dong lam cement specialized port - basic design report - final

TH TRANSPORTATION JOINT STOCK COMPANY

Consulting Services for Feasibility Study of Seaport under

Dong Lam Cement Specialized Port Project

BBaassiicc DDeessiiggnn RReeppoorrtt (Final)

Tokyo, February 2010

Japan Port Consultants, Ltd. (JPC)

TH TRANSPORTATION JOINT STOCK COMPANY 47 Nguyễn Sinh Cung, Huế City, Thừa Thiên Huế Province, VIỆT NAM

Tel. +84-54-362-4105, Fax. +84-54-384-6189



BBaassiicc DDeessiiggnn RReeppoorrtt

Engineer in Charge: Kohei Nagai, Project Manager Quality Control: Kenichi Nishino

Executive Director Roshi Ojima

Tokyo, February 2010

Japan Port Consultants, Ltd. (JPC) T.K. Gotanda Bldg., 8-3-6 Nishi Gotanda, Shinagawa-ku, Tokyo, JAPAN

Điện thoại: + 81-3-5434-8163 Fax: + 84-3-5434-5375 http://www.jportc.co.jp

C - 1

OOVVEERRVVIIEEWW OOFF CCOOAASSTTAALL AARREEAA AANNDD PPRROOJJEECCTT SSIITTEE FFOORR SSEEAA PPOORRTT

Quang Tri Province

Thua Thien Hue Province

Quang Nam Province

Da Nang City

Project Site

Huong River

Vinh Moc Cape

Chan May Port

Da Nang Bay

Cua Hai Lagoon

Tam Giang Bay

Thanh Lam Lagoon

Cam Lo River

Ben Hai River

Tuan An Mouth

An Cu Lake

Cua Tung Port

Cua Viet Port

Tuan An Port

Tien Sa Port

Scale 10 20 30 km

Con Co Island

Scale 0.5 1.0 1.5 km

Project Site

Source: JPC on Google Satellite Photo

C-2

GEOLOGICAL MAPS OF QUANG TRI PROVINCE AND THUA THIEN-HUE PROVINCE

Source: Geological Survey of Vietnam , “Le Thuy-Quang Tri” E48-XXIX&E48-XXX (1996)

Source: Geological Survey of Vietnam , “Huong Hoa-Hue-Danang” E48-XXXV&E48-XXXVI&E-49-XXXI (1995)

Legend Mui Lang (gray color): Holocene dark grayk light gray basalt (βQTV) Dien Loc (yellow color): White colored quartz sand (mv QTV) Chan May (pink color): Phase 1 Biotite granite, two-mica granite (γaT3 hv1)

Mui Lang

Chan May

Dien Loc

i



BASIC DESIGN REPORT (FINAL)

CONTENTS

COVER PHOTOS AND DRAWING Overview of Coastal Area and Project Site for Sea Port C-1 Geological Maps Quang Tri Province and Thua Thien – Hue Province C-2 General Layout Plan of Dong Lam Cement Specialized Port C-3 ABBREVIATIONS Ab-1 EXECUTIVE SUMMARY S-1 1. INTRODUCTION 1.1 Brief Project Description 1-1 1.2 Purpose of the Service 1-2 1.3 Scope of Works 1-2 1.4 Ports and Studies related to the Services 1-2 1.5 Schedule of the Services 1-2 1.6 Outputs of the Services 1-3 1.7 Items and Methodologies of the Services 1-4 2. PROJECT CONDITIONS 2.1 Cement Production Plan 2-1 2.2 Target Year and Transport Demand 2-2 2.3 Shipping Plan and Design Ships 2-2 2.4 Requirements for Port Planning 2-5 2.5 Considerations for Future Development 2-6 3. NATURAL CONDITIONS 3.1 Geography and Geology of the Project Site 3-1 3.2 Topography and Bathymetry 3-2 3.3 Meteorological Conditions 3-2 3.4 Geotechnical Conditions 3-5 3.5 Oceanographic and Coastal Engineering 3-7 4. ALTERNATIVE LAYOUT PLANNING 4.1 Applied Technical Standards 4-1 4.2 Alternative Layout Plans of Sea Port 4-4 4.3 Layout Plans of Port Land Area 4-9

ii

5. COMPARISON AND EVALUATION OF ALTERNATIVE PLANS 5.1 Port Development’s Effect on Coastal Process 5-1 5.2 Optimum Layout and Structure of Breakwater and Jetty for Island Breakwater

Port 5-13

5.3 Berth Requirement and Cargo Handling System and Equipment at Jetties 5-22 5.4 Cargo Handling System and Equipment at Port Land Area 5-28 6. PROPOSED PORT PLAN 6.1 Sea Port Area 6-1 6.2 Land Port Area 6-10 6.3 Maintenance Works 6-15 6.4 Management of the Port 6-16 7. BASIC DESIGN 7.1 Seaport Facilities 7-1 7.2 Land Port Facilities 7-28 7.3 Equipment 7-53 8. EXECUTION PLAN AND COST ESTIMATES 8.1 Construction Method 8-1 8.2 Construction Schedule 8-5 8.3 Cost Estimate 8-7 9. CONCLUSIVE REMARKS AND RECOMMENDATIONS 9.1 Optimum Port Plan 9-1 9.2 Important Remarks 9-5 9.3 Recommendations 9-7 ATTACHMENTS A-1 A1. References A-2 A1-1 List of Related Studies A-3 A1-2 Introduction to Loading and Unloading Equipment for Clinker and Coal A-7 A1-3 Handling System for Clinker & Coal A-11 A2. Tables and Figures A-34 A3. Construction of Cassions A-49 DRAWINGS

Dong Lam Cement Specialized Port Project Japan Port Consultants, Ltd

Basic Design Report Ab-1 February 2010

List of Abbreviations 1. Name of Organizations and Related Systems AASHTO American Association I of State Highway & Transportation Officials

DLC Donglam Cement Joint Stock Company DONRE Department of Natural Resources and Environment

ECMWF European Center for Medium Range Weather Forecast EGS EGS (VIETNAM) LTD.

GOV Government of the People’s Republic of Vietnam IALA International Association of Lighthouse Authorities IMO International Maritime Organization

IPPC Intergovernmental Panel on Climate Change ISO International Organization for Standardization JBIC Japan Bank for International Cooperation

JICA Japan International Cooperation Agency JPC Japan Port Consultants , Ltd. JSCE Japan Society of Civil Engineers

LR Lloyd Register MONRE Ministry of Natural Resources and Environment MOT Ministry of Transport

OECF Overseas Economic Cooperation Fund of Japan PC-TTH People’s Committee of Thua Thien-Hue Province

PIANC International Channel Association SAPROF Special Assistance for Project Formation

TEDI Transport Engineering Design Incorporated TEDIPORT Port & Waterway Engineering Consultant Joint Stock Company VINAMARINE Vietnam Maritime Administration

VMS Vietnam Maritime Safety



VR Vietnam Register

2. Technical Terms ADCP Acoustic Doppler Current Profiler

B Beam of Ship

BOR Berth Occupancy Ratio

CCTV Closed Circuit Television CD Chart Datum

CDL Chart Datum Level CPT Cone Penetration Test D Maximum Draft of Ship

d50 Median Diameter of Sediment DWT Dead Weight Tonnage

EIA Environmental Impact Assessment FS Feasibility Study

GDP Gross Domestic Product GHG Green House Gas

GPS Global Positioning System Hc Critical Wave Height

Ho Offshore Wave Height

Hs Significant Wave Height

HHWL Highest High Water Level

HWL High Water Level

ISPS International Ship and Port Facility Security

IT Information Technology Kd Diffraction Coefficient Kr Refraction Coefficient



Ks Shoaling Coefficient

LB Length of Breakwater

Lbp Perpendicular Length of Ship LLWL Lowest Low Water Level

Loa Overall Length of Ship LSD Land Survey Datum

LWL Low Water Level MSL Mean Sea Level NAV AIDS Navigation Aids

NE North-east SPT Standard Penetration Test SRES Special Report on Emission Scenarios

SW South-west

TEU Twenty-Foot Equivalent Units To Period of Offshore Waves Ts Period of Significant Waves


Basic Design Report S-1 February 2010

EXECUTIVE SUMMARY

1. Objectives

The major objectives of this Services is to carry out a Feasibility Study of the Sea Port Project under Dien Loc Cement Specialized Port Project, including planning of the Sea Port and Land Port Areas at Dien Loc Commune, Phong Dien District in Thua Thien-Hue Province; basic design; investment planning; and total cost estimate. The results should be compiled in the form of ‘Basic Design Report.’

Another objective is to undertake the legal procedures related to application of official procedures for port location to the Ministry of Transport and berth alignment plan to VINAMARINE.

This paper is a final report which constitutes the Master Plan and Basic Design of the Project

2. Cargo Demands and Design Ships

The production plan of the Cement Plant, or the target transportation plan of the Sea Port, of the Project is as shown in Table S-1. The kind of commodity is limited to clinker, coal and other materials (gypsum and pozzolana), which are all bulk cargoes.

The planned ships to bring the sea cargoes are bulk cargo ships of 15,000 DWT and 7,000 DWT (for coal in Phase 1). In the future, a part of 20,000DWT-class ships is expected to call.

Table S-1 Production Plan and Transport Demand through the Port (ton/year)

Material Phase 1

(Until 2013) Phase 2

(2015-2020) Remarks

Export

Clinker 990,000 3,300,000 By 15,000DWT ship

Import

Coal 215,000 645,000 By 7,000DWT ship for Phase 1, 15,000DWT ship for Phase 2

Other Materials 1,200 3,600 Incl: gypsum, pozzolana

Total volume 1,206,000 3,945,000

Source: Dong Lam Cement JSC

3. Optimum Port Plan

3.1 Sea Port Area

(1) Necessity of Breakwater

The project site of the Sea Port is located at the center of 128km-long coastline. The beach consists of sand and has almost parallel depth contours with a bottom slope of about 1/50. The site exposed to the South China Sea, and landed by typhoons almost every year. The area has continuous strong wind and high waves during the NE monsoon season from October to February.

Strong wind over 10m/second, which corresponds to “critical operational wind for cargo handling works in a port,” has an occurrence frequency of 2.5 % on average for the past 35 years from 1974 to 2008. The frequency during the NE monsoon increases to 4.8 % and during the SW monsoon season decreases to 0.9 %. This is a natural constraint condition of the Sea Port.



Another restriction to the port is sea waves. The design wave height at a depth of 13m, which is hindcasted from 30 strong typhoons from 1961 to 1997 and treated statistically to assess possible wave for a 50 year-period, has 8.4m in height and 13.8 seconds in period. This is destructive for any structure on the coastal area, if directly attacked.

One more factor to be considered is the daily sea calmness, which is expressed by frequency occurrence of wave height of less than 0.5m at the location of berths, which corresponds to “critical operational wave,” below which the berth can be operational in terms of waves. Based on numerical hindcasts of daily waves for two years from 1993 to 1994, the operational sea can be expected about 8% in a year, or 2% during the NE monsoon season and 16% for the SW monsoon season. They are too low to be economically viable as a commercial port. In other words, the Sea Port can not claim its raison d’etre as a commercial port unless the sea calmness could be raised. The only means to increase the calmness is to construct breakwater(s) to protect the port area from incident sea waves.

(2) Optimum Type of the Port

There are four general layout plans proposed and discussed in this Report, all of which are typical and conceivable under the contemporary technology:

1) Alternative- I: Island Breakwater Port, 2) Alternative- II: Land Excavation Port, 3) Alternative- III: Enclosed Offshore Port, and 4) Alternative- IV: Enclosed Onshore Port

Their conceptual layout plans are shown in Figure S-1.

(1) Alternative-I Island Breakwater Port (2) Alternative-II Land Excavation Port

(3) Alternative-III Enclosed Offshore Port (4) Alternative-IV Enclose Onshore Port

Figure S-1 Alternatives of Port Layout Plan

Source: JPC (2009): Inception Report for Dong Lam Cement JSC



After discussing the effect of the port construction on the coastal system in terms of “littoral drift” as well as construction cost, Alternative I. Island Breakwater Port is considered the best among the four. The other three alternatives have too much impact on the beach stability.

The breakwater structures are discussed for three types, i.e. 1) Rubble Mound Wave Dissipating Concrete Block-type, 2) Upright Caisson-type, and 3) Sloped Caisson-type, Figure S-2 shows the structures of 3) and 1). In consideration of the NE monsoon season when all construction works become difficult on the sea, and construction costs of types 1) and 3) are estimated to be almost same, 3) Sloped Caisson-type Breakwater is selected and proposed to be most feasible and adopted.

(1) Sloped Caisson-type Breakwater

(2) Rubble Mound-type Breakwater

Figure S-2 Candidate Structures of Breakwater Source: JPC

Detailed discussions and analyses are made to find optimum choice and arrangement of the necessary port facilities. The required major port facilities are listed in Table S-2. The overall other layout plan is shown in Cover Drawing.



Table S-2 Required Major Facilities at Sea Port

Facilities Phase 1 (Until 2013) Phase 2 (2015-2020) Remarks

Island Breakwater Sloped Caisson-Type No change 500m long

Clinker Loading Berth 1 berth for 15,000 DWT No change 255m long

Coal and Other Unloading Berth 1 berth for 7,000 DWT 1 berth for 15,000 DWT 255m long

Access Bridge Belt Conveyor No change 1,100m long

Channel and Basins Initially, no dredging is required. Navigation aidsmust be arranged.

No change Deeper than CDL-10m

Access Road to Cement Plant Out of scope 17km long

Loading/Unloading Equipment

Clinker: Fixed shiploader Coal: Fixed LLC unloader and grab type. Wheel loader, etc.

1000 ton/hour 400 ton/hour

Total Capacity 1.5 mil ton/yr 4.0 mil ton/yr

Source: JPC

(3) Berth Arrangement and Equipment Plans

Necessary number of the berths and capacity/efficiency of cargo handling equipment are discussed. It is assessed that the best arrangement is to construct two berths for clinker and coal handling separately.

The shape and structure of berths are discussed for three types, i.e. (1) I, (2) L and (3) T-shaped Jetties as shown in Figure S-3. After discussions on the effect of the island breakwater at the berths in terms of calmness of the sea, L-shaped pile Dolphin type structure is judged to be the best arrangement.

The structure of the jetty is compared between 1) Platform-type and 2) Dolphin-type. Taking account of initial investment cost, 1) Dolphin-type Pile Structure Jetty is chosen.

Figure S-3 Berth Arrangement of Island Breakwater Port Length of Island Breakwater, LB: 500m; Source: JPC



The equipment for clinker export is a continuous fixed level luffing-type crane (LLC) with a belt conveyor system, which has a capacity of 1,000 tons/ hour. The equipment for coal import is a continuous fixed-type ship unloader with 400 tons/hour and the same belt conveyor.

3.2 Land Port Area

The Land Port area is to temporary stock clinker for export and coal for import. Layout plans are discussed parallel with suitable handling system and facilities. The planned area has 4.5ha, including infrastructure such as inner roads, buildings, etc.; clinker and coal handling facilities; and space for future expansion-cum-construction base during the period of construction works for Phases 1 and 2.

(1) Clinker Silo

In consideration of environmental impact of clinker handling, specifically by dust, introduction of a silo system is adopted in stead of using shed(s) or warehouse(s).

(2) Coal Stockyard

Again, taking account of environmental impact by dust and wastewater, coal is planned to be stocked and handled in a shed with walls and a roof.

The required facilities are summarized in Table S-3 below.

