches with
draft of the large vessels (ocean liners) to handle goods.
Export and import cargo are mainly carried to other nations or from other nations by
sea-going vessels. Large amount of cargo could be carried only by ships. Loading of cargo to
the ships and unloading of cargo from the ships are the duties of ports. Other services such as
storage of cargo, receiving and delivering of cargo, etc, are also the duties of ports. In other
words, ports are called “service providers”.
To be a suitable deep sea port site, the following should be considered,
1. The proposed port site should be well-protected and have natural water depth able
to accommodate large-sized oceangoing vessels.
2. It should have sufficient backup area inshore.
3. It should not be very close to extremely high current zones

1.3 Scope of the study

The project will lead to construct a container terminal at Kalegauk Region. The
requirements to construct the container terminal such as choosing site location and terminal
type are analyzed. Forecast the design vessel and the transportation from the site to other
inland container deports, through the whole country and boundary country. The
characteristic of container handling equipment, the design of container terminal, calculation
of terminal capacity and layout plan are described in below. At the end, recommendations
and conclusions are presented.
Fig1.1 Myanmar and its neighboring countries
1.4 Location of project
 Chapter 2
LITERATURE REVIEW

2.1 Container terminal

A terminal facility specializing in the transshipment, handling, and temporary storage
of containers between at least two transportation modes They have a footprint including
quays, yard areas, equipment such as cranes and other maintenance buildings and
warehouses.

2.2 Storage area

Acts as a buffer between the road system (drayage) and the intermodal yard. It often
covers an area similar in size to the intermodal yard, as modern rail intermodal yards are
heavy consumers of space. Storage in the intermodal yard can be grounded where containers
are stored by stacking them upon one another, or wheeled with containers stored on chassis.
In wheeled terminals, which are common in North America, containers are directly
transferred to a chassis waiting to be picked up for delivery. Thus, the chassis is an active
element of terminal operations. Empties are commonly kept in a specific part of the yard and
often as an off-site empty container depot. In wheeled terminals to optimize truck pickup and
delivery, container/chassis pairs are often parked at an angle of 60 degrees so they can be
stored closer to one another (fishbone parking). In contrast, a truck can easily back up for
delivery or pick up. On terminals that are more recent and thus have more space available,
container/chassis pairs are parked in a parallel fashion to facilitate drayage to and from the
intermodal yard. There are also some storage areas for reefers (refrigerated containers) with
power outlets, but this account for a small amount of the total storage capacity; 1 to 5%.
Users are commonly given a dwell time of 48 hours where their cargo is stored at the terminal
at no charge, which gives enough time for outbound loads to be assembled or for customers
to prepare for the pickup of their inbound cargo once they have been notified of its arrival at
the terminal.

2.3 Classification yard

Can be present if the terminal has been upgraded from a regular freight to a container
terminal, but for most modern intermodal terminals the classification yard will be absent. Its
function is mainly related to the assembly and break down of freight trains carrying other
types of cargo. This is necessary because each rail car can be bound to a different destination
and can be shunted on several occasions, which takes place at the origin, destination, or at an
intermediary location (such as Chicago or North Platte). For intermodal operations shutting is
less prevalent because it is much easier to allocate and position containers to well cars than to
shunt the well cars. Thus, classification yards are often operated independently from the
intermodal yard and have a tendency to be located at different locations.
2.4 Gate
This is where the truck driver presents proper documentation (bill of lading) for pick
up or delivery. Most of the inspection is done remotely with cameras and intercom systems
where an operator can remotely see the container number carried by a truck, and verify if it
corresponds to the bill of lading. If international cargo is concerned, then it must have been
first cleared by customs.

2.5 CFS
Consolidated Freight Station or Container Freight Station, location on terminal
grounds where stuffing and stripping of containers is conducted.

2.6 Berth
A place where the ships can moor. In the case of a quay or jetty structure, it will
include the section of the structure where labor, equipment and cargo move to and from the
ship. Berth provides a vertical front which allows safe and secure mooring that can then
facilitate the unloading or loading of cargo or people from vessels.

2.7 Berth Line

A line along the outermost part of the superstructure. Removing equipment such as
fenders will be on the outside of the berth line.

2.8 Mooring
A mooring is any permanent structure to which a vessel may be secured. Examples
include quays, wharfs, jetties, piers, anchor buoys, and mooring buoys. A ship is secured to a
mooring to forestall free movement of the ship on the water. An anchor mooring fixes a
vessel’s position relative to a point on the bottom of a waterway without connecting the
vessel to shore. As a verb, mooring refers to the act of attaching a vessel to a mooring.