Table S-3 Required Major Facilities at Land Port


Storage Facilities Silo(s) for clinker 1 Warehouse for coal

3 Silos for clinker 2 Warehouse for coal

Handling Equipment Clinker loading belt conveyor Coal Unloading belt conveyor Wheel loader, etc.

No change 1000 t/hour 400 t/hour


Source: JPC

3.3 Basic Design of Port Facilities and Equipment

The planned major port facilities are designed in terms of structure and dimensions. They include the breakwater, jetty, bridge, silo and coal warehouse, buildings; coal unloader, clinker loader, belt conveyors, etc.

The structures employed is the sloping caisson – type breakwater, dolphin – type jetty, I – beam bridge; continuous fixed-type ship unloader, fixed level – luffing crane, etc.

3.4 Construction Schedule and Cost Estimate (Tentative)

Construction of Phase 1 facilities is scheduled to be done in two years from 2011 to 2012. The facilities will be operational in early 2013. “The critical path” is construction of the breakwater. The caisson is planned to be built on a Floating Docks and stocked in a calm sea area throughout the two-year period, and placed on site during the SW monsoon season.

The total construction cost is estimated tentatively to be US$ 56.216 million, consisting of US$ 40.226 million for Civil, Building Works and others, and US$ 15.990 million for Equipment Procurement.



4. Management of the Port

4.1 Definition of Port Area

The port area is defined as shown in Cover Drawing, i.e. the Land Port area of 4.5 ha , the Beach area of 3.5 ha and the Sea area ( from CDL 0 to offshore, enclosed by a half circle of 1,500m radius) of 100.0 ha, i.e. total 108.0 ha , taking into consideration of the following factors:

1) To cover the area of the planned port facilities on the land and the sea, 2) To exclude, as much as possible, the existing offices, the residents’ houses, shrimp

ponds, graves and other existing premises, 3) To have allowances for future expansion of the port facilities in the sea and on the

land, 4) To include possible dredging area for maintenance, sand bypass and other purposes, 5) To include possible beach protection area, and 6) Others.

The coordinates of all the corners of the Port Area are as shown in Table S-4

Table S-4 Coordinates of Port Area

(Coordinate System: VN 2000)

Point Easting Northing A E 546904.123 N 1846517.494 B E 546970.820 N 1846597.908 C E 546880.765 N 1846672.602 D E 546982.910 N 1846795.754 E E 547067.770 N 1846725.370 F E 547231.971 N 1846923.438 G E 546205.818 N 1847774.554 H E 548514.916 N 1845859.334 I E 547360.367 N 1846816.944 J E 547093.972 N 1846495.763 K E 547005.842 N 1846568.861 L E 546948.283 N 1846499.465

Source: JPC

4.2 Introduction of Management Information System (MIS)

Construction and operation of the Sea Port are so closely related and affected by the sea conditions such as winds and waves by typhoons and monsoons. Collaborations between shipping scheduling and weather forecast is indispensable in consideration of safe and economic operations of the Port.

Hence, it is recommended to introduce MIS on forecast of the wave and sea conditions and post operation control by establishing “Institutional Manual on Port Operations.”

4.3 Maintenance Works

(1) Maintenance of Port Facilities

Maintenance of port civil facilities is essential for sustained operation of the Port. They must include the following most vulnerable materials/parts of the structures:



1) Rubber fenders when damaged, 2) Corrosion of the splash zone of piles, 3) Salt intrusion into reinforced concrete beams and slabs of the platform, and 4) Others

It is very important to carry out visual investigations regularly and, if necessary, surveys by measurement equipment to detect inferiorities and defects, especially after storms and typhoons.

(2) Channel Maintenance Dredging

The channels and berthing/turning basins are planned to be deeper than CDL -10m in Phase 2. If the water depth becomes shallower than the planned ones, maintenance dredging should be carried out.

In order to cope with sedimentation by sand drift, regular bathymetric surveys should be carried out for the Sea Port area before and after the NE monsoon season, i.e. twice a year at least for the initial three years after commencement of operation of the Port.

It is noted that the dredged sand had better be transferred to the downstream part, i.e. sand transfer, to supply the sediment to the eroding beach.

(3) Maintenance of Equipment

Equipment should be maintained regularly and properly by the following method:

1) To prepare “Equipment Maintenance Manual” which defines procedures and methods of maintenance. Concept of “Preventive Maintenance” should be introduced. Enough spare parts should be stocked always. Management of stockpiles should be performed. Spares less than the quantity required in the Manual should be procured immediately.

2) To carry out regular checking work, i.e. daily, weekly, monthly, and yearly checks, 3) To carry out regular maintenance works,

4) To carry out annual maintenance works, including overhauls.

(4) Maintenance of Navigation Aids

It is most important to maintain the navigation aids listed in Table 6-5 in the main text of this Report properly by regular patrol and check-up of all the nav. aids, supply of batteries, replacement of lumps, cleaning of buoy body and chain, repainting, and others.

5. Important Remarks

5.1 General Facility Layouts and Structures

It is concluded in this Report that the Island Breakwater Plan “is” the best plan among the four alternatives taken up and discussed in this Report.

It can be said that it is fortunate to be able to find out a most possible alternative plan from technical viewpoint. The proposed layout of facilities and their structures can be considered reasonable based on contemporary technology.

It must be noted, however, studies and discussions should be continued to take account development of port and coastal engineering, and reflect their achievement into the plan and design of this project.



5.2 Effects on Coastal Process

The most serious consideration required in this project is, from the public-interests viewpoint, effect of the project onto the coastal stability of the Mien Trung Beach. Even the Island Breakwater Port has an effect to form a “tombolo” unavoidably. The point is the degree of advancement of coastline.

In the proposed layout of the Island Breakwater, which has a gap of 840m from the beach to the breakwater, it is expected that the tombolo will not grow infinitely. It is also expected that the sedimentation in the channel and basin deeper than -10m, is not very heavy as is anticipated for other types of port. The maintenance dredging volume is not very much although necessary, If the sedimentation in the channel would increase, an additional investment, such as construction of submerged walls to protect the channel, might become necessary to take into consideration.

It must be taken account, however, that, following the growth of the tombolo, considerable volume of sand will accumulate on the seabed, which blocks the alongshore littoral drift to down stream direction. It cannot be denied that there might become necessary to dredge and transfer the accrued sand to the down-stream beach.

5.3 Considerations on Construction and Operations of the Port

(1) Difficulty of Construction Works on the Sea

It is to be well recognized that, during the typhoon and NE monsoon season, construction works on the sea are to be substantially suspended to avoid accidents, when the rough sea is anticipated.

(2) Conditions on Construction Period

The Project involves marine construction works with heavy equipment and large amount of rock and concrete works on the sea

In the construction plan of the Sea Port, the actual construction period on the site is planned to take two years. It is to be noted that the period depends heavily on the weather and sea conditions, and possible stock of construction materials.

(3) Considerations on Quality and Safety Construction Work Plan

The construction works are technically difficult and hard to be carried out under severe maritime environment. In order to secure good quality of completion of the facilities and safe construction works, the contractor should prepare proper and adequate “Project Quality and Safety Plan” before commencement of the construction.

(4) Considerations for Future Expansion

In cases where expansion of berths will become necessary in the future, the methods to expand the berths can be as follows:

1) To extend the L-shaped Berth to the same direction or to the opposite direction, 2) To newly branch out from the Bridge, and 3) To construct a new set of port facilities, including Breakwater, Berth(s) and Bridge.

In any case, for example the above case 1) to extend the jetty to the other side of L-shaped jetty to form T-shaped jetty, extension of the breakwater to the same direction will be necessary. This is



because the planned berths in this Report are protected by the minimum required length of the Island Breakwater.

In expanding the port, it is imperative to re-assess in advance the impacts of the expansion on the coastal system, based on not only theoretical simulations and analyses, but also various follow-up surveys on site after construction of Phase1 facilities. 6. Overall Evaluation of the Sea Port Project

The Sea Port Project constitutes a part of the overall project of the Cement Plant Project. It is not possible and proper to draw any conclusion on feasibility of the overall project only from the result of this Study.

It is also noted that this Report has dealt with only technical subjects of the Sea Port, but no economic and financial aspects of the entire project. It is to be understood that the Sea Port Project is technically possible, and state-of the-art plan is proposed in this Report. It is necessary, however, to judge feasibility in consideration of the overall project not only from technical viewpoint, but also from economic, financial, managerial, and other viewpoints of the all-out project components.

7. Recommendations

The Consultant would like to submit the Employer the following recommendations.

7.1 Introduction of Management Information System (MIS)

Construction and operation of the Sea Port are so closely related and affected by the sea conditions such as wind and wave by typhoons and monsoons, it is recommended to introduce MIS on weather forecast and prediction of the sea conditions and establish institutional manual on operations of the Port.

7.2 Establishment of Coastal Observation System

In order to accumulate the baseline data and follow-up the effect of the Project on natural and environmental conditions, establishment of an On-Site Coastal Observation System on a ten-year basis is recommended, including the following measurements:

(1) Continuous measurement of water level at the same location (for 2 minutes at intervals of 1 hour),

(2) Continuous measurement of waves at a water depth over 20m (for 15 minutes at intervals of 2 hours), and

(3) Continuous measurement of wind on the beach during construction and on the Jetty after completion of the quay at the height of 10m above the Mean Sea Level (for 10 minutes at intervals of 1 hour),

(4) Regular survey of shoreline location (for 20 km long, twice a year in September and March).

7.3 Execution of Additional Geotechnical Investigation

In order to confirm the soil conditions in the sea before executing detailed design, it is recommended to carry out an additional geotechnical investigation at three locations on the sea, i.e.



the bridge, the jetty, and the breakwater during the SW monsoon season, when the boring work on the sea can be done.


Basic Design Report 1-1 February 2010

1 INTRODUCTION

In accordance with the contract (“the Contract”) agreed on 6 February, 2009, between Dong Lam Cement Joint Stock Company (hereinafter referred to as “the Employer”) and Japan Port Consultants, Ltd. (the Consultant), the Consultant has been carrying out the consulting services (“the Services”) for preparation of a feasibility report for the sea port construction project (“the Sea Port Project”) at Dien Loc Commune, Phong Dien District, Thua Thien-Hue Province of central Vietnam as well as in its Head Office in Tokyo, Japan, and Hanoi Office in Vietnam.

According to Document No.4781/UBND-XD issued by People Committee of Thua Thien Hue Province on October 14, 2009; TH Transportation J.S.C is assigned to manage Dong Lam Cement Specialized Port Project.

This report presents the results of planning and basic design of the sea port (“the Sea Port”), including the port areas in the sea (“Sea Port Area”) and on the land (“Land Port Area”).

1.1 Brief Project Description

In the overall project (“the Project”), a cement plant (“the Cement Plant”) having a capacity of clinker and cement production of 4,700 tons per day in Phase 1 will be newly constructed in Phong Xuan and Phong An Communes, Phong Dien District, Thua Thien-Hue Province. For transportation of materials and goods, or mainly import of coal and export of clinker, the Sea Port equipped with required port facilities will also be constructed at the above mentioned location in the South China Sea (Bien Dong). The Cement Plant and the Seaport will be connected by a dedicated road (“the Access Road”) with a length of about 17 km as shown in Figure 1-1.

Figure 1-1 Location of Cement Plant and Planned Access Road to Seaport


The Project was granted with the investment license by the Prime Minister under Letter No. 404/TTG-CN dated 13 March 2006. The Access Road from the Cement Plant to the Seaport at



Dien Loc Commune was approved by the Thua Thien-Hue Province authority with the document No. 4879/UBND-QH on 30 September 2008.

1.2 Purpose of the Service

The purpose of this service is to prepare the development plan of the Sea Port and to verify feasibility of the Sea Port Project in terms of technical soundness and cost effectiveness.

The Consultant will recommend conducting additional services to the Employer, if they seem to be necessary for efficient and successful completion of the Study.

1.3 Scope of Works

The Services are carried out in accordance with the Scope of Works specified in the Contract as described bellow.

(1) Prepare requirements for Additional Natural Conditions Surveys and Data Collection to be done by the Employer, including wind data, hydrologic data, topographic survey, soil investigation, socio-economic conditions and other data and information on master planning of the project area, etc.

(2) Implement the Data Collection and Site Visit and evaluation of the adequacy and reliability of the collected data and surveyed results reports. The Additional Natural Conditions Surveys are to be executed separately from the Services.

(3) Carry out a Feasibility Study, including layout planning, basic design, investment planning and total cost estimate for the investment (the Project).

(4) Undertake the legal procedures related to application of the following two procedures:

• Procedure for Port Location (Coordinates) to be issued by MOT, and • Procedure for Berth Alignment Plan to be approved by VINAMARINE.

1.4 Ports and Studies related to the Services

In the region of the Project, there are the existing ports listed in Table 1-1 below:

Table 1-1 Existing Commercial Ports near the Project Site

Port Province Distance* Port Capacity Expansion Plan

Cua Tung 50 km Not Available Not Available

Cua Viet Quang Tri

36 km 2,000 DWT Expansion is planned

Thuan An 27 km 2,000 DWT Upgrade to 5,000 DWT

Chan May Thue Thien-Hue

74 km 20,000 DWT Expansion is planned

* Direct distance measured from the Seaport of the Project. Source: JPC

In order to carry out this Service efficiently and successfully, the Consultant should study and fully utilize the information and knowledge of related past studies listed in ATTACHMENT-1.

1.5 Schedule of the Services

The Consultant should carry out the Services as scheduled in Table 1-2 below. Total period of the Services was planned to be six (6) months. Actual service periods are varied due to discussions.



Table 1-2 Schedule of the Services

1 Site Visit

2 Submission of Initial Report

(Verification by Appraisal Consultant)

( Additional Natural Conditions Surveys)

Supervision for Additional Natutal Conditions Surveys

3 Layout Planning

Submission of Port Plan Report


Procedure 1 for Port Location Approval from MOT

Procedure 2 for Bert Alignment Plan from VINAMARINE

4 Basis Design of Civil Facilities

5 Equipment Planning and General Design

6 Construction Planning and Cost Estimate

7 Basic Design Report (Draft)


8 Revision of Basis Design Report (if required)

9 Basic Design Report (Final)

ProgressMeeting (1)

ProgressMeeting (2)

FinalMeeting

Inception Report,AdditionalSurveysReport

Questionaire

Port PlanReport

BasicDesignReport(Draft)

BasicDesignReport(Final)

5th 6th 7thStudy Activities 1st 2nd

Reporting Schedule

Meeting

3rd 4th

Kick-offMeeting

Source: Contract of the Consulting Services

1.6 Outputs of the Services

According to the Contract, the Consultant must present outputs of the Services to the Employer in the following reports as scheduled in Table 1-2 above.

(1) Inception Report (5 sets in English), including Questionnaire, at Kickoff Meeting

(2) Additional Survey Plan Report (5 sets in English), at Kickoff Meeting

(3) Port Plan Report (10 sets in English and Vietnamese), by 10 May 2009

(4) Basic Design Report (Draft) (5 sets in English), by 10 July 2009

(5) Basic Design Report (Final) (10 sets in English and Vietnamese), including Drawings (A-3 size), by 10 August 2009

The above (3) Port Plan Report and (5) Basic Design Report should be prepared and submitted to the Employer for English version first. Their Vietnamese versions will be submitted after two weeks from approval of the Employer for the English version.

In the actual Services, (1) Inception Report and (2) Additional Survey Plan Report were presented on 13 February 2009. The Additional Natural Conditions Surveys, however, were



delayed about one month, which affected the schedule of analyses of natural conditions and planning of port facilities. Thus, the subsequent schedule of reports (3), (4) and (5) was deferred by about one month.

In the actual Services, the Port Plan Report was drafted and submitted to the Employer on 9 June 2009. This revised Port Plan Report has been finalized about 4 months over the due date because of procedures and discussions between the Employer and the Consultant. In addition to the above reports, an Answer Report was submitted on 10 July 2009 in response to comments and questions by the Employer on the draft Port Plan Report.

1.7 Items and Methodologies of the Services

The Services are planned to be carried out as shown in the flow chart of Figure 1-2 bellow. Methodology of key items of the Services is as follows.

(1) Advise, Supervision, and Evaluation of Site Surveys

The Consultant, considering results and findings of the site visit, will advice the Employer to carry out Additional Natural Conditions Surveys if necessary. These survey works will be supervised by the Consultant and the results will be evaluated together with those of the surveys conducted in the past.

(2) Planning of Required Facilities and Equipment

The Consultant presents the most typical alternatives of port layout plan in consideration of technical and economic possibilities such as Island Breakwater Port, Enclosed Breakwater Port, and Land Excavation Port.

The alternatives should be evaluated in terms of:

1) Effect to secure calmness in the port for ship and cargo handling operations, by means of "Wave Diffraction Analysis". As the result of analyses, the length of breakwater (s) will be decided,

2) Side-effects of construction of the port on the coastal process,

3) Expected construction cost and cost-effectiveness, and

4) Others.

(3) Numerical Assessment of Beach Erosion/Accumulation

The effect of construction of port will be assessed in terms of:

1) Expected change of shoreline by "one-line theory", and

2) Expected change of seabed morphology by assessment of erosion and sedimentation for the above four alternatives.

(4) Structural Design and Cost Estimation

Structure of port facilities will be discussed in view of strength, effectiveness, cost and others. One of the most important structures is "Breakwater(s)" in terms of cost-effectiveness of the Project.



Figure 1-2 Methodology of the Services

Source: JPC

2. Advise, Supervision, and Evaluation of Additional Natural Conditions Surveys (1) Kind and Locations of the Additional Surveys (2) Method of the Surveys and Lab Tests (3) Supervision and Evaluation of the Surveys

1. Site Visits

3. Confirmation of Planning and Design Conditions (1) Phasing (2) Target Type and Volume of Cargoes (3) Design Ships (4) Hydraulic Conditions (Tide, Wave, Current, etc.) (5) Topographic, Bathymetric, and Geological Conditions

4. Planning of Required Facilities and Equipment (1) Required Kind, Size, Number of Berths, and Equipment (Facility Planning) (2) Necessity of Breakwater (Hydraulic Analyses) (3) Alternatives of Port Layout Plans and Selection Method (Impacts Evaluation and Cost comparison)

6. Selection of Port Layout Plan (1) Optimum Layout Plan (2) Required Facilities

8. Planning of Construction Method and Time Schedule (1) Quantity of Construction Material (3) Construction Method (2) Required Construction Period

9. Rough Cost Estimate (1) Civil Facilities (2) Equipment

5. Prediction of Change in Coastal Process

10. Cost Effectiveness Analysis

7. Design of Required Facilities and Equipment (1) Basic Design of Port Facilities (2) Basic Design of Yard, Storage Facilities, Utilities and Buildings (3) General Design of Equipment

Inception Report Survey Plan Report

Port Plan Report

Additional Natural Condition Surveys

Basic Design Report

11. Legal Procedures



2. PROJECT CONDITIONS

2.1 Cement Production Plan

The Project includes the cement plant, the conveyor, limestone mine, clay mine, the outer plan transport system, and other constructions such as power supply, water supply, road connection to main road, etc. The total investment is planned to be US$ 320 million.

The Basic Design of the Cement Plant is approved by the Ministry of Construction in March 2008. The Cement Plant Project obtained its Investment Permit from the Thua Thien-Hue in April 2008. The assessment result of Limestone and Clay Mines was approved by the National Committee of Mineral Reserves in 2008. The Basic Design of Lime Stone and Clay Mine was appraised by the Department of Industry and Trade of the Thua Thien-Hue Province in November 2008.

The EIA of the Cement Plant was appraised by MONRE in August 2008. The EIAs of the Clay Mine and Limestone Mine were appraised by DONRE in November and December 2008, respectively.

The cement plant area, the conveyor area, the mine area are basically already cleared for construction. The process of obtaining permit for exploitation of limestone and clay mines from MONRE is currently underway.

The access road to the Cement Plant is under construction at Phong Xuan and Phong An Communes, Phong Dien District, Thua Thien-Hue Province. The production plan of clinker and cement is, as shown in Table 2-1, initially 1.73 million tons per year as Phase 1 and finally 5.16 million tons after Phase 2.

Physical properties of materials for sea transport, i.e. coal, clinker, gypsum and pozzolana are summarized in Table 2-2.

Table 2-1 Production Plan and Transport Demand of TH Transportation J.S.C (Unit: tons/year)

No Materials Quantity (ton/year) Transport Means Phase 1 Phase 2 Total

I Export 1.732.500 3.423.750 5.156.250 1 Clinker 990.000 2.310.000 3.300.000 Seaway to a port in the Soai Rap

River at Long An Province 2 Cement Package 742.500 1.113.750 1.856.250 Road and railway to Central and

Tay Nguyen II Import 460.074 827.908 1.287.982 1 Coal 215,000 430,000 645,000 Seaway from ports in Quang

Ninh Province 2 Plaster 44.300 66.460 110.760 Road 3 Laterite 59.400 118.800 178.200 Road (Desultory goods) 4 Adjuvant Materials 140.300 210.500 350.800 Road (Desultory goods) 5 Other materials* 1.200 2.400 3.600 Seaway

* include gypsum and pozzolana

Total 2.192.574 4.251.658 6.444.232 Total of sea and land Total Seaway 1,200,000 2,800,000 4,000,000 Seaway




Table 2-2 Physical Properties of Materials for Sea Transport

Materials Type Grain Size Maximum size Bulk Density Coal Antractite HG4a 0-15mm (15mm) (.8 t/m3) Clinker <=30mm (95%) 40mm (1.5 t/m3) Gypsum Pozzolana

<= 70mm (95%) 1.50 t/m3

Source: Dong Lam Cement JSC Note: Figures in parentheses are JPC’s estimate

There is a plan to construct a clinker silo with a capacity of 50,000 tons in the cement plant. Delivery efficiency of the clinker silo is 500 tons/hour.

The planned capacity of coal stock yard in the cement plant is 20,000 tons, or 2 units of fully covered stock piles of 10,000 tons each. Equipment used for coal stocking system is with belt conveyor, stacker, reclaimer and apron feeder with an efficiency of 200 tons/hour.

2.2 Target Year and Transport Demand

The contract for construction of the Cement Plant is expected to be signed in the second quarter of 2009. The construction is expected to start in the fourth quarter of 2009, and the estimated plant construction period is 28 months, counting from the contract signed date. In other words, commencement time of the Cement Plant operation is anticipated to be at the end of 2011 or early 2012. Thus, the target year of Phase 1 is 2011 and the target year of Phase 2 will be decided after Phase 1.

The access from the Cement Plant to the Sea Port will be in operation one year to two years later than the time when the Cement Plant will be operational. The target year of the access to the Sea Port and the Sea Port itself is 2012 or 2013.

2.3 Shipping Plan and Design Ships

The material transport plan is as summarized in Table 2-1 above. There are substantially two commodities only to be handled at the Sea Port, i.e. coal for import from Quang Ninh Province and clinker for export to Long An Province except for small amount of other materials including gypsum and pozzolana. They are minerals, and the type of all of these cargos is bulk cargos to be shipped by bulk vessels.

The Design Ships are designated as summarized in Table 2-3 below. The required dimensions of the berths corresponding to the design ships are also shown in the Table.

Table 2-3 Design Ships and Required Berths for Sea Transport

Ship Dimensions (m) Required Berth (m) Type Design Ship Size

Loa Breadth Draft Length Depth

Clinker Tanker 15,000 DWT for Phases 1 and 2 150 22 9.0 190 10.0

7,000 DWT for Phase 1 120 18 7.0 140 8.0

Coal Tanker 15,000 DWT for Phase 2 150 22 9.0 190 10.0

Ship for Other Materials Not shown in RFP

<190 <10.0

Source: RFP and “Technical Standards and Commentaries for Port and Harbour Facilities in Japan (2008)”



For reference, a list of the presently available bulk cargo ships in the Vietnam Resister (VR) is presented in Table 2-4 below and detail is in Table A.2-1 in ATTACHIMENT A2. These design ships are rather popular ones in Vietnam.

Table 2-4 List of Existing Bulk Cargo Ships in Vietnam

No DWT Bulk Cargo Ship

1 < = 1,000 0

2 <=2,000; > 1,000 4

3 <=3,000; > 2,000 5

4 <=5,000; > 3,000 17

5 <=7,500; > 5,000 1

6 <=10,000; > 7,500 1

7 <=12,500; > 10,000 4

8 <=15,000; > 12,500 5

9 <=20,000; > 15,000 1

10 <=30,000; > 20,000 30

11 >=30,000 12

Total 80

Source: Registered Ship in Vietnam, VINAMARINE

Bulk Cargo Ship

0

5

10

15

20

25

30

35

< = 1,000

<=2,000;

> 1,000

<=3,000;

> 2,000

<=5,000;

> 3,000

<=7,500;

> 5,000

<=10,000;

> 7,500

<=12,500;

> 10,000

<=15,000;

> 12,500

<=20,000;

> 15,000

<=30,000;

> 20,000

>=30,000

1 2 3 4 5 6 7 8 9 10 11

DWT

Number of Ship

Figure 2-1 Distribution of Existing Cargo Ships in Vietnam

Source: Registered Ship in Vietnam, VINAMARINE



The most important particulars of the design ships are the draft (D), the length overall (Loa), and beam (B). Figure 2-2 shows distribution of D, Loa and B for the bulk carriers which are registered to Vietnam Register (VR).

Relationship Between DWT and Draft for Bulk Carriers

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

18.00

20.00

0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000

DWT (m)

Max

Dra

ft (m

)

Relationship Between DWT and Ship Draft

�� (Relationship Between DWT and Ship Draft)

Relationship Between DWT and Loa for Bulk Carriers

0.00

50.00

100.00

150.00

200.00

250.00

0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000

DWT (m)

Ove

rall

Leng

th, L

oa (

m)

Relationship Between DWT and Loa �� (Relationship Between DWT and Loa)

Relationship Between DWT and Breadth for Bulk Carriers

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000

DWT (m)

Bre

adth

, B (

m)

Relationship Between DWT and Breadth �� (Relationship Between DWT and Breadth)

Figure 2-2 Ship Particulars of Bulk Carriers Registered to Vietnam Register (VR) Source: Vietnam Register



2.4 Requirements for Port Planning

The port facilities to be planned here can be summarized as shown in Table 2-5. Required numbers of ship calls for these design ships become, based on Tables 2-1 and 2-3, as shown in Table 2-6.

Table 2-5 Required Port Facilities to be Planned in the Services

Location Facilities Phase 1 (Until 2013)

Phase 2 (2015-2020)

Breakwater(s) Construction if necessary Extension if necessary Loading Berths (Clinker) For 15,000 DWT ship For 15,000 DWT ship

Unloading Berth (Coal & Others) For 7,000 DWT ship For 15,000 DWT ship

Channel and Basins (Berthing and turning basins) Dredging if necessary Dredging if necessary

Navigation Aids (Light Beacons) Construction Construction if necessary Access Bridge Construction Expansion if necessary Loading/Unloading Equipment on the Bridge, Berths and Ships Procurement Addition if necessary

Temporary Construction Base Construction if necessary Construction if necessary

Other Equipment (Tugboats, etc.) Procurement if necessary Procurement if necessary

Buildings on the Berth

Sea

Port Area

Utilities (Electricity, Lighting, etc.) Inner-port Road, Port Gate, and Other Infrastructure Construction Construction if necessary

Silo, Warehouse, Stockyard and other Storage Facilities Construction Construction

Administration Building and other Buildings Construction Construction if necessary

Security Facilities (Fence, etc.) Construction Expansion if necessary Transportation Equipment in the Land Area Procurement Addition if necessary

Land

Port Area

Utilities (Electricity, Water, Drain-age, Lighting, Fire-fighting, etc.)

Construction Construction if necessary

Source: JPC

Table 2-6 Number of Ship Calls to be Considered

Phase 1 After Phase 2 Type of Ship Ship Size Cargo Volume

(ton/year) Ship Call

(ship/year) Cargo Volume

(ton/year) Ship Call

(ship/year)

Clinker Tanker (Export)

15,000 DWT 990,000 66 3,300,000 220

7,000 DWT 215,000 31 - - Coal Tanker (Import) 15,000 DWT - - 645,000 43 Ship for Other Materials (Imp) Not specified 1,200 4* 3,600 12*

Total 101 275

* Ship size is assumed to be 300 DWT.

Source: JPC



2.5 Considerations for Future Development

Other than the above mentioned cargos related to the Cement Plant, TH Transportation J.S.C is looking at the transport demands of the following commodities:

(1) Sand for export: 200,000 tons per year (2) General goods: 100,000 tons per year (3) Wood products, construction glass, commercial products, natural gas, petroleum, etc.:

About 1 million tons in 2020 Regarding the design ships, bulk carriers of 20,000DWT-class with a wide beam and a shallow draft are expected to call at the port in the future. For this consideration, the port should be made avail of even for a part of 20,000DWT-class bulkers, or water depth of 10.0m to 10.5m should be considered.



3. NATURAL CONDITIONS

3.1 Geography and Geology of the Project Site

The Sea Port project area locates in My Hoa, Phong Dien District, Thua Thien Hue Province. It is located approximately 28 km north-west from Hue City.

The project site is, as shown in the Cover Map and Figure 3-1 below, on a long sandy beach and dune of about 128km long extended between the Vinh Moc head land in Quang Tri Province and Chan May Dong Peninsula in Thua Thien-Hue Province. The Vinh Moc head land is geologically Bazalt (gray colored in the Map). Chan May Peninsula consists of rock made of two-mica granite and weathered soil (pink colored). The coastal plain in between the two headlands from the beach to the area behind the National Highway No.1 is covered by white colored quarts sand of Upper Holocene originated by the alluvial sediments (yellow color) mostly from the Huong River.

In this coastal zone, there are three large rivers running out from the Truong Son mountain range with an altitude over 500m, i.e. from the north, the Ben Hai River and the Quang Tri River in Quang Tri Province, and the Huong River in Thua Thien-Hue Province. The Huong River is constituted with tributaries of the Bo, the Ta Trach, and the Huu Trach Rivers. Their river mouths are called cua Tung, cua Viet, and cua Thuan An, respectively. These rivers are notorious by frequent flooding almost every year. At the same time, they are sources of sediment supply for the beach. Behind the coastal beach, a long lagoon extends, i.e. from the north, Tam Giang Lagoon, Thanh Lam Lake, and the Cau Hai Lake. The exit of the former two is cua Thuan An, and the exit of the Cau Hai Lake is called cua Tu Hien. The exit of Tu Hien is occasionally filled up by mobile sand band outside. Most recently it was once closed in late 1990’s by sand accumulation.

Figure 3-1 Simplified Geological Map of Binh-Tri-Thien Plain Source: Le Ba Thao (1997) Viet Nam, the Country and its Geographical Regions



There is an island named Con Co Island about 25 km off from the Vinh Moc head land. On this island there is a meteorological observatory.