2.9 Bollards
A bollard is a short post used to create a protective or architectural perimeter. Bollards
can be made from almost any material, depending on their needed function, but the most
common materials are metal, stone, cement, or plastic.
2.10 Draft
The depth of a loaded vessel in the water taken from the level of the waterline to the
lowest point of the hull of the vessel: depth of water, or distance between the bottom of the
ship and waterline.

2.11 Dead Water Tonnage (DWT)

Maximum weight of a vessel including the vessel, cargo and ballast.

2.12 Dwell Time

Port dwell time is the amount of time which cargo or ships spend within a port. The
more delayed containers there are sitting in the yard, the longer it can take to locate and load
the correct one. Every time a truck shows up to pick up a container, a stack of containers are
shuffled around to reach the intended one. This is a time‐consuming and inefficient process.
The longer the dwell times, the more containers sit on the quayside and truckers must
wait for longer periods as containers must be moved to reach the older containers on the
bottom of each stack.
Shorter dwell times occur when terminals are storing fewer containers and able to
finish transactions more quickly.
2.13 Fenders
Marine fenders are used at ports and docks on quay walls and other berthing
structures. They are used to absorb the kinematic energy of a berthing vessel and thus prevent
damage to the vessel or the berthing structure. They are many types of fenders such as:
a. Cylindrical fenders,
b. Arch fenders,
c. Cell Fenders,
d. Pneumatic Fenders, etc.,

2.14 Breakwaters
Breakwaters are structures located in water and are used to protect an area against
waves. Structures constructed on coasts as part of coastal defense or to protect an anchorage
from the effects of both weather and longshore drift. Breakwaters reduce the intensity of
wave action in inshore waters and thereby reduce coastal erosions or provide safe harbourage.
There are two types of breakwaters; conventional type and unconventional type.
Floating breakwaters (unconventional types) are classified as a special type of breakwater and
are applied at locations where conventional breakwaters are not suitable to apply. In general,
it is attractive to apply a floating breakwater in deep waters where short waves can occur and
the costs of floating breakwater do not vary a lot with water depth compared to the costs of a
conventional breakwater versus water depth.
2.15 Portainer (Ship to Shore Crane)
A container crane (also container handling gantry crane or ship-to-shore crane) is a
type of large dockside gantry crane found at container terminals for loading and unloading
intermodal containers from container ships. Container cranes consist of a supporting
framework that can traverse the length of a quay or yard on a rail track. Instead of a hook,
they are equipped with a specialized handling tool called a spreader. The spreader can be
lowered on top of a container and locks onto the container’s four locking points (“corner
castings”) using a twist lock mechanism. Cranes normally transport a single container at
once, but some new cranes have the capability to pickup two to four 20-foot containers at
once.
The crane is driven by an operator who sits in a cabin suspended from the trolley. The
trolley runs along rails located on the top or sides of the boom and girder. The operator runs
the trolley over the ship to lift the cargo, usually containers. Once the spreader locks onto the
container, the container is lifted, moved over the dock, and placed on a truck chassis (trailer)
to be taken to the storage yard. The crane also lifts containers from chassis on the dock to
load them onto the ship.
2.16 Reach Stacker
A reach stacker is a vehicle used for handling intermodal cargo containers in small
terminals or medium sized ports. Reach stackers are able to transport a container short
distances very quickly and pile them in various rows depending on its access. Reach stackers
have gained ground in container handling in most markets because of their flexibility and
higher stacking and storage capacity when compared to forklift trucks. Using reach stackers,
container blocks can be kept 4-deep due to second row access. There are also empty stackers
or empty container handlers that are used for handling empty containers quickly and
efficiently.

2.17 Rail Mounted Gantry Crane

A rail mounted gantry crane is a heavy, overhead crane typically used to load and
unload heavy items on docks and in rail yards or factories. These cranes consist of heavy, A-
frame constructions located a distance from each other and fitted with train-type wheels on
their wide, lower sections. These wheels run on parallel railway tracks, allowing the
structures to move up and down the rails. The two A-frames are connected at their top ends
by a cross rail arrangement on which an overhead crane is mounted. The complete rail
mounted gantry can thus move forwards or backward along the lower rails, while the crane
transverses the gap between them on the upper tracks allowing the gantry to cover large
loading areas.

2.18 Rubber Tyred Gantry Crane

 A rubber tyred gantry crane or RTG crane or sometimes transtainer, is a wheeled
mobile gantry crane operated to ground or stack intermodal containers. Inbound containers
are stored for future pickup by drayage trucks, and outbound are stored for future loading
onto vessels. RTGs typically straddle multiple lanes, with one lane reserved for container
transfers. A rubber tyred gantry crane or RTGs are available with spans of between five and
nine containers wide (plus a truck lane) and with hoisting heights from 1 over 3 to 1 over 6
containers high.