3.2 Topography and Bathymetry

A topographic map and bathymetric maps were prepared by TEDIPORT (2008) at the Sea Port site. To expand and supplement the topographic map, EGS (VIETNAM) made an additional survey on land of My Hoa Commune in 2009.

The combined map is shown in Drawing No. G1. The land area consists of sand dunes covered with trees. The water depth contours are mostly parallel to the shoreline. Near the shoreline there are some bars and troughs formed by wave actions. The bottom slope in the sea is about 1/50 to 1/70.

3.3 Meteorological Conditions

The existing meteorological data measured at Hue Hydro-meteorological Station and hydrological data recorded at the Cua Viet National Hydrological Station have been collected by TEDIPORT in September 2008. In addition, wind data recorded at Con Co Hydro-meteorological Station were also obtained.

- Hue Hydro-meteorological Station is located at 16°24’ N ; 107°41’E - Cua Viet Hydrological Station is located at 16°53’N; 105°05’E - Con Co Hydro-meteorological Station is located at 17010’ N, 107o21’E

The wind data at Hue and Con Co were recollected and reanalyzed by EGS (VIETNAM) in April 2009 in terms of frequency of strong wind over 10m/sec..

The meteorological data are collected from Hue Station for many years presented in Table 3-1.

Table 3-1 Periods of Meteorological Data at Hue and Con Co Stations

Items Period Items Period

Air temperature 1928 ÷ 2007 Typhoon 1960 ÷ 2007 Air humidity 1956 ÷ 2007 Fog 1976 ÷ 2007 Air pressure 1996 ÷ 2007 Visibility 1976 ÷ 2007 Rainfall 1956 ÷ 2007 Wind (Con Co) 1974 ÷ 2007 Wind 1983 ÷ 2007

Source: Hydro-meteorological Stations at Hue, Cua Viet and Con Co.

Regarding hydrological data, water levels at Cua Viet Station have been collected; i.e. yearly maximum water level in the period 1977 – 2007, and hourly water level, low tide, high tide and mean tide water levels in the period 1990 - 2007.

3.3.1 Air Temperature

The statistic analysis of air temperature (1928 - 2007) at Hue shows the following results: - Average temperature in recorded years: 25.1°C. - The maximum monthly average temperature: 29.3°C in June and July. - The minimum monthly average temperature: 20.2°C in January. - Maximum air temperature: 41.3°C (May 1983).



- Minimum air temperature: 8.8°C (January 1934).

3.3.2 Air Humidity

The statistic analysis of air humidity (1956 - 2007) at Hue shows the following results: - Average relative air humidity in recorded years: 83.33%. - Maximum average air humidity: 100%. - Minimum average air humidity: 26% (April 1973).

3.3.3 Air Pressure

The statistic analysis of air pressure (1996 - 2007) at Hue shows the following results: - Average air pressure in recorded years: 1,009.3mb. - Maximum air pressure in recorded years: 1,031.1mb (5 March 2005). - Minimum air pressure in recorded years: 990.5mb (22 August 2000).

3.3.4 Rainfall

The statistic analysis of rainfall (1906 - 2007) at Hue shows the following results: - The average yearly rainfall in recorded years: 2,835.3mm. - The maximum daily rainfall: 977.6mm (3 November 1999). - The month having maximum average rainfall: October (rainfall of 727.9mm) - The month having minimum average rainfall: February (rainfall of 50.3mm). - The number of yearly average rainy days: 156.4 days. - The month having maximum number of rainy days: November (20.6 rainy days); - The month having minimum number of rainy days: July (7.6 rainy days). - Typical severe rainy months: From September to November.

3.3.5 Usual Wind

Wind roses at Hue and Con Co are shown in Figures 3-2. In order to grasp the frequency of strong wind, cumulative frequency of wind speed at Hue and Con Co is analyzed as shown in Table 3-2. The wind data consist of 10-minute average wind speed and direction, which are measured at intervals of 6 hours (4 times a day). This is the practice of the Hydro-meteorological Service in Vietnam.

(1) Wind at Hue Station - The maximum wind speed observed at Hue station from 1983 to 2007 is 30m/s, blowing

from the North-East on 28 April 1993 . - The general wind rose (1991-2007) shows that the wind direction dominates the

North-west directions with frequency of 10.56%, North-East direction with frequency of 9.56%. Calm wind is 52.08%.

- Monthly wind rose at Hue shows that from December to March the wind dominates North-West direction (NW), with maximum frequency in December (18.93%); from April to November the wind blows to many directions.

(2) Wind at Con Co Station - The maximum wind speed observed at Con Co Station from 1974 to 2007 was 38 m/s

blowing from the North-West on 26 October 1983. - The general wind rose (1993-2007) shows that the wind direction dominates the North

direction (16.67%), and South-East direction (14.63%). Calm wind is 7.72%. - Strong wind over 10 m/sec comes from the northern direction between NW and NE.



N

NE

E

SE

S

SW

W

NW

>15 (m/s)9 - 14.9 (m/s)4 - 8.9 (m/s)0.1 - 3.9 (m/s)LÆng/ Calm

52.08

Note

Scale : 1% ~ 1mm

N

NE

E

SE

S

SW

W

NW

>15 (m/s)9 - 14.9 (m/s)4 - 8.9 (m/s)0.1 - 3.9 (m/s)LÆng/ Calm

7.72

Note:

Scale : 1% ~ 1mm (1) Hue (2) Con Co

Figure 3-2 Wind Roses at Hue and Con Co Source: Hydro-meteorological Stations at Hue and Con Co

Table 3-2 Cumulative Frequency of Wind at Hue and Con Co

(1) Hue Station (%)

Wind Speed

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec All

year

Calm 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0

< 5m/s 54.2 54.0 55.6 54.4 53.7 54.4 53.8 50.9 46.1 51.2 51.9 55.5 53.0

≧ 5m/s 3.8 3.6 4.6 4.0 3.9 4.5 4.7 3.8 3.2 5.4 5.1 3.6 4.2

≧10m/s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.2 0.1 0.0 0.1

≧15m/s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.0 0.0 0.0

Highest (m/sec)

Direction

5-10

NW

5-10

NW

5-10

NW

10-15

NW

10-15

NNW

10-15

SW

10-15

S

15-20

WNW

15-10

NNW

20-30

W

15-20

ENE

5-10

NW

20-30

W

(2)Con Co Station (1974-2008) (%)

Wind Speed Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec All

year

Calm 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0

≧0.1m/s 89.4 89.3 84.7 82.4 84.0 92.4 93.5 89.3 84.0 90.6 92.3 90.5 88.6

≧ 5m/s 37.9 30.3 24.5 19.0 16.3 25.9 28.6 29.4 23.0 38.7 49.2 45.6 30.8

≧10m/s 3.3 2.2 1.0 0.7 0.4 0.6 0.6 1.2 1.9 5.4 7.1 5.9 2.5

≧15m/s 0.0 0.1 0.0 0.0 - - - 0.2 0.4 0.4 0.2 0.4 0.1

Highest (m/sec)

Direction

15-19 NNW

15-19 NW

15-19 NNW

15-19 WNW

10-14 N

10-14 SW

10-14 SW

20-30 SE

20-29 WSW

38 SW

15-19 N

15-19 N

38 SW

Source: EGS (2009) “The Additional Survey for Dien Loc Seaport Feasibility Study, Vol III ”

Note: Yellow columns show NE monsoon season



- Monthly wind rose shows that in November, December and January the wind dominates North direction, with maximum frequency in December (34.84%); In February and March, the wind direction dominates the North-West; In April and May the wind direction dominates the South-East; In June, July and August the wind direction dominates the South-West; In September and October the wind blows from many directions.

(3) Strong Wind and Port Operations at the Seaport

Strong wind due to typhoons or storms can hinder cargo handling operation works in a port. An example in Vietnam is a strong gust occurred at Cai Lan Port on 21 November 2006. It completely destroyed two container cranes on Container Berth No.7 and one jib crane on Berth No.1 of the Port, stopping cargo handling works at these berths.

In the past experience, cargo handling operations with cranes are considered to be dangerous and suspended when the wind speed exceeds 10m/second, which is called the critical wind speed.

According to the above wind data at Hue and Con Co Stations, wind at Hue is quite weaker than that in Con Co. This is because Hue is located on land where wind is degraded by friction of surface structures and plants. In that sense the wind data at Con Co Island might be better apply to the Seaport of the Project. Then, as a reference of expected wind on the sea at the Seaport, we might be able to take account in port planning that, considering the average percentage of wind over 10m/sec during the NE monsoon season, 5% of time is over 10m/sec in wind speed when port operations should be suspended.

3.3.6 Fog and Visibility

The average number of foggy days from 1976 to 2007 is 8.9 days, or 2.4% of time in a year. February has maximum number of foggy days, i.e. 2.6 days, or 9.3% of the time. The figure is not very high. It could, however, affect the operations of the Seaport.

In almost days of a month the visibility is of from 10km to 15km, which is long enough for port operations.

3.4 Geotechnical Conditions

Geotechnical investigation was carried out at four locations in the sea by TEDIPORT in October 2008 and two locations on the land by EGS (VIET NAM) in April 2009. Their borehole locations are as shown in Table 3-3 and Drawing No.G1. Soil layers are shown in Figure A.3-2 (1) to (3). The characteristics of soil layers are as follows:

• Layer 1 - Loose to medium dense, dark grey, grey, poorly graded SAND (SP-SC) with clay: This is the surface layer in the project area. It distributes widely and continuously, and is encountered at all boreholes with the thickness varied from 16.0m (LK-Đ1) to 21.0m (LK-B2). SPT-values of this layer vary from 6 to 28 blows. On the land the soil is stronger with SPT higher than 30 to over 60.

• Layer 2 - Dense, bluish grey, yellowish grey, Poorly graded SAND (SP): This layer is distinct from layer 1 by higher SPT-values and the difference of grain size distribution. The layer 2 is thinner than layer 1 in the sea, and thicker on the land.



Table 3-3 Coordinates and Elevations of Boreholes at Sea Port

Coordinates (m) – VN 2000 No.

Borehole No. Northing Easting

Elevation (m)

Thickness (m)

Remarks

1 LK-B1 1847560 547951 -12.8 50.5

2 LK-B2 1847251 547697 -6.9 48.5

3 LK-D1 1847306 548260 -12.8 48.5

4 LK- D2 1846997 548006 -6.6 48.5

In the sea

5 LK01 1846887.98 547348.34 +1.25 25 Shoreline

6 LK02 1846723.37 547218.15 +2.70 57 On-land Source: TEDIPORT (2008): Report on Geotechnical Investigation,; EGS (VIET NAM) (2009): The Survey for Dien

Loc Port Investment Project, Volume IV: Soil Investigation.

• Elevation of the top of layer 2 varies from -25.1m (LK-Đ2) to -30.3m (LK-B1) in the sea, and about 7m on the land. Elevation of bottom of layer 2 is changed from -35.6m (LK-Đ2) to -38.8m (LK-B1) on the land it is about -22m. The SPT value is about 30 in the sea and over 50 on the land

• Layer 3 - Stiff, grey, bluish grey, fat CLAY (CH): This is the unique cohesion layer in the study area. This layer is encountered at all boreholes with thickness from 4.0m (LK-Đ2) to 13.5m (LK-B1). Elevation of bottom of layer varies from -39.6m (LK-Đ2) to -52.3m (LK-B1). SPT is about 30 in the sea. The layer 3 on the land is very thin with a thickness of about 0.5m and soft with SPT of only 1.

• Layer 4 – Very Dense, bluish gray, light grey, poorly graded SAND (SP): This layer is the third cohesionless layer in the project area. It has the highest bearing capacity with almost SPT-values over 50 blows. This Layer 4 distributes widely and continuously with the elevation from -39.6m (LK-D2) to -52.3m (LK-B1). The thickness of this layer is undefined in the sea. It has SPT of higher than 30 and even over 50.

• Layers 5 to 9 – Soft to Firm Fat CLAY (CH) to Very Hard Lean CLAY (CL): According to Borehole LK02, there is a very thick clay layer from -26m to -57m. The layers 5 and 6 with a depth of 24m have rather low SPT of 3 to 15. The layers 7 and 8 are transient clay layers to the bearing Layer 9. The layer 9 is stiff and has SPT over 50.

Average values of physical – mechanical properties of the Fat Clay Layer 3 in the sea are presented in Table 3-4 below. The clay has rather common and stable parameters.

Table 3-4 Physical Properties of Layer 3:Fat Clay

No. Property Symbol Unit Average 1 Moisture content W % 45.78 2 Liquid limit WL % 76.96 3 Plastic limit WP % 31.19 4 Plasticity index IP % 45.77 5 Consistency B - 0.32 6 Natural bulk density γW g/cm3 1.75



No. Property Symbol Unit Average 7 Dry density γC g/cm3 1.20 8 Particle density (specific gravity) Δ g/cm3 2.72 9 Natural void ratio �o - 1.267

10 Porosity n % 55.89 11 Degree of saturation G % 98.28 12 Angle of internal friction ϕ Deg. 11º31' 13 Cohesion C kG/cm2 0.17 14 Coefficient of Compression a1-2 cm2/kG 0.045

Consolidation test

Coefficient of consolidation Cv 10-3cm2/s 1.071 Coefficient of compression av cm2/kG 0.033 Coefficient of permeability K 10-7cm/s 0.122 Compression index Cc 0.111

15

Pre-consolidation pressure P kG/cm2 3.160 UU triaxial test Angle of internal friction ϕ Deg. 2º49'

16

Cohesion C kG/cm2 0.198 CU triaxial test Angle of internal friction ϕ Deg. 13º20' Cohesion C kG/cm2 0.234 Angle of internal friction effective ϕ’ Deg. 13º58'

17

Cohesion effective C’ kG/cm2 0.230 Source: TEDIPORT (2008): Report on Geotechnical Investigation

3.5 Oceanographic and Coastal Engineering

3.5.1 Tidal Levels

There is no tide observation station at the project site. Reference points include Tien Sa in Da Nang Port, Cua Viet and Con Co Island in Quan Tri Province, and Chan May in Thua Thien-Hue Province. In Tien Sa and Cua Viet, tidal level observations have been carried out long time. In Tien Sa, extensive oceanographic surveys were carried out by JICA, including wave observation.

The tide regime at the project port area is defined as “unequal semi-diurnal tide”. Normally there are two high and two low tides in a day. The main components of tidal level at the project site are shown in Table 3-5 which is calculated from the measurement of tidal level on the site by EGS (VIET NAM) in April 2009.

As the most basic information, the relationship between the National Land Survey Datum (LSD) and the Chart Datum (CD) is defined by:

LSD = CD + 71cm* (3.1)

(Note) 71cm is information of the Cua Viet National Tide Station

The tidal levels at Tien Sa are identified as shown in Table 3-6.