CHAPTER 3
METHODOLOGY

3.1 Study Area

The Project Area, located in Andaman sea near Ye Township and Geographical
position of 15°31' N Latitude and 97°43' E Longitude, lies between Mawlamyine and Ye
Township and 8.25 km (5.13 mile) from the coast of Mon State. The Kalegauk island is 10
km long, 1.6 km wide and also have hills along the island in northern part have up to 159 m
(522 ft) high mountain.It is located 35 km (22 miles) NNW of the mouth of Ye river, and only
about 2 miles to west away from Asian Highway.

3.1.1 Natural Protection

Natural protection is natural barrier that protects winds, waves and strong currents.
Since early day, the port planners have preferably selected the port sites which have the
natural barrier for the protection of natural hazards such as winds, waves and strong currents.
In this project area, Kalegauk island can be used as natural shelters.

3.1.2 Natural Water Depth

The water depth of the sites can be obtained from the water soundings chart published
at Taunton, United Kingdom 3rd January 1975 under the superintendence of Rear Admiral
G.P.D Hall, C.B., D.S.C., Hydrographer of the Navy. While natural water depth is concerned,
it also needs to consider harbour (or) water area, in selecting deep sea port site, the water
depth is the prime important factor because recent development trends in port engineering are
characterized by the need to accommodate vessels with greater drafts. It has often been
difficult to locate convenient areas of adequate depth berthing and mooring of vessel with
greater draft. This is caused by the topography of the continental shelves surrounding the
major land masses. Especially, the water depth should be natural depth as much as possible
because of high cost of dredging. The water depth in the approach channel and harbour basin,
and in the front of and alongside the berth should be sufficient for safe maneuvering of the
vessels. The chart datum for tidal area should be the lowest astronomical tide (LAT), the
lowest tide level that can be predicted to occur under average meteorological condition.
3.1.3 Water Area And Harbour Area
The whole basin and channel should preferably be located in areas of maximum
natural water depth to reduce the cost of initial and maintenance dredging. Areas which are
exposed to excessive siltation and littoral drift should be avoided if possible. Harbour is
protected water area to provide safe and suitable accommodation for ship and it may be
subdivided into natural harbours, semi-natural harbours and artificial harbours. Availability of
water areas with enough water depth based on design ship expected is also the main factor in
site selection. The water depth and water area have interrelationship between each other, in
other words, water area depends on water depth. As developed marine technology, these are
carried out artificially such as by dredging, where other factors are favorable. The design of
harbour entrances, approach channels and turning basin is dictated by the size of the expected
large vessel anticipated to enter the harbour.
In this project region, there will be at least 20 m navigation channel and 12 .8 m depth
in Harbor area and more than enough turning area and sea room. The straight channel can
also be provided. The approach channel to the port basin is provided from the direction of
NW depending on the direction of winds, waves and currents.
3.2 Access to Road

The East–West Economic Corridor Railway from Myanmar to

Vietnam

The East-West Economic Corridor is an economic development program spanning across

mainland Southeast Asia, covering Myanmar, Thailand, Laos, and Vietnam, with Cambodia
also included.

The corridor was envisaged as a land bridge connecting the Indian and Pacific Oceans, saving
the sea route via the Malacca Strait. The road route connects the port cities of Mawlamyine in
the west, to Da Nang in the east. Mawlamyine is the first (or last) station of the East-West
Economic Corridor. The route from Mawlamyine to Myawaddy on the Thai border is about
120 km.

Moulmein (as Mawlamyine was then known) was the first capital of British Burma between
1826 and 1852. It was an important river port in colonial times, with timber being the major
export. There were sea connections to Penang, Singapore, Calcutta, Bombay, and London.
The current port at

Mawlamyine is not suitable for large container ships, so there is a proposed new deep-sea
port at Kalagauk Island, about 130 km south of Mawlamyine.

Our Suggested Port Area and EWEC Road map

For businesses in Thailand shipping cargo to the west, they could send containers here
instead of Bangkok, saving the journey around the Malay Peninsula. Mawlamyine as a port
has competition from the proposed Dawei port and Special Economic Zone, which is closer
to Bangkok.

There are currently no railways connecting Myanmar to Thailand, which is one of the many
missing links of Southeast Asia railways.

With the new railway connecting to the existing railway at Mawlamyine, passengers could
then travel from Bangkok to Yangon by train.
 Chapter 4
Container Terminal Design
4.1 Container Terminal Design Principals
During the last decade, the call for more effectiveness gave birth to new cargo
handling methods. The most drastic was caused by the introduction of the containers. As
cargo handling equipments, such as cranes and reach stackers, top loaders, etc., are of new
demands. Marine terminal design has to follow as well. Factors like waiting times, use rates
and required manning are essential when determining quay length, storage area, required
equipment, and utilities.
Factors taken into account are as follows:
a) Availability of sufficient area
b) Possibility of future extension
c) Distance from sea
d) Nature of subsoil and risks of settlement
e) Shelter from waves, wind and currents
f) Earthquake danger
Containers are transported mainly in specialized vessels, classified into “generations”
depending on their size. Most container ships are capable of crossing the Panama Canal
(Panamax-type vessels), allowing 13-box-wide storage across the deck.
Gradually increasing dimensions of new vessels have a significant impact on the
geometric requirements of ports' layout. Also, gantry cranes should be able to cope with
increased beams and the capacity of handling equipment should be compatible with larger
consignments. Containers can be stacked in the hold to four high on the ship's deck.
Difficulties arise with large stacking heights regarding container fastening and other aspects.
4.1.1 Apron and Storage Area
The length of a berth depends, of course, on the kind of vessel to be expected. For the
possible largest container ships 300 to 350m is required nowadays, for a medium container
ship or multipurpose vessels, yet in many cases 200m will do. The kind of vessel calling at a
terminal may suddenly change. Therefore, it is advisable to design a quay for at least two
ships to give certain flexibility in the allocation of vessels along the quay.
 The width of the apron or the distance from the face of the quay to the storage yard is
suggested to be about 20 to 50m. The dimensions for the various components of the apron
that contribute to this width are:
a. The distance from the concrete face of the wharf to waterside crane rail should not be
less than 2.5m containing the crane power trench, bollards, the gangway and other
ship utilities.
b. The distance between the crane rails varies from about 10m (general cargo crane) to a
maximum of 35m (container crane).
c. A railroad track may be located at the apron to allow direct transshipment of heave
pieces.

An ideal storage yard is one with a layout such that it can be adapted, relatively
inexpensively, to handle different cargo-handling systems. The yard should be rectangular as
much as possible. All fixed structures should be located to accommodate any one of the
handling systems without reconstructing the yard.
The storage area may be visualized as consisting of a primary yard, a secondary yard
and entrance facilities. The primary yard is that section immediately adjacent to the apron and
used for storing inbound and outbound cargo.
The secondary yard is that part of the yard used primarily for chassis and empty
container storage and miscellaneous yard support equipment and facilities.
The entrance facilities are the initial interface with the outsiders. There should be
sufficient truck queuing spaces, clear and specific identification and directional signaling,
facilities for weighing, inspection and parking facilities. External vehicles should be
separated from cargo handling operations as far as possible.
An efficient yard layout must provide for smooth and coordinated activities that occur
in the primary and secondary yards and at the entrance facilities. Above all it must be
spacious and flexible.
In considering about yard area requirement, a further serious mistake is the belief that
containers have a shorter transit time than break-bulk cargo. In fact, the same constraints
which cause break-bulk cargo to stay in the port will often have a similar effect on container
cargo. In practice it is not unusual to find that the transit times for both are very similar. The
following are typical delay times for containers at container terminals taken from a number of
terminals.
o Container carrying import cargo 7 days
o Container carrying export cargo 5 days
o Empty containers 20 days

The entrance facilities are the initial interface with the outsiders. There should be
sufficient truck queuing spaces, clear and specific identification and directional signaling,
facilities for weighing, inspection and parking facilities. External vehicles should be
separated from cargo handling operations as far as possible.
 The required container storage area depends on the storage method and available
equipment.

The storage area, E in hectares required in a container terminal may be calculated using the
relation.
QDe P
E= (1+ ) Eq.4.1
3560 f 100
Where, Q = the number of containers handled annually (thousands of TEU),
D = the average container waiting time (days),
e = the area requirement per TEU,
f = the ratio of average to maximum stacking height, and
p = the peak factor (%).