Table 3-5 Major Tidal Components Recorded at the Sea Port Site

Tidal

Components

Abbreviation Period (hour)

Amplitude (cm)

Phase Angle

(deg)

Major Lunar Semi-diurnal M2 12.42 17.9 349.8

Major Lunar Diurnal O1 25.82 7.5 49.5

Major Solar Semi-diurnal S2 12.00 7.4 347.6

Luni-solar Fortnightly MSf 32.68 7.0 344.5

mu2 12.87 5.4 353.8

Sigma1 27.85 3.3 166.6

Luni-solar Diurnal K1 23.93 2.1 219.2

Source: EGS (VIET NAM) (2009): The Survey for Dien Loc Port Investment Project, Vol. I Tidal Observation

Table 3-6 Tidal Levels at Danang

Name of Tide Abbreviation Water Level (m)

Highest High Water Level HHWL +2.35

Mean Monthly-Highest Water Level HWL +1.4

Mean Sea Level MSL +0.92

Mean Monthly-Lowest Water Level LWL +0.4

Lowest Low Water Level LLWL +0.07

Chart Datum Level CDL 0

Source: JICA (1998): The Study of Port Development Plan in the Key Area of Central Region in S.R. Vietnam

Water levels recorded at Cua Viet are used to calculate and correlate with water levels at the project area, because tide regime of both areas is almost same. Based on the water levels recorded at Cua Viet Station from 1990-2007, the cumulative frequency was calculated for hourly water level, high tide, mean tide, and low tide. The results are shown in Table 3-7.

Table 3-7 Statistics on Water Levels vs. Cumulative Frequency at Cua Viet Station (cm above LSD)

Cumulative Probability (%) Water Level

1 3 5 10 25 50 75 90 95 97 99

HHour 89 65 54 40 19 -1 -19 -37 -46 -51 -60

HHigh 106 84 75 62 43 26 12 3 -2 -4 -11

HMean 86 60 50 35 15 -3 -14 -22 -25 -29 -33

HLow 50 22 11 -4 -24 -39 -52 -61 -64 -68 -73

Based on highest water levels from 1977 to 2007 the theoretical frequency curve was plotted according to the following frequency in Table 3-8:



Table 3-8 Water Levels Corresponding to Theoretical Frequencies (cm above LSD)

Theoretical Frequency (%) Water Level

1 3 5 10 25 50 75 90 95 97 99

H(cm) 279 237 218 191 155 125 106 95 90 88 86

During the period of 1977-2007 at Cua Viet station, the maximum and minimum water levels are as follows:

Hmax = LSD +274cm ( 31th October 1983) (3.2) Hmin = LSD -90cm ( 31th July 1987) (3.3)

The water level correlation equation between Dong Lam and Cua Viet Stations is determined in the report on hydrographic survey prepared by TEDIPORT as follows:

HDong Lam= 0.78 x HCua Viet - 3.21 (cm) with correlation factor: R = 0.91 (3.4)

Based on correlative equation, water levels at Dong Lam corresponding with cumulative frequency and theoretical frequency are calculated in Tables 3-9 and 3-10 below.

Table 3-9 Water Levels Corresponding to Cumulative Frequencies (cm above LSD)

Cumulative Frequencies (%) Water Level

1 3 5 10 25 50 70 90 95 97 99

HHour 66 47 39 28 12 -4 -18 -32 -39 -43 -50

HHigh 79 62 55 45 30 17 6 -1 -5 -6 -12

HMean 64 44 36 24 8 -6 -14 -20 -23 -26 -29

HLow 36 14 5 -6 -22 -34 -44 -51 -53 -56 -60

Table 3-10 Water Levels Corresponding to Theoretical Frequencies

(cm above LSD) Theoretical Frequencies（％）

Water Level 1 3 5 10 25 50 70 90 95 97 99

H (cm) 214 182 167 146 118 94 79 71 67 65 64 3.5.2 Tidal Current

The global surface current changes by the effect of tide and wind on the sea. Along the central coast of Vietnam, the current direction is predominantly northerly (from north) except the southwest monsoons in summer when the current flow opposite. The speed of the coastal current in this area is not high, or less than 1.3 knots (JICA Study).

Current speed and direction were measured by TEDIPORT utilizing current meters at the Sea Port site and Cua Viet at three locations for two days from 18th August to 20th August 2008. EGS (VIET NAM) also measured current at the Sea Port site (Valeport MK-III) for15 continuous days in April 2009 at three locations of 5m, 10m, and 15m water depths by means of Acoustic Doppler Current Profilers (ADCP).



The current direction is predominantly along the seacoast. The main current direction is South-East (SE) during flood tide and North-West during ebb tide. Current speed is higher at offshore than at near shore and on the surface than on the bottom.

Characteristics of current speed and direction are analyzed at each vertical. When the tide is rising up, the current speed is increasing and gets the maximum value earlier than tide level reaches a peak, and current speed is slow down during the ebb tide.

Maximum current speed measured was 0.35m/s at point 0.2H of vertical 2 (TT2) at 0h 19 August 2008 and at point 0.2H of vertical 3 (TT3) at 10h 19 August 2008, when tide was rising up.

The harmonic analyses of tidal components are made for the measured currents at three depths and three locations (water depth of about 5m, 10m and 15m). The harmonic constituents are presented in Table 3-11 for surface tidal current at water depth of 10m. The dominating components are the major four tidal components of O1, K1, M2, and S2; and OS1.

Table 3-11 Harmonic Constituents of Surface Tidal Current (Water Depth: 10m)

Source: EGS (VIET NAM) (2009) “Survey for Dien Loc Port (refer to a map attached on page C-2 ) Investment Project Vol. IV: Tide and Current Measurement”

3.5.3 Usual Waves

(1) Usual Offshore Waves

Information of actual sea waves in Vietnam is limited. Luckily waves and other oceanographic phenomena in this sea area were measured at Danang and Ky Ha by JICA intermittently from 1997 to 2002. There are important oceanographic facts revealed through the measurements. It is to be noted that sea waves are quite resembling in central Vietnam at locations of 100km apart as shown in Figure 3-3 bellow.

East Component North Component Tidal Components

Abbreviation Period (hour) Amp.

(cm/s) Phase (deg)

Amp. (cm/s)

Phase (deg)

Major Lunar Diurnal O1 25.82 19.01 121.76 15.96 304.54 Luni-solar Diurnal K1 23.93 12.04 146.07 9.73 329.42 Major Solar-luni Diurnal SO1 22.42 4.73 175.10 3.38 4.89 Major Lunar Semi-diurnal M2 12.42 4.27 136.73 4.48 327.99 Major Solar Semi-diurnal S2 12.00 1.94 145.52 1.72 322.55 Mean Current 4.09 -1.78



Figure 3-3 (1) Location of Danang and Ky Ha Source: JPC



Figure 3-3 (2) Long and High Waves Recorded Simultaneously at Offshore of Da Nang and Ky Ha

Source: Nagai K, Kono, Dao X. Q. (1998) “Wave Characteristics on the Central Coast of Vietnam

in the South China Sea,” Coastal Engineering Journal, Vol. 40, No.4



For statistical analysis of usual wave conditions, waves in this offshore region were assessed by numerical simulations by JICA Study (1998). In the JICA Study, waves were hindcast from 1 January 1993 to 31 December 1994 (2 hours interval for 2 years) by the following method:

Location: Two locations at (N17.5 deg. and E107.5 deg.) and (N15.0 deg. and E 110.0 deg.)

Wind data used: Surface wind data by European Center for Medium Range Weather Forecast (ECMWF)

Wave calculation: Wave generation by “the significant wave method on Wilson’s Equation” and propagation by “the 3rd generation wave spectral method” based on non-linear energy transfer.

Frequency distribution of offshore deepwater waves at (N17.5 deg. and E107.5 deg.) is estimated as shown in Table A. 3-1. The most frequent wave direction is ENE. Estimated maximum waves by direction are summarized in Table 3-12. In the Table, Hs stands for significant wave height in meter.

(2) Usual Waves at the Breakwater

The offshore waves hindcast above are propagated into the coastal zone of the Sea Port at Dien Loc Commune by means of numerical calculations.

The offshore waves are represented by the Bretshneider-Mitsuyasu Directional Spectrum with the directional width parameter, Smax of 25, taking into consideration of, shoaling, refraction and breaking of irregular wave at a water depth of CDL -13.0 m (expected location of the island breakwater) with a mean tide of +0.9m. The results are shown in Table 3-13 for frequency distribution and Table 3-12 for maximum wave height by direction. The dominant wave direction

Table 3-12 Estimated Usual Maximum Waves at the Dong Lam Sea Port

Offshore Deep Water On Site at Water Depth -13m Wave Height Wave Period Wave Height Wave Period

Wave Direction

Hs (m) Ts (sec) Hs (m) Ts (sec)

NNW 1.9 5.6 - N 3.9 7.8 -

NNE 3.5 7.6 About 2.4 NE 3.6 8.0 About 3.9

ENE 3.8 8.5 About 3.9 E 3.2 7.9 About 1.2

Notes: Hs and Ts stands for significant wave height in meter and its period in second, respectively.

Total number of data is 2,920 (period: 2 years).

Source: For offshore waves, JICA (1998) ”The Study on the Port Development Plan in the Key Area of the Central

Region in the SR of Vietnam, Final Report, Chan May.” For on site, JPC.



Table 3-13 Estimated Usual Waves at the Shore of Dong Lam Sea Port Water Depth: CDL -13.0m, Period: Whole year (Unit: ％)

Hs (m) N NNE NE ENE E Calm Total Cuml.

- 0.49 - 0.24 0.03 4.23 - 3.53 8.04 100 0.50 – 0.99 - - 1.00 44.93 1.14 - 47.07 92.0 1.00 – 1.49 - - 0.58 21.65 0.21 - 22.44 44.9 1.50 – 1.99 - 0.17 0.24 10.64 - - 11.05 22.5 2.00 – 2.49 - 0.20 0.35 5.37 - - 5.92 11.4 2.50 – 2.99 - - 0.42 2.49 - - 2.91 5.5 3.00 - 3.49 - - 0.27 1.49 - - 1.77 2.6 3.50 – 3.99 - - 0.06 0.73 - - 0.80 0.8 4.00 – - - - - - - - 0

Total - 0.62 2.98 91.51 1.35 3.53 100 Notes: Hs stands for Significant wave height in meter. Total number of data is 2,920 (period: 2 years).

Original data is shown in Table A.3-1 on page A-33 Source: JPC

is ENE, or more precisely 29.5 degrees from the perpendicular direction of the orientation of the island breakwater, or direction of shoreline as shown in Figure 3-4. It is understood that, in a year, for about 92 % of time wave height exceeds 0.5m, and about 45 % of time wave height exceeds 1.0m. During the NE monsoon season, waves are higher than 0.5m for about 98 %, and in the SW monsoon season for about 84 %. This analysis is made for all shoreline of 130km long and 76 km wide with a grid intervals of 200m. Wave data are given by two seasons. Water level is the MSL.

Figure 3-4 Direction of Incident Usual Waves relative to Breakwater/Shoreline Orientation

Source: JPC

Two examples of wave propagation analysis are presented graphically in Figure 3-5 (1) and (2) bellow for typical wave directions of NE and ENE, respectively, with wave period of Ts = 7 seconds



Wave Direction-NE

Calculation Result of Refraction Coefficient (Wave Direction-NE) Figure 3-5(1) Example of Wave Propagation Calculation (NE, Ts = 7 sec) Source:JPC

-2

0 10 Km5

38.0� ‹

-2

0 10 Km5

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.98 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.97 0.93 0.98 0.94 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.82 0.56 0.96 0.92 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.85 0.60 0.95 0.93 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.86 0.65 0.94 0.94 0.99 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.87 0.67 0.94 0.94 0.99 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.98 0.88 0.70 0.94 0.95 0.99 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.98 0.88 0.72 0.94 0.95 0.99 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.98 0.88 0.73 0.94 0.95 0.99 0.99 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.98 0.89 0.75 0.94 0.95 0.99 0.99 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 1.00 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.98 0.89 0.76 0.94 0.95 0.99 0.99 0.99 0.99

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 1.00 0.99 0.99 0.99 0.98 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.98 0.90 0.77 0.93 0.95 0.99 0.99 0.98 0.98

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 0.99 0.99 0.99 0.99 1.00 0.99 0.99 0.99 0.98 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.98 0.90 0.78 0.93 0.95 0.99 0.94 0.74

0.96 0.96 0.99 0.99 0.99 1.00 1.00 0.99 1.00 1.00 1.00 0.99 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.99 0.99 0.99 1.00 0.99 0.99 0.99 0.99 1.00 0.99 0.99 0.99 0.98 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.98 0.91 0.79 0.92 0.94 0.97 0.79

0.73 0.97 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.99 0.99 0.99 1.00 0.99 0.99 0.99 0.99 1.00 0.99 0.99 0.99 0.98 0.99 0.99 0.99 0.98 0.99 1.00 0.99 0.99 1.00 1.00 1.00 0.99 0.99 0.99 0.98 0.91 0.80 0.92 0.93 0.91

0.74 0.96 0.97 0.96 0.98 0.98 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.99 0.98 0.98 0.98 0.98 0.98 0.99 0.98 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 1.00 0.99 0.99 0.99 0.98 0.98 0.98 0.98 0.97 0.98 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.91 0.79 0.89

0.92 0.98 0.98 0.98 0.99 0.99 0.98 0.99 0.99 0.99 0.99 0.99 0.98 0.98 0.98 0.98 0.97 0.97 0.98 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.90

Front of the Breakwater

38.0� ‹



Wave Direction-ENE

Calculation Result of Refraction Coefficient (Wave Direction-ENE)

Figure 3-5 (2) Example of Wave Propagation Calculation (ENE, Ts = 7 sec) Source:JPC

-2

0 10 Km5

38.0� ‹

-2

0 10 Km5

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.96 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.98 0.91 0.98 0.91 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.91 0.47 0.94 0.89 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.93 0.51 0.92 0.90 0.99 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.94 0.61 0.91 0.91 0.99 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.95 0.65 0.91 0.91 0.99 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.95 0.69 0.91 0.91 0.98 0.99 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.95 0.72 0.92 0.91 0.98 0.99 0.99 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.96 0.75 0.92 0.92 0.98 0.99 0.99 1.00

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.98 0.98 0.98 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.96 0.77 0.92 0.92 0.98 0.99 0.99 0.99

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.98 0.98 0.98 0.98 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.98 0.97 0.98 0.97 0.98 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.96 0.79 0.91 0.93 0.98 0.99 0.99 0.99

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.98 0.97 0.98 0.98 0.98 0.98 0.98 0.98 0.99 0.99 0.99 0.99 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.97 0.97 0.97 0.97 0.98 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.96 0.80 0.91 0.93 0.98 0.98 0.97 0.97

0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.98 0.97 0.98 0.98 0.98 0.98 0.98 0.97 0.97 0.98 0.98 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.97 0.97 0.97 0.98 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.96 0.82 0.91 0.93 0.98 0.95 0.77

0.92 0.93 0.97 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.98 0.97 0.97 0.97 0.98 0.98 0.97 0.97 0.95 0.97 0.97 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.97 0.97 0.97 0.98 0.99 0.99 1.00 1.00 1.00 0.99 0.99 1.00 1.00 1.00 1.00 1.00 0.99 0.96 0.83 0.90 0.92 0.97 0.83

0.63 0.93 0.97 0.97 0.98 0.98 0.98 0.98 0.99 0.99 0.99 0.99 0.99 0.98 0.98 0.97 0.97 0.97 0.97 0.98 0.97 0.97 0.96 0.96 0.97 0.97 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.98 0.97 0.97 0.98 0.98 0.98 0.99 0.99 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 0.99 0.97 0.84 0.90 0.92 0.93

0.62 0.91 0.95 0.91 0.94 0.96 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.97 0.97 0.97 0.97 0.97 0.97 0.96 0.96 0.96 0.96 0.96 0.97 0.97 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.98 0.97 0.97 0.97 0.98 0.98 0.98 0.99 0.99 0.99 0.99 0.99 1.00 0.99 1.00 0.99 0.99 0.97 0.84 0.88

0.83 0.95 0.95 0.95 0.98 0.98 0.98 0.97 0.98 0.98 0.98 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.98 0.99 0.98 0.99 0.99 0.99 0.99 0.98 0.90

Front of the Breakwater

38.0� ‹



(3) Graphical presentation of wave analysis

Two examples are presented in Figure 3-6 (1) and (2) bellow to show the result of wave deformation analysis, which takes account:

1) Diffraction by the island breakwater, 2) Reflection by the island breakwater (reflection coefficient can be allocated); and 3) Refraction by depth change.