In addition to the container park and CFS areas, the terminal requires space for
marshalling areas, vehicle parking, rail and road access, customs, damaged containers, reefer
cargos, staff administration, maintenance and dangerous goods storage facilities.
The working surface of an open-air storage yard is designed according to the type of
container equipment used. It could be either paved or simply gravel covered. The rolling
zones of portainers on tires are usually reinforced. The other options include gravel,
reinforced concrete plinths with gravel or other infill, and block paving. Gravel is the
cheapest option, it tends to spread onto adjacent roadways, to get stuck in corner castings of
boxes, and to render slot marking difficult. Block paving is relatively expensive but is being
accepted as the most flexible surfacing for storage yards, since it allows lifting relaying of
damaged sections.
Continuous slot drains or individual catch pits provide along roadways collect runoff
and discharge it to outfall pipes. The terminal included yard and gates should be amply
illuminated to ensure efficient round-the-clock operations. Lighting is generally provided by
high-mast columns, typically 30 to 50m high. Layout of columns should be considered
carefully to avoid risk of collision or taking up vital space in the storage area, achieving at the
same time a more-or-less uniform luminance. Fire-fighting facilities in the form of fire
hydrants should also be provided throughout the terminal, including the storage yard.
Hydrants can be in pillars or in pits, the latter case requiring a standpipe to be attached before
hoses can be connected.
n: number of berths may be calculated using the relation.
Length of berthing facility
n= Eq. 4.2
( Length of standard vessel ×100 %)+ K Separation

where, n depends on:

 Length of berthing facility
 Length of standard vessel
 Berthing gap or distance between vessels at berth

1000
n(for the linear berth line) = = 3.8berths
( 250× 100 % )+50
∴ 3 Panamax ships can berth at linear berth line.

∅ : acceptable berth occupancy ratio may be calculated using the relation.

∅ =60 ¿ 70 % Eq.4.3

t year : hours the terminal is operational per year may be calculated using the relation.

360 days 24 hours

t year = × =8.64 hours / year Eq.4.4
year day

The total number of container slots S L at the stacking area will be:
AT × N 965,000× 0.6 64333.33
S L= = = slots=89 blocks Eq.
A TEU 9 720
4.5

Where, S L=total number of container slots at the stacking area

AT =total yard area

N =primary yard area or container movement stacking area compared to the

total yard area
ATEU =area requirement/TEU depending on the container handling system

The annual terminal capacity is usually expressed in terms of 20-foot-containier

equivalent units (TEUs). The annual container TEU movement is expressed as:
A T ×365 × H × N × L× S 965,000× 365 ×0.5 ×0.6 × 0.9 ×0.9
C TEU = = =905,721TEU / year
A TEU × D×(1+ Bf ) 9 ×10 ×(1+0.05)
Eq.4.6
Where, the following are the important parameters for determining the terminal
capacity:
C TEU = container movement/year

AT = total yard area needed

 H = ratio of average stacking height to maximum stacking height of the
containers,varying usually between 0.5 and 0.8. This factor will depend on the
need for shifting and digging of the containers in the storage area, and the
need for containers to be segregated by destination
ATEU = area requirement/TEU, which depends on the container handling
system
D = dwell time or the average number of days the container stays in the
stacking area in transit. If no information is available, values of 7 days can be
used for import containers and 5 days for export containers. For empty
containers an average of 20 days’ stay in a terminal can be used
Bf = buffer storage factor in front of the storage or stacking area, between 0.05
and 0.1
N = primary yard area or container stacking area compared to the total yard
area, usually varying between 0.6 and 0.75 of the total yard area
L = layout factor due to the shape of the terminal area, varying usually
between 0.7 for triangular area shape to 1.0 for rectangular area shape
S = segregation factor due to different container destinations, container
maintenance system (CMS), procedures, etc. varying usually from 0.8 to 1.0

4.2 Cargo Handling Equipments

Container handling equipment can be placed in two very general categories: 1.
Equipment to move containers between the vessel and the terminal, and 2. equipment to
move containers within the terminal. Within each of these categories, a great variety of
equipment is in use.
At the wharf, containers can be handled to and from ships by portainers, gantry
container cranes, jib cranes, multipurpose cranes, and even mobile cranes. Transfer of
containers between the wharf and the container yard may be handled by tractors towing
trailers, straddle carriers, heavy-duty front-end loaders, or automated guided vehicles.
Within the container yard, stacking and un-stacking may be carried out by straddle
carriers, rubber-tired or rail mounted gantry cranes, or a variety of lift truck designs, while
receipt-delivery operations may also involve those equipment types as well as tractor-trailer
systems.

4.2.1 Ship-to-shore crane

The crane capacity per hour for handling container can vary between 10,and at the
extreme, 70 containers, with an average capacity of about 25 containers/h per crane. STS
gantry cranes about 30-40 containers/h; STS gantry cranes with a secondary trolley system
40-70 containers/h.
 The most commonly used specialized STS container gantry cranes feature are the
following;
(a) The minimum height between the lower part of the spreader and the berth level should be
30 m. Generally, the gantry crane must be able to stack 5 high on the deck of a large ship and
must be able to access every individual container on the ship.
(b) For larger container vessels, the distance from the fender front to the front crane rail
should be around 7.5 m, due to the shape of the bow and the berthing angle of the larger
container ships during the berthing operation.
(c) The minimum outreach, measured from the fender front on the face of the berth, should be
35 m, with a maximum outreach of about 65 m and a minimum back reach of at least 15 m.
(d) The outreach must reach 13 containers wide for old Panamax ships, 20 containers wide
for a new Panamax ships and up to 24 containers wide for ULCSs
(e) A rail gauge of between 16 and 35 m. A rail gauge of about 35 m will allow six truck lanes
between the crane legs. The distance between the rail gauges is usually not a crane stability
problem, but is determined more by the operating system between the apron area and the
stacking area.
(f ) A clearance of at least 16 m between the legs in order to leave room for containers and
cargo hatches.
(g) The maximum width of the gantry crane (buffer to buffer) should not be more than 27.5
m.