It is to be noted that, to make the analysis easier, this model does not take account of: 4) Shoaling by depth decrease; and 4) Breaking by depth decrease. It is also disregarded 6) Wave overtopping over the island breakwater and 7) Wave passing through the island breakwater. Because the effects of them, i.e. transmitted wave, are not large, on top of that, we do not expect wave transmission under usual wave condition. Under very high wave condition such as of design wave scale by typhoons when wave overtopping happens, there is no ship in the port. The diffraction calculation was carried out by four dominant directions (NNE, NE, ENE, E) and a representative wave period of 6 seconds. Each wave has directional wave spectrum as assumed in offshore waves explained in the item 3.5.3. The calculations are made by superposition of 36 directional components and three frequency components, or 108 components waves in total



Figure 3-6 (1) Wave Deformation Analysis (Incident angle: Perpendicular, Wave period: 6.0 sec.) Source: JPC



Figure 3-6 (2) Wave Deformation Analysis (Incident angle: 45 degrees, Wave period: 6.0 sec.)

Source: JPC



3.5.4 Typhoons and Unusual Wind and Waves

(1) Typhoons

The site of this Sea Port Project is the place where typhoons attack almost every year. Typhoons bring about not only strong wind, but also high waves and storm surges.

The statistics of typhoons landed and affected to the central Vietnam region from 1960 to 2007 shows that the maximum wind speed recorded in Danang and Con Co were 40 m/sec from NW by Typhoon No.9521 (Zack) and 38 m/s from NW on 26 October 1983 by Typhoon No.8316 (Lex), respectively. Thus, consideration on typhoons is imperative in planning a port at central region of Vietnam.

There is a very relevant and useful study which made extensive analyses of high waves generated by typhoons in this region, i.e. Chan May, Danang, and Dung Quat, by JICA (1998), which can be applied to this Study. In the JICA Study, 30 typhoons were selected from 1961 to 1997 in view of strength of the typhoons and their influence to the region, the list of which is shown in Table A. 3-2.

(2) Offshore Design Waves

Wave hindcast method employed by the JICA Study is a wave spectral method called MRI-JWA Model which was developed by Meteorological Research Institute of the Japanese Meteorological Agency and the Japan Weather Association. The model deals with a typhoon by assuming circular isobars and computes the wind field taking account of the gradient wind, frictional resistance on the sea surface and the wind accompanied by the movement of the typhoon. The growth, propagation and decay of the waves are calculated only in the deep sea based on the energy balance equation of two dimensional wave spectrum in consideration of growth by wind, energy dissipation by breaking and internal friction, energy loss by adverse wind, etc. The wave calculations are done by a zooming method on the three fields covering the whole South China as well as the sea surrounding the Philippines as the Large Field and the central coastal area surrounding the Philippines as the Large Field and the central area of Vietnam as the Small Field. The particulars and the maps of the three fields are presented in Table 3-14 and Figure A. 3-1

Table 3-14 Particulars of the Fields of Typhoon Wave Calculation

Field Grid

Number Grid Interval

(km) Time step (minutes)

Calculation Period Boundary Condition

Large 31x21 10 120 Whole life of the typhoon Treated as land

Medium 31x29 50 60 Whole life of the typhoon Grids of the Large Field

Small 111x101 5 7.5 48 hours around the peak

of waves Grid of the

Medium Field Source: JICA (1998): ”The Study on the Port Development Plan in the Key Area of the Central Region in the SR of

Vietnam, Final Report, Chan May”

This model is applied to Typhoon Fritz and the results of the wave calculation are compared at Danang and Dung Quat (Ky Ha). It was confirmed that the actual and hindcast waves coincide with



each other very well at the peak. In other words, this model is proved to be applicable and useful for the purpose of this study.

Thus, the results of the assessment of the offshore design waves are derived and presented in Figure 3-7 and Table 3-15 below. If we take the return period of 50 years, the design offshore wave is as follows:

Figure 3-7 Statistical Analysis of Deepwater Waves at Chan May generated by Typhoons Source: JICA (1998): ”The Study on the Port Development Plan in the Key Area of the Central

Region in the SR of Vietnam, Final Report, Chan May”

Table 3-15 Statistical Deepwater Waves off Chan May

Return Period (yr)

Non-exceeding Probability

Reduced Variate rv

Wave Height (m)

Wave Period (sec)

100 0.988 2.097 10.5 14.5 50 0.975 1.924 9.7 13.9 40 0.969 1.865 9.4 13.7 30 0.959 1.786 9.1 13.4 20 0.938 1.669 8.5 13.0 10 0.877 1.447 7.5 12.2 5 0.753 1.183 6.2 11.1 2 0.383 0.695 3.9 8.9

Source: JICA (1998): ”The Study on the Port Development Plan in the Key Area of the Central Region in

the SR of Vietnam, Final Report, Chan May”

Offshore design wave height: Ho = 9.7m (3.5) Its period: To = 13.9 seconds (3.6)

(3) Design Wave at the Breakwater



The offshore deepwater design wave with the return period of 50 years has the significant wave height, H0, of 9.7m with its period, T0, of 13.8 seconds. This wave is propagated onto the shore of Dong Lam Sea Port by means of the same method employed for assessment of the propagation of usual waves. The parameters applied are:

Water depth: CDL -13.0m at the planned island breakwater Tidal level: 1.4m corresponding to High Water Level

Wave direction: E, ENE, NE, NNE, and N; and the worst case is chosen. Sea bottom slope: 1/50

The result of simulations gives the following design waves at the location of CDL -13m at High Water Level: Design significant wave height: H1/3 ＝ 8.4 m (3.7) Design significant wave period: T1/3 = 13.8 sec (3.8)

Design maximum wave height: Hmax = 12.0 m (3.9) Design maximum wave period: Tmax = 13.8 sec (3.10)

Design wave direction: From 17 to -20 degrees from the perpendicular direction of the island breakwater/shoreline.

(4) Design Crown Level of Breakwater, Jetty and Bridge

According to “the Technical Standards and Commentaries for Port and Harbour Facilities in Japan,” the required crown level of a breakwater is defined as follows:

Required crown level: HWL + 0.6 H1/3 (3.11)

Where H1/3 is the design wave. In the above case of 50-year return period, the required crown level is: HWL + 0.6 H1/3 = CDL +1.4m + 0.6 x 8.4m = CDL +6.5m.

It is noted that the H1/3 for the return period of 30 years is almost same with 8.4 m, or the required crown level is also same with CDL +6.5m.

In designing the clearance from the water level to the bottom of jetty or bridge structure not to be washed by waves, crest height of the design waves is to be assessed. The crest height of the design wave is about 1.5m above the water level at the water depth of 10m behind the Island Breakwater.

3.5.5 Seabed Material

The surface of the seabed at the project area is covered by sand. Distribution of the seabed materials, especially on the grain size of the seabed sand, was surveyed and analyzed both by TEDIPORT and EGS (VIET NAM). The survey by EGS in April 2009 covers wide area of the coast, or 20 km long at intervals of 1 km, and at four water depths of CDL 0, 5m, 10m, and 15m, or total 84 samples. It includes analysis of the distribution of the median diameter, d50, for numerical simulations for sedimentation analysis.

The distribution map of d50 is presented in Figure A.3-3 in ATTACHMENTS. The distribution of grain size is shown in Figure 3-8 below. It is understood that, in general, the particle size (median diameter: d50: about 0.1mm) at deeper water area is smaller than that (d50 > 0.2mm) at near shore area. This is owing to the sorting effect by wave actions.



0

10

20

30

40

50

60

70

80

90

100

0.01 0.1 1 10 100

Sieve Size (mm)

Percent Passed (%)

401 405

409 413

417 421

425 429

433 437

441 445

449 453

457 461

465 469

473 477

481

0

10

20

30

40

50

60

70

80

90

100

0.01 0.1 1 10 100

Sieve Size (mm)

Percent Passed (%)

400 404

408 412

416 420

424 428

432 436

440 444

448 452

456 460

464 468

472 476

480

0

10

20

30

40

50

60

70

80

90

100

0.01 0.1 1 10 100

Sieve Size (mm)

Percent Passed (%)

402 406

410 414

418 422

426 430

434 438

442 446

450 454

458 462

466 470

474 478

482

0

10

20

30

40

50

60

70

80

90

100

0.01 0.1 1 10 100

Sieve Size (mm)

Percent Passed (%)

403 407

411 415

419 423

427 431

435 439

443 447

451 455

459 463

467 471

475 479

483

(1) Water Depth: 15m (2) Water Depth: 10m

(3) Water Depth: 5m (4) Water Depth: 0

Figure 3-8 Particle Size Distribution of Seabed Sand Source: JPC base on EGS (VIETNAM) “Survey Report, Vol. V. Sea Bed Material Sampling.”

3.5.6 Shoreline Variation

The shoreline Investigation was carried out by EGS (VIETNAM) in April 2009. The cross section of foreshore and the location of shoreline are measured at intervals of 100m for 2 km wide and 200m intervals for both sides of total 18 km long. This information will constitute literally the baseline data for future discussions on the effect of port development and long-term change in the shoreline due to sand drift phenomena in the area, or change in the coastal process.

Dong Lam Cement Specialized Port Project Japan Port Consultants, Ltd.


4. ALTERNATIVE LAYOUT PLANNING

4.1 Applied Technical Standards

The key standards applied to this Services and study are listed in Table 4-1 below. The basic standards for general, road, buildings, utilities and other facilities are Vietnamese. Technical standards for port facilities are based on the Japanese and PIANC. Technical standards for equipment are taken from international standards such as ISO.

Table 4-1 Applied Technical Standards

No. Code Title Remarks

A. General TCXDVN 356 - 2005 Concrete and Reinforced Concrete Structure – Design

Standard Viet Nam

TCXDVN 338 - 2005 Steel Structure – Design Standard Viet Nam JSCE 2007 Standard Specifications of Concrete, Design

Standard Specifications of Concrete, Construction Standard Specifications of Concrete, Pavement

Japan

B. Port OCDI: 2002 Technical Standards and Commentaries for Port and

Harbour Facilities in Japan Japan

CDIT: 1997 Corrosion Protection and Maintenance Manual for Marine Steel Structure

Japan

22 TCN 207-1992 Port and Harbor Facilities – Design Standards Viet Nam 22 TCN 222-1995 Load and Impacts due to Wave and Ship to Water

Construction Viet Nam

TCVN 2737-1995 Load and Impacts - Structure Design Standards Viet Nam

C. Channel and Basin PIANC: 1997 Navigation Channel - A Guideline for Design International Vinamarine: 2005 Technical Regulation on Port Wharf Operation Viet Nam

D. Road and Pavement 22 TCN 223 – 2006 Rigid Pavement – Specification for Design Viet Nam 23 TCN 211 – 2006 Flexible Pavement - Specification for Design Viet Nam 22TCN 334 - 2006 Regulation on Construction and Commissioning of

Macadam Layers in Pavement Structure of Road Viet Nam

TCVN 4447 – 1987 Earthworks - Regulation on Construction and Commissioning

Viet Nam

TCVN 6476 - 1999 Interlocking Concrete Bricks Viet Nam TCXDVN 362-2005 Greenery Planning for Public Utilities in Urban Areas

Design Standards Viet Nam

22 TCN 273 - 2001 Guide for Road Design Viet Nam 22 TCN 248 - 1998 Geo-textile in Filling Work on Soft Soil. Design,

Construction and Acceptance Standard. Viet Nam




22TCN 262 - 2000 Investigation for Design Process of Road Bed on Soft Ground

Viet Nam

E. Building TCVN 4088 - 1985 Construction Standard of Viet Nam Vol.1 Viet Nam TCVN 2737 - 1995 Load and Actions for Wind Loads Viet Nam TCXD 229 - 1999 Dynamic Wind Load based on TCVN 2737 - 95 Viet Nam TCVN 375 - 2006 Design of Structures for Earthquake Resistance Viet Nam TCXD 16 - 1986 Artificial Lighting inside Building Viet Nam TCVN 4513 - 1988 Indoor Water Supply Viet Nam TCVN 4474 - 1987 Indoor Drainage Network Viet Nam TCVN 2622 - 1995 Fire Prevention and Fire Resistance for Building Viet Nam

F. Water Supply and Drainage TCXD 33-2006 Water supply - External Networks and Facilities -

Design Standard Viet Nam

TCXD 51-1984 Drainage - External Networks and Facilities - Design Standard

Viet Nam

TCVN 4513 - 1988 Indoor Water Supply Viet Nam TCVN 4474 - 1987 Indoor Drainage Network Viet Nam

G. Power Supply TCN-18 - 2006 General Regulation for Power Supply Viet Nam TCN-19 - 2006 Technical Tunnel System for Power Supply Viet Nam TCN-20 - 2006 Substation of Power Supply Viet Nam TCN-21 - 2006 Protection of Power Supply Viet Nam TCVN 5828-1994 Technical Specification for Road Lighting System Viet Nam

H. Equipment ISO 4301-1 Cranes and Lifting Appliances–Classification – Part 1:

General International

ISO 4301-4 Cranes and Related Equipment-Classification-Part 4: Jib Cranes

International

ISO 4301-5 Cranes and Lifting Appliances – Classification – Part 5: Overhead Travelling & Portal Bridge Cranes

International

ISO 4302 Cranes - Wind Load Assessment International ISO 8686-1: 1989 Cranes – Design Principles for Loads and Load

Combinations - Part 1: General International

ISO 8686-5: 1992 Cranes – Design principles for Loads and Load Combinations – Part 5 : Overhead Travelling and Portal Bridge Cranes

International

JIS B 8833-5: 2008 Calculation for Unloading Capacity of Unloader Japan ISO 1335

ISO 1536-1975 ISO 1537-1975

Continuous Mechanical Handling Equipment for Loose Bulk Materials – Troughed Belt Conveyors (other than Portable Conveyors) – Belts, Belt Pulleys, Idlers.

International

ISO 1819 Continuous Mechanical Handling Equipment – Safety International




Code – General Rules ISO 3435 Continuous Mechanical Handling Equipment –

Classification and Symbolization of Bulk Materials International

ISO 5048-1989 Continuous Mechanical Handling Equipment – Belt Conveyors with Carrying Idlers – Calculation of Operating Power and Tensile Forces

International

ISO 5049 Mobile Continuous Bulk Handling Equipment – Part 1: Rules for the Design Structures

International

ISO 7149 Continuous Handling Equipment – Safety Code – Special Rules

International

Source: JPC (2009): Inception Report for Consulting Services under Donglam Cement Plant Project



4.2 Alternative Layout Plans of Sea Port

4.2.1 Proposed Layout Plans of Sea Port Facilities

The Consultant proposed four types of alternatives of port layout plans as shown in Figures 4-1, 4-2 and 4-3. They are classified into four kinds as shown in Table 4-2, i.e. Type A-I, A-II, A-III and A-IV.

Table 4-2 Alternative Layout Plans

No. Kind of Harbor Jetty Shape Jetty Structure Remarks

A-I. Island Breakwater Port (with Jetty berths and an access Bridge from land)

I1. I-shape Jetty I2-1 Platform-type

I2. L-shape Jetty I2-3 Dolphin-type

I3. T-shape Jetty

Two types of structures are applied to all shapes of jetty

A-II. Inland Excavation Port (with two parallel Training Walls to protect the access channel)

A-III. Enclosed Offshore Port (with Breakwaters to protect the basins)

A-IV. Enclosed Onshore Port (with Breakwaters to protect the basins)

Same configure- tions

Source: JPC

4.2.2 Breakwater(s)

(1) Concept and Definition of Calmness in Basins

In the Japanese standards of planning and design of port facilities, it is required that a harbor in a port shall be operational more than 97.5 % of time in terms of wave conditions. Or, a basin must have lower wave heights than a “critical wave height” for more than 97.5 % of time.

The critical wave height, Hc, is taken as 0.5m in significant wave for common harbors and container ports where movement of ships at berth must be minimal:

Hc = 0.5m (4.1)

Hs is sometimes taken as 1m for basins of very large ships such as VLCC berths. In this Study, the norm of equation (4.1) is adopted as the critical wave height.

It is noted that, other than waves, there are some other factors in natural conditions which hider operations of a port, i.e. wind, fog, current, seiche, etc.

(2) Necessity of Breakwater(s)

It is understood from Table 3-13 that, at the Dong Lam Cement Specialized Port at water depth of 13m in a year, wave height exceeds 0.5m for about 92 % of time, and wave height exceeds 1.0m about 45 % of time. During the NE monsoon season, waves are higher than 0.5m for about 98 %, and in the SW monsoon season for about 84 %.

It implies that, without breakwaters, the port is operational for about 8% of time on average in a year, and only 2% in the NE monsoon season. The operational time is 16% even for the SW monsoon season, if we take Hc = 0.5m.

Hence, it is indispensable for the Dong Lam Cement Specialized Port to construct breakwater(s) to secure enough calmness in the harbor.



(1) Alternative-I Island Breakwater (2) Alternative-II Land Excavation

(3) Alternative-III Enclosed Offshore Brbwr (4) Alternative-IV Enclose Onshore Brkwtr

Figure 4-1 Alternatives of Port Layout Plan

Source: JPC (2009): Inception Report

Figure 4-2 Alternatives of Island Breakwater Port




140.

0

10.0

400.0

(-13 m)

(-12 m)

(-10 m)

(-8 m)

(-6 m)

60.0

110.

011

5.0

130.

0

(0 m)

( ) ( )

435.

0

30.0

240.0

(1) Alternative I2-1: Platform type (2) Alternative I2-2: Dolphin type

Figure 4-3 Alternatives of Structures of L-type Jetty Source: JPC

(3) Necessary Length of Breakwater(s)

In a port with breakwater(s), the wave height at a place in the harbor is assessed by means of diffraction diagrams. In this Study, the frequency distribution of wave height is available at the location of a water depth of 13m. Based on this data, calmness at berths in the harbor can be assessed taking into consideration of breakwater arrangement, including length, LB, and opening.

In case of the A-I. Island Breakwater, discussions are made among the breakwater lengths, LB, of 0, 100m, 200m, 300m, 400m, 500m, 600m, 700m, and 800m.

The wave diffraction calculation is made utilizing diffraction coefficients, Kd, of irregular waves with the Bretschneider-Mitsuyasu Spectrum and directional spreading function Smax = 25. An example of diffraction coefficient distribution for island breakwater is shown in Figure 4-4, where L is wave length and the legend shows LB / L. For example, if LB = 500m, L = 160m (water depth: d = 14.4m, wave period: T = 13.8 sec), and point of interest: X = 160m, then LB / L = 3.1 and X/L = 1.0, which gives Kd = 0.25. It means that the wave height becomes 1/4 at point X of that of the incident wave, owing to the effect of the island breakwater.

(2) Structures of Breakwater(s)

There are four types of breakwater structures to be compared and discussed here as shown in Figure 4-5, including:.

(1) Alternative-1: Rubble Mound Breakwater

(2) Alternative-2: Upright Caisson Breakwater

(3) Alternative-3: Sloped Caisson Breakwater

(4) Alternative-4: Breakwater-cum-Quay



Figure 4-4 Diffraction Coefficient, Kd, for Island Breakwater

Incident wave is from perpendicular direction (a = 90 degrees). Legend is LB /L. X is distance along perpendicular direction behind the center of Island Breakwater.

Source JPC

Figure 4-5 Alternatives of Structures of Breakwater(s)




4.2.3 Quays

(1) Cargo Handling Method

The berths to handle Clinker and Coal (and Others) will be discussed first. Possible required berths for the future, when other bulk and general cargoes to be dealt, will also be considered.

The cargo handling method can be the following two:

1) Alternative-1 Equipment will travel on quay (Ship does not move while berthing)

2) Alternative-2 Equipment is fixed on quay (Ship moves by adjusting mooring ropes)

For both of the Alternatives, clinker, coal and the others such as gypsum and pozzolana will be hauled by belt conveyor system.

(2) Equipment

Introduction to cargo handling equipment for clinker loading and coal unloading are presented in ATTACHMENT A1-2. Clinker loading equipment can be the following type:

Jib crane with continuous discharge type

Equipment for unloading coal can be the following alternatives:

1) Alternative-1: Jib crane with some grab buckets (with attachments for handling general cargoes)

2) Alaternative-2: Jib crane with screw auger for unloading coal and others

3) Alternative-3: Bridge-type multi-purpose crane (with some types of grab buckets, spreaders and other attachments)

(3) Required Berth Number

Necessary berth number will be discussed in consideration of (1) Berth availability (2) Berth occupancy rate (BOR), (2) Equipment efficiency (ton/hour), (3) Idle time for equipment maintenance, etc.

The berths for other than cement-related facilities will also be considered for future expansion.

(4) Jetty Structure

The berths located at water depth of 10m (and 8m) have pile structure. Comparison will be made for the following two types:

1) Type-1: Platform-type for travelable equipment

2) Type-2: Dolphin-type for fixed equipment

4.2.4 Channel and Basins

The approach channel and basins (turning basin, berthing basin, and anchorage, if necessary) have to satisfy technical requirements such as PIANC Guidelines for safety navigation of design ships.

A “Stopping Distance” of about 5-6 Loa is to be considered for port entry and berthing of the design ships. In case where self-maneuver to turn and berth is difficult, assistance of tug boats(s) becomes necessary.



4.2.5 Bridge

(1) Basic Function of the Bridge

In the case of Alternative-I. Island Breakwater Port, the bridge connecting the Quays and the Land Port Area can have two basic concepts:

1) Case-1: Single Purpose Bridge (Bridge width: 4.3m with a sidewalk only)

Provide a space only for “the Belt Conveyor(s),” including a walk way of men for administration and maintenance of the Quays, equipment on the quay, and the belt conveyor(s).

2) Case-2: Multi-purpose Bridge (Bridge width: 6.5m with a truck lane and a sidewalk)

Provide “the Truck Lane” for transportation of cargos on trucks between the Quays and the Land Port Area in addition to the above 1) belt conveyor system. The truck lane can be used for construction of the port during the Construction Stage before commencement of operations.

In case of 1) in the future, it is necessary to add/construct a new bridge which has the truck lane(s) for handling general cargos.

(2) Belt Conveyer System

The belt conveyor system to haul clinker and coal can have the following two Alternatives:

1) Alternative-1: One-belt system

Both of clinker and coal are brought on the same one belt, which is employed by Nghi Son Cement Port in Thanh Hoa Province.

2) Alternative-2: Two-belt system

Two belts are used separately for bringing clinker and coal. This method is rather common in many cement ports.

(3) Small Berth for Construction Vessels

In case of Alternative-I Island Breakwater and Case-2 Multi-purpose Bridge, a small berth with a depth of 4.5m can be constructed in the middle and alongside the Bridge for work vessels such as supervision boats, survey boats, tug boats, barges, floating cranes, concrete plant ship, and other work vessels for construction of the Breakwater in summer.

After completion of the Breakwater it can be used for the base of bug boats, pilot boats and other service vessels during the summer season.

(4) Structures of the Bridge

The structure of the bridge can only be a pile structure in consideration of sand drift phenomenon in the coastal system at the Port Area and relatively favorable geotechnical sub-soil conditions. Then, the following two structures can become alternative:

1) Alternative-1: Steel Pipe Pile Structure, and

2) Alternative-2: PC Pile Structure.

4.3 Layout Plans of Port Land Area

In consideration of the following factors, alternatives of the layout of the Land Port Area are prepared as shown in Figure 4-6 and 7.



1) Arrangement of required facilities and areas related to the Project for clinker export and coal import and other cargos (“the Cement-related Area”), including a set of administration facilities, infrastructure (road, IT, etc.), utilities (electricity, water, etc.), and other necessary facilities. Planning of the Cement-related Area will be discussed in detail in Chapter 5.

2) Future expansion of the facilities and areas for possible bulk cargos (sand export, etc.) and general cargos (general goods for export, gas and petroleum for import, etc.)

3) Construction base for the Project, including establishing a batcher plant; concrete casting yards, stock yards of construction materials such as cement, sand, gravels, stones, concrete blocks, steel materials, formworks, etc.; a maintenance shop for construction equipment; a fuel supply station; welfare buildings, and others.

4) Topographical conditions of the existing land area, including road, river, offices, residential houses, graves, creeks, shrimp ponds, pump station, and others. Land acquisition and compensation for resettlement and others are also considered to be minimized.

5) Environmental considerations such as conservation of wind-break forest (trees), creeks (streams), shelter to local residents, drainage, and others,

6) Safety and security, including considerations on storm surges (less than 0.5m), high waves on the beach (wave run-up to less than LSD +2m), and security measures (fence, lighting, CCTV, etc.).

As shown in Figure 4-6, there are basically two clinker handling systems, i.e. Silo System and Warehouse System.

With regard to whole land Port Area, as shown in Figure 4-7, there are four alternatives proposed, i.e. layout of Cement-related Facilities at left side and right side. The vacant space is for Construction Base and future expansion. The total area of the Land Port Area is about 4.5 ha. The boundary of the Area has a length of 1,770m.

These alternatives will be compared and discussed in Chapter 5.

(1) Alternative-C1: Silo System (2) Alternative-C2: Warehouse System

Figure 4-6 Layout of Cement-related Area in Land Port Area

Source: JPC



(1) Alternative R1 (2) AlternativeR2

(3) Alternative L1 (4) Alternative L2

Figure 4-7 Alternatives of Layout of Land Port Area at Dien Loc

Source: JPC



5. COMPARISON AND EVALUATION OF ALTERNATIVE PLANS

5.1 Port Development’s Effect on Coastal Process

It is very important to consider long-term stability of the sandy coastline and the lagoon, which have been formed by the Ben Hai, the Cam Lo, and the Huong River, under the effect of construction of the new Sea Port.

Specifically, the Coast of Hue has a long distance of about 128 km from Cua Tung to Chan May which is the base of fishing activities. In addition, there is an exit of lagoon, i.e. Cua Thuan An, at about 25km south east of the port. This exit is important for the Huong River to discharge flood water into the sea. It is the mouth of lagoons which create rich ecological system. It is, therefore, not allowed for the Dong Lam Cement Specialized Port to have an influence on the stability of Cua Thuan An from economic, social and environmental points of view.

In the case of Dong Lam Cement Specialized Port, the major coastal process can be discussed in terms of change in coastline, i.e. progress or regression of beach, caused by so-called “Sand Drift”, which is a phenomenon of movement of seabed sand due to actions of waves. The sand drift can happen mostly in the breaker zone on coastal waters, where waves break and cause strong wave-induced current, movement of sediments, and eventually change of shoreline. The mechanism of this phenomenon is best illustrated in Figure 5-1 below.

0.00

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

Sand Drift Volume

0.00

0.10

0.20

0.30

0.40

0.50

0.60

0.70

0.80

0.90

1.00

Current Speed/Sand Drift

Volume relative to their

Maxima

Distance from Shoreline relative to Breaker Zone Width

Sand Drift Volume

Current Speed

Figure 5-1 Mechanism of Sand Drift in Coastal Waters

Source: JPC

5.1.1 Theory of Shoreline Change

In order to evaluate change in a shoreline quantitatively, a theoretical model called “One-line theory” is introduced. This theory adopts a concept that sand movement in the offshore-inshore direction has a balance in a long time span. Then, the change of a shoreline, or progress-regression of a shoreline, can be considered to occur by imbalance of in- and out-flow volume of sediment along the shoreline. It can be expressed by the following equation of continuity of sediment volume:

(5.1)

where x s : Location of the shoreline in the direction perpendicular to the shoreline, t: Time,



y: Axis along the shoreline, Ds: Width of occurring sand drift, Q: Alongshore drift volume, and

q: In (q>0)) and out (q<0) drift volume in the onshore-offshore direction through unit width of dy.

Applying the above equation (5.1), time variation of movement of the shoreline location can be calculated by inputting Ds, Q and q.

The variable q is set to be zero by defining the boundaries at wave run-up height on the beach and at offshore deep water where sand drift does not take place. Thus, Ds is taken to be this width.

Q is calculated by a theory of alongshore sand drift relevant to alongshore energy flux at the wave breaking point of incident wave:

(5.2)

where HB : Breaking wave height, CgB: Group velocity at wave breaking point, θB: Angle between shoreline and wave crest, tan β: Seabed slope, s: (ρs - ρ) /ρ,

ρs: Density of seabed material, ρ: Density of sea water, λ: Porosity of seabed material, K1, K2: Coefficients of sand drift.

This theory has characteristics that sand drift can be caused only by waves, or more precisely speaking, average wave energy. Sand drift can occur when the direction of incident wave is inclined to the direction of the shoreline. This model is quite simple, but has a lot of applied cases in the past, and has been proved to be applicable practically to actual coasts and very powerful means to predict change in sandy coastline. 5.1.2 Prediction of Shoreline Movement for Alternative Port Layout Plans Applying the above one-line theory, assessments of future shoreline location are made for the following four Alternative Port Layout Plans shown in Figure 4.1:

Alternative-I. Island Breakwater Port,

Alternative-II. Land Excavation Port,

Alternative-III. Enclosed Offshore Port, and

Alternative-IV. Enclosed Onshore Port. The calculation is made for entire coastline of 128 km long at grid intervals of 200m, of which 20 km long is surveyed. The bathymetry is taken from the Navigation Chart of the US Navy Hydrographic Center (Chart No. 93540). Wave data used are those of hindcast usual waves shown in Table 3-13. The boundary condition at the both ends of the simulation area, i.e. Chan May and Vinh Moc, is given to have continuous sediment flow to/from outside of the area. The results of the assessment for 1, 3, 5, and 10 years after construction of the port facilities are shown in Table A.5-1 in ATTACHMENTS and Figures 5-2 (1) to (4) below. They have clear difference in the influence on the beach line:



1) Strongest effect can be incurred in the case of Alternative-II. Inland Excavation Port.

The parallel training walls extended from the shoreline block alongshore sand movement, causing significant change in beach profile.

At the upstream side (south-east side of the training walls the shoreline will advance

by about 150m in the first year and about 600 m in 10 years. On the contrary, at the downstream side (north-west side of the training walls), the shoreline will go back by about 350m in 10 years due to lack of sediment supply.

It is noted that, as seen in Table A.5-1, the influence of constructing training walls extends to Thuan An Gate, where the shoreline is expected to progress by about 23m in ten years due to construction of Dong Lam Cement Specialized Port at 25 km downward.