4.2.2 Reach Stacker

a reach-stacker system can be used economically for container handling at terminals
with capacities up to approximately 200 000–300 000 TEU/year. A reach-stacker system can
stack containers 4 deep and up to 6 containers high, but normally the stacking is 2 deep and
3–4 high to avoid too much reshuffling of the stack. In general, three to five terminal tractors
and two reach stackers per STS gantry crane. The number of terminal tractors is dependent on
the distance between the berth and the stacking area.
4.2.3 Straddle Carrier
The straddle-carrier system is an independent system, and does all the different
handling operations between the STS crane and the stacking of the containers. The main
benefits of a straddle-carrier compared with a reach-stacker system are: savings in labour
costs, more ground slots in the same area, and easier and more direct access to the containers,
resulting in improved selectivity and less unproductive moves. Usually the straddle-carrier
system stacks the containers two or three high. The system is usually the fastest system for
terminals handling between 100 000 and up to about 3 000 000 TEU/year

4.2.4 Gantry Crane System

Containers in the storage area are stacked by rail-mounted or rubber-tired gantry
cranes. Rail cranes can stack containers up to five high. Rubber-tired gantry-cranes can
normally stacked container two or three high. Gantry cranes have a good safety record, are
reliable and have low maintenance costs and a long life in comparison with straddle-carriers.
Yard gantry cranes were developed from industrial overhead cranes. There are two
distinct types rubber-tired gantry cranes (RTGs), frequently referred to as, transtainers, run on
heavy-duty pneumatic-tired wheels, and rail-mounted gantry cranes (RMGs), run on steel
wheels over fixed rails. Although these types of transfer cranes serve the same function, there
are distinct differences between them in addition to their wheels.
Rubber-tired gantry cranes span several rows of containers and one truck lane and can
stack containers up to six high (one-over-five). RTGs are essentially container-yard stacking
devices and are used in combination with other container handling equipment, usually tractor-
trailer sets, for the wharf transfer operation. The motive power for rubber-tired gantries is
diesel or diesel-electric. The wheel of the rubber-tired gantries can turn through 90° so that
the equipment can be moved from one storage block to another as required to meet from one
storage block to another as required to meet operational needs.
Rail-mounted gantry cranes function in a manner similar to rubber-tired gantry cranes
and are used in combination with tractor-trailer sets for the wharf transfer operation. It is
important to distinguish between two types of rail-mounted gantry cranes, those used for
stacking in the container yard and those used on receipt and delivery operations at rail
terminals. The latter are generally small gantries, spanning perhaps two or three rail tracks
and a road way. Container yard rail-mounted gantry cranes have generally had large spans,
some spanning 60 or 90m. Stacking height generally is one-over-six and lifting capacity as
over 40 tones. Rail-mounted gantries are generally electrically powered, by cable or their
own local generators.

Fig 4.1 STS gantry crane

Fig 4.2 Straddle Carrier

Fig 4.3 Reach Stacker

Fig 4.4 Rail Mounted Gantry Crane

Fig 4.5 Rubber Tyred Gantry Crane

 Fig 4.6 Tractor Trailer

4.3 Port Facilities

4.3.1 Fendering
The principal function of a fender placed between an approaching ship and the berth
structure is to absorb the berthing energy or impact and transmit an acceptable load to the
structure. Fenders can generally be divided into two groups;
 Surface-protecting fenders
 Energy-absorbing fenders
In order to select the most proper and suitable fender for a particular berth, it is
important to know the performance characteristics and the properties of each fender type.
4.3.2 Fender Type And Shape
There are basically two types of fender;
1) Fenders that in principle are fixed or mounted to the berth structure. The fixed fenders are
again subdivided into buckling fenders (cell fenders, V type fenders, etc.) and non-
buckling fenders (cylindrical fenders).
2) Floating fenders between the ship and the berth structure. The floating fenders are again
subdivided into pneumatic fenders and foam-filled fenders
Fenders can also be of different shapes. Flat panel fenders are generally used on
berths, while cylindrical/pneumatic fenders are used on ships. Pneumatic fenders are filled
with air at high pressure to provide the absorption energy needed. They are generally used in
ship-to-ship berthing and have a low deflection and high energy capacity. Foam fenders can
be cylindrical or spherical and have a core of foam and an outer skin of a polymer. Donut
fenders are designed to simply slip on a pile and float up and down on the pile with tidal
variations. However, the selection really depends on the design needs of the case at hand.
4.3.3 Fender Spacing
The spacing of fenders varies from berth structure to berth structure, depending on the
type of structure, the requirements to be met by the berth and the type of ships using the
berth. For ships not using tugboat assistance during berthing, the fender spacing will, in most
cases, be determined by the smallest ship using the berth and by the ship hull radius of
curvature. The fender spacing will also depend on the fender height and the compression of
the fenders. Generally, to ensure that all ships can be supported at the berth, the fender
spacing will be about 5-10% of the ship’s length for ships up to about 20 000 dwt. For larger
ships, the spacing can be about 25-50% of the ship’s length, if the ship berths with tugboat
assistance. For optimum effect, the fenders for larger ships should be located close to the ends
of the straight-sided section of the ship.
4.3.4 Berthing Energy
When a ship comes close to the berth or close to another ship, then there is a chance
of the ship’s body impacting against the berth or other ship. This impact can damage the
ship’s body or the berth. Fenders are provided to absorb the impact of berthing, and minimize
the effect on the ship or berth/jetty.
If there is no fender, Kinetic Energy (the Berthing Energy) will be completely
transferred to the Jetty or the other Ship. So, a fender is meant to absorb the impact during
berthing. The energy of impact is called the berthing energy.

Fig.4.1 Cell-type Fenders

Fig.4.3 V-type Fenders

 Fig.4.5 Pneumatic Fender

Fig.4.4 Foam Fender

4.3.4 Mooring
The berth should be equipped with sufficient mooring points to provide a satisfactory
spread of mooring for the different ranges of ship sizes that could use the berth.
Some very common methods of mooring are:

 Mediterranean mooring,
 Baltic mooring,
 Anchor mooring,
 Standing mooring,
 Spider mooring buoys,
 Single-point or single buoy mooring,
 Conventional or multi buoy mooring,
 Ship to Ship Mooring.

4.3.5 Bollard
Marine bollards are a simple and cost-effective way to fulfill mooring requirements
and safely secure vessels alongside jetties, berths, wharves, and dolphins in ports and harbors.
Trelleborg Marine & Infrastructure provides bollards with a range of design profiles, sizes,
and mooring line capacities to suit all mooring applications. A bollard is a sturdy, short,
vertical post. The term originally referred to a post on a ship or quay used principally
for mooring boats. Generally, design of a bollard should have a thicker diameter at the top
(head / tip of the structure) to make it harder for the mooring lines to escape accidentally. It is
important to provide a solid anchor point for mooring ropes. Certain designs have double
bollards for ropes to be cross-fastened. Such an arrangement would provide a tighter
connection.
4.3.6 Some Types of Bollards
Fig TEE-P bollard Fig HAMMER-P bollard

Fig HORN-P bollard

Fig BITT-P bollard

4.3.7 Lifesaving equipment
Lifesaving equipment should be installed on all berth structures, especially jetty
heads. It is recommended that chains are suspended at the seaward side between the ladders.
The chains should be extended to 1.0 m below the LAT. Lifebuoys with approximately 30 m
of buoyant line should be installed along the berth structure at 50 m intervals.

4.3.6 Drainage System

The drainage system for berth structures and terminal area can be divided into
 The Open System
 The Close System
Open drainage systems, also called natural drainage systems, consist of uncovered
channels or ditches that pick-up wastewater flows and stormwater. These systems can remain
unlined, but they often perform better if they are lined with concrete, brick, or mortar. Open
drainage systems are designed to accommodate heavy flows of runoff. While they can handle
both stormwater and wastewater, they are not suitable for transporting sewage. Linear
drainage system is suitable for coastal and waterside areas accessed by the general public,
such as marinas, harbours and maritime passenger terminals serving cruise ships and ferries.
In close system, the water can be polluted, for example by possible oil spillage during
the loading of oil products at an oil berth. The surface water must then be collected by a
separate drainage system for treatment.

4.3.7 Lighting
 During terminal operation and during loading and unloading of ship, lighting should
be 100 lux.
 For security of the port area, lighting should be 30 lux.

4.4 Breakwater type

Floating breakwaters provide a relatively cheap solution to protect an area from wave
attack, compared to conventional fixed breakwaters. It can be effective in coastal areas with
mild wave environment conditions. Therefore, they are used for protecting small craft
harbours or marinas or, less frequently, the shoreline, aiming at erosion control.
Floating breakwaters are commonly divided into four general categories:

1. Box
2. Pontoon
3. Mat
4. Tethered float

Floating breakwaters have been used for a variety of purposes including:

o Protecting harbours and acting as a berth for vessels
 o Protecting offshore fish farms
o Providing space for congested coastal cities
o Forming a storm barrier for fragile coastline
o Providing tourism attraction
o Creating a calm patch of ocean space for a floating city

4.4.1 Design of floating breakwater

Floating breakwaters can be made of timber, plastic, reinforced or prestressed
concrete, or steel. Timber was a preferred material due to its large availability in the 1800s
when floating breakwater concepts were first proposed. Nowadays, timber is usually used in
combination with plastic and steel.
Existing floating breakwaters of different types are examined and the performance of
each studied. An important parameter identified with the performance characteristics of
floating breakwaters is the width to wave length ratio (W/L). Earlier studies revealed that to
achieve a transmission coefficient (Kt)less than 0.5, W/L ratio should invariably be greater
than 0.3 for any type of floating breakwater. Hydraulic model tests reported herein suggest
that fixing a row of pipes with certain length and interval at the bottom of a trapezoidal float
reduces W/L ratio to around 0.15 to achieve a transmission coefficient less than 0.5. This
essentially brings down the width requirement of the floating breakwater by half, reducing
the cost. Nondimensional graphs indicating the variation of transmission and reflection
coefficients with respect to relative depth (d/h) relative width (W/L), wave
parameter (Hi/gT2), and gap to diameter ratio (b/D) are presented in this paper. The
experimental results for Kt are compared with the results already reported by past
investigators on similar studies.

Fig Concrete Floating Breakwater

 Chapter 5
Conclusions and Recommendation

5.1 Conclusion
In conclusion, a well-designed layout plan for a port and terminal plays a vital role in
ensuring smooth operations and efficient movement of goods and services. By considering
factors such as accessibility, capacity, and safety, an optimized layout plan can enhance the
overall functionality and productivity of the port.
A well-planned port layout takes into account various components, such as berths,
cargo handling equipment, storage areas, and transport infrastructure. These elements are
strategically positioned to facilitate seamless operations, minimize congestion, and optimize
the utilization of resources.
A streamlined port layout plan improves the workflow and coordination between
different stakeholders, including shipping lines, cargo owners, and logistics providers. It
enables faster turnaround times for vessels, reduces waiting times for cargo, and enhances the
overall supply chain efficiency. The effective allocation of resources, such as cranes and
storage facilities, can further enhance productivity and minimize operational costs.
In summary, a well-designed layout plan for a port and terminal enhances operational
efficiency, optimizes resource utilization, and fosters economic growth. By integrating
various components and stakeholders, it facilitates seamless trade and promotes regional
development. An investment in a well-planned port layout is a catalyst for economic
transformation and a key driver of sustainable progress.

5.2 Recommendation
 In this study, area of 1,005,000 m 2, under the guidance of Port Designers’ handbook,
have been calculated the annual container TEU movement, total number of container slots
and number of berths by making necessary assumptions. According to reference ,the width of
the harbor entrance has as 1 time the length of the design ships. Using tugboat assistance at
port, the turning basin is with the diameter of 2 times the length of the ships. Based on the
Kalegauk Final Thesis, it is possible to use floating breakwaters at the proposed region along
with careful determinations in design, even if there is long wave effect in the study area.
Therefore, floating breakwater, can be made of concrete and box-like structure. Other
required components such as fenders, bollards, mooring, road transportation, drainage and
fencing are selected based on Port Designers’ handbook and what can be searched on online.
Container throughput of Myanmar was reported 1,020,793 TEU in December 2020,
that of Bangladesh was 2,587,251 TEU, that of Thailand was 10,213,904.815 TEU, that of
India was 16,285,806 and that of Sri Lanka was 6,850,000 TEU. Comparing these data, it has
shown that Myanmar needs to develop its ports and maintain river resources to create many
possible sites for deep sea port projects. Every superpower nation relies on their economy and
maritime trade.

References

Study of Floating Terminal at Kalegauk Area (Final year project, November 2015)
Port Designers’ Handbook (third edition) by Carl A. Thoresen
https://prosertek.com/blog/most-common-mooring-methods/
https://prosertek.com/harbour-equipment/bollards/
Floating breakwaters - Coastal Wiki

https://ascelibrary.org/doi/abs/10.1061/%28ASCE%290733-950X
%281991%29117%3A2%28105%29

Appendix