2) Almost the same magnitude of accretion and erosion of the beach are anticipated in the

case of Alternative-IV. Enclosed Onshore Port. This is because of influence of breakwaters extended from the shoreline, blocking flow of sediment.

3) Among the four Alternatives, the best case is Alternative-I. Island Breakwater.

It has a progress of upstream beach up to 100m in 10 years and a retreat of 40m in 10 years after construction of the Island Breakwater. This is mainly because of the nature of the island breakwater which allows sediments to pass behind the breakwater.

One more reason is that the length of the breakwater (500m) and the distance from the

beach to the breakwater (840m) are appropriate within the limit allowing sand drift. The trend of beach progress shown in Figure 5-3 suggests that it substantially has a maximum advancement, or the distance of advancement converges at around 100m. It strongly implies that, generally speaking, the coastal process reaches “the State of Dynamic Equilibrium,” and the beach will not change significantly anymore.

4) The case of Alternative-III. Enclosed Offshore Port has considerable sedimentation

and erosion, forming a “tombolo” connecting the beach and the port in 10 years.

Taking into consideration of the negative effects of the port construction on the coastal system in the Hue Beach, it can be judged that Alternative-I. Island Breakwater is the best option among the above four alternatives.



Figure 5-2 (1) Change in Coastline by Construction of the Sea Port

Alternative-I: Island Breakwater

Source: JPC




Alternative-II: Inland Excavation Port

Source: JPC




Alternative-III: Enclosed Offshore Port

Source: JPC




Alternative-IV: Enclosed Onshore Port

Source: JPC



0

100

200

300

400

500

600

700

0 5 10 15

Time (year)

Shoreline Advance (m)

A-IV

A-III

A-II

A-I

Figure 5-3 Advancement of Shoreline for Port Layout Alternatives

Source: JPC

5.1.3 Sustainability of Basin Depth in Harbor

Apart from the effect of port construct on the coastline, it is necessary to discuss expected change

in seabed morphology and basin depth in the Port by the same “Sand Drift” phenomenon. They are assessed by calculation of sediment balance at planar grids in and out of the Port in the sea area.

The analyses are made based on assessment of currents induced by waves and tides. The sandy

sediments on the sea bed are eroded, suspended, floated, moved and settled by the effect of the currents, causing sand drift phenomenon and eventual erosion and accretion of seabed.

The current calculations are made based on measured data of tide and tidal current. Analysis of wave

induced current is also made, It is because, without application of current by tide and waves,

sedimentation cannot be discussed. In this analysis the tidal current is represented by the strongest two

harmonic components of K1 and O1. Waves are assessed taking account of diffraction, reflection,

refraction, shoaling and breaking of high waves. The calculations are made on 10m grids.

Examples of distribution of wave-induced current (Wave height: 2.0m, period: 5.8 seconds, direction:

61.2 degrees) and combined current with tidal current (the maximum flood current of K1 +O1) are

shown in Figure 5-4 (1) and (2) below, respectively. The display of this figure is simplified by showing

at 50m grid interval.



Figure 5-4 (1) Example of Wave-induced Current by High Waves

(Wave height: 2m, Wave Direction: 61 degrees) Source: JPC

Figure 5-4 (2) Example of Pattern of Tidal Current (K1+O1 Component, maximum ebb current)

and Wave-induced Current Combined

Source: JPC

If sedimentation is large in amount, volume of basin maintenance dredging will become large and

the cost becomes high every year, which is not preferable from economic point of view.

The discussions are made for the same four alternatives. Expected changes for each Alternative are

illustrated in Figure 5-5.



Figure 5-5 Expected Changes in Shoreline and Seabed due to Port Construction Source: JPC (2009): Inception Report

In the case of A-I. Island Breakwater, tombolo is not expected to develop up to the wharf as the exaggerated sketch in Figure 5-5. The berthing basins are rather sustainable compared with such ports as those located on the beach.

Basically, the basin water depth shall be defined based on the draft of the design ship, that is 10m, which shall not be changed throughout this Study.

Next, it must be remembered that sand drift and alongshore sediment transport phenomena occur very complicated manner, and all year around, as revealed in this study and many other previous studies and investigations (please see a list of related studies in Attachment A1). Any solution to damage the natural sea bottom and shoreline configuration without sediment preventing method is unacceptable. A short bridge and dredged basin option is therefore unrealistic.

Our first principle and planning design priority are that, once the design ship size is fixed, the bridge length will be decided where the natural depth is deep enough to build the berths, and where serious impact will not be expected on the coastal system.

The adverse effect of shortening the trestle length, or move to near-shoreline, can be judged by difference in sedimentation shown in Figures 5.6 (1) and (2) below.

In the case of A-II. Land Excavation Port, the access channel in between the training walls will be gradually buried by sediments which detoured and entered from the offshore opening of the training walls, or overtopped on the upstream training wall during high sea time.

In the case of A-III. Enclosed Offshore Port, the port will eventually become a land-tied port by formation of tombolo. The basin will be buried gradually by intrusion of sand through the land-side submerged breakwater as illustrated in Figure 5-5. In order to forestall sedimentation in the basin though the rear breakwater, the gap should be closed by non-submerged breakwater. Then, the sedimentation in the basin will be relatively small. This is because the entrance of the



Port is located at around the water of 15 m deep, where sand drift is not heavy. It is noted that the construction cost becomes highest among the Alternatives because the breakwaters at deep sea is long and costly.

In the case of A-IV. Enclosed Onshore Port, the basin in the Port will be quickly reclaimed naturally by strong effect of sand drift. This is mainly because the port entrance is located in the breaker zone.

Quantitative assessments of sedimentation in the harbor, or accumulation volume inside the port (channel and basins), are made for the four Alternatives by means of so-called “the Seabed Grid Model.” It is a numerical simulation model with grid intervals of 10m. The result of sedimentation volume above the planned depth in the channel and harbor areas is presented in Table 5-1 below.

It should be noted that this Table shows necessary dredging volume at basins and channels only. It does not include accumulated volume of sand at shallower depth than 10m and 8m, respectively. There might be additional dredging necessary for sand bypass to the downstream beach.

Table 5-1 Assessment of Sedimentation Volume in the Port

Sedimentation Volume (m3/ year) Alternative

No, Alternative Name

Above -10m Depth Above -8m Depth

Alternative-I Island Breakwater Port 2,820 2,730

Alternative-II Land Excavation Port 90,600 -

Alternative-III Enclosed Offshore Breakwater 133,100 -

Alternative-IV Enclosed Onshore Breakwater 251,100 -

Source: JPC

It is noted that, in the case of near-shore arrangement of Island Breakwater, the maintenance dredging volume in the basins (water depth: 8.5m) behind the breakwater becomes more than 8 times larger than the volume in the above table. It is not calculated yet how much volume will be accumulated behind the breakwater to the shoreline.

The most serious sedimentation is anticipated in the case of Alternative-IV, Enclosed Onshore Breakwater. It reaches almost 200,000 m3 per year. The next is the same enclosed port, Alternative-III, Enclosed Offshore Breakwater. The Land Excavation Port ranks third. The minimum case is Alternative-I, Island Breakwater, which marks a sedimentation volume of an order of 1,000 m3 per annum, which is very small.

Thus, it can be considered that the most sustainable layout plan is the case of Alternative-I. Island Breakwater Port in terms of maintenance of the basin in the Port. An example of the result of sedimentation analysis is shown in Figure 5-6 (1) below for proposed breakwater and jetty arrangement and (2) for an arrangement of them nearer to the shoreline.



It is apparent that the nearer the breakwater to the shoreline, the more clearer the tombolo is formed, and accumulation of sand behind the breakwater becomes larger.

Figure 5-6 (1) Simulation Result of Sedimentation by Usual Waves for Proposed Arrangement

Source: JPC

Figure 5-6 (2) Simulation Result of Sedimentation by Usual Waves for Near-shore Arrangement

Source: JPC

5.1.4 Cost Comparison of Port Facilities among Alternatives

Preliminary cost estimate is made to compare the cost for construction of the Port except berths among the four Alternatives. The result is presented in Table 5-2.

One of the most important structures of the Sea Port is apparently "Breakwater(s)" in terms of cost- effectiveness.



There are significantly-distinguishable differences in their costs. The most cost effective arrangement of port facilities is the case of Alternative-I. Island Breakwater Port. Next is Alternative IV. Enclosed Onshore Breakwater Port. And the most ineffective plan is Alternative II. Land Excavation Port. The next expensive plan is Alternative III. Enclosed Offshore Port.

Thus, based on the above comparison, Alternative I. Island Breakwater is selected as the most technically sound and economically effective investment plan. Hereinafter, discussions on layout plans will be made only for the Island breakwater Port.

Table 5-2 Preliminary Comparison of Construction Cost

(Civil Facilities except Berth)

Quantity Total Cost (Million USD) No Facility Unit

A-I A-II A-III A-IV

Unit Price (USD)

A-I A-II A-III A-IV

1,010 45,120 45.57 - 1 Breakwater m 500 200

1,010 40,000 22.56 9.02

- 40.40

2 Revetment m 0 700 470 1,750 0 1.23 0 0.82

3 Dredging Th. m3

0 3,161 229 1278 10 0 31.61 2.29 12.78

4 Submerged Wall

m 0 0 450 0 17,500 0 0 7.88 0

5 Training Walls

m 0 1,700 0 0 22,500 0 38.25 0 0

6 Bridge m 700 0 400 0 20,000 14.00 0 8.00 0

Total 36.56 80.11 63.74 54.0 Ratio 1 2.19 1.74 1.48

Note A-I: Alternative I: Island Breakwater Port

A-II: Alternative II: Land Excavation Port

A-III: Alternative III: Enclosed Offshore Breakwater Port

A-IV: Alternative IV: Enclosed Onshore Breakwater Port Source: JPC

5.2 Optimum Layout and Structure of Breakwater and Jetty for Island Breakwater Port

5.2.1 Basin Calmness behind Island Breakwater

The possible layout of berths behind the island breakwater can be, in consideration of arranging methods how to decrease the length of uneconomic breakwater, classified into three shapes as shown in Figure 5-7, including:

1) Alternative I1: I-shaped Jetty, 2) Alternative I2: L-shaped Jetty, and 3) Alternative I3: T-shaped Jetty.



All of these jetties can have pile structure because of good subsoil conditions, possibility of future deepening, and effective cost.

The berths are not attached directly to the backside of the breakwater. This is because it is too dangerous to secure safety of workers and equipment, while stevedoring under the high seas with overtopping waves over the breakwater. Water mass flushes the berth and can wash away all the goods and equipment on the quay.

Each Alternative has three berths, of which berth numbers are as indicated in the Figure. All of them have possibility to expand, where another berth is allocated on the other side of the third berth. Or more drastically, new berths can be extended along with elongation of the breakwater.

Figure 5-7 Berth Arrangement of Island Breakwater Port Length of Island Breakwater, LB: 500m

Source: JPC

One thing is noted from the viewpoint of ship operation at berth. The I-shaped Jetty has a disadvantage compared with the other two types, which is the orientation of the berth. Ships at all the berths of I-shaped Jetty are exposed their ships’ side to the waves which are diffracted at the both ends of the island breakwater. Thus, rolling of the ships by wave action is expected to be the largest among the three alternatives.

The calmness at these berths is assessed by applying the usual wave statistics and calculating diffracted wades at the berths as described in Chapter 3 and 4. The result is presented in Table 5-3, which gives the percentage of time when wave height is lower than a critical wave height, Hc, of 0.5m.

The criterion of a berth availability of 97.5% against waves is applicable for very busy ports under

reasonable berth occupancy rate (BOR) such as a public container terminal. This concept was



established in terms of wave condition only. Berth unavailability by wind and other conditions shall be

discussed separately.

In Dong Lam Cement Specialized Port, limitation of berth availability is about 5% of time due to strong

wind in the NE monsoon other than that by high waves. To make good use of expensive port facilities,

lower berth availability, e.g. 90%, can be applied, while securing reasonable BOR such as 50 to 60 %

If we consider wave calmness of 97.5% for all three berths, there needs to have the breakwater

with a length of 800m for I-type, 500m for L-type, and 600m for T-type. If we require calmness of

90% during the rainy season, we need the breakwater with a length of 800m, 500m, and 600m,

respectively. During the SW monsoon Season, the port is operational more than 90％ of time for

all the three types with a breakwater of 500m long.

Thus, the best arrangement with the shortest breakwater is Alternative I2. L-type, which is

selected as the best type of the jetty.

In consideration of the dominant usual wave direction, which is ENE, the location of the

breakwater had better be moved to the southeast side by 50m. The calmness of waves can be

improved at Berths Nos. 2-1 and 2-2 considerably for this case, which can be read in Table 5-4. It

should be noted, however, that, on the contrary, the calmness at Berth No. 2-3 is deteriorated. This

is considered to be less important that the Berth No. 2-3 will not become necessary until after

Phase 2.

Table 5-3 Comparison of Wave Calmness for Jetty Types in Island Breakwater Port

Critical Operational Wave Height: Hc = 0.5m

(1) Whole Years Unit:%

Length of Breakwaters (m) Alternative

Berth

No. 0 100 200 300 400 500 600 700 800

1-1 9.1 17.2 52.1 79.7 93.4 97.6 99.6 100.0 100.0

1-2 9.1 41.5 75.3 92.7 96.2 99.6 100.0 100.0 100.0 I1. I-type

1-3 9.1 15.0 29.6 57.6 76.7 79.3 82.9 88.2 93.6

2-1 9.1 32.8 62.5 84.3 92.2 99.4 100.0 100.0 100.0

2-2 9.1 22.9 46.0 71.0 84.8 96.1 99.5 100.0 100.0 I2. L-type

2-3 9.1 26.0 47.5 67.7 84.0 95.6 98.5 99.8 100.0

3-1 9.1 9.3 9.4 26.9 71.9 92.0 97.9 99.4 100.0

3-2 8.1 17.9 48.8 87.1 98.2 99.9 100.0 100.0 100.0 I3.T-type

3-3 9.1 21.7 54.5 78.5 90.0 95.3 98.5 99.7 100.0



(2) NE Monsoon Season Unit:%


Berth No. 0 100 200 300 400 500 600 700 800

1-1 1.9 5.0 28.0 63.0 87.4 95.1 99.3 100.0 100.0

1-2 1.9 16.7 56.9 86.0 92.4 99.3 100.0 100.0 100.0 I1. I-type

1-3 1.9 4.1 9.3 34.5 58.7 62.4 68.1 77.4 87.7

2-1 1.9 10.4 40.8 70.5 85.0 98.9 100.0 100.0 100.0 2-2 1.9 6.9 21.8 51.6 71.4 92.3 99.1 100.0 100.0 I2. L-type

2-3 1.9 7.6 23.1 47.4 70.3 91.3 97.0 99.7 100.0

3-1 1.9 2.0 2.1 8.5 52.8 84.7 95.9 98.8 100.0

3-2 1.9 4.7 24.2 75.7 96.4 99.8 100.0 100.0 100.0 I3.T-type

3-3 1.9 6.5 30.6 61.1 80.8 90.8 97.1 99.4 100.0

(3) SW Monsoon Season Unit:%


Berth No. 0 100 200 300 400 500 600 700 800

1-1 16.2 29.4 76.4 96.5 99.5 100.0 100.0 100.0 100.0

1-2 16.2 66.5 93.8 99.5 99.9 100.0 100.0 100.0 100.0 I1. I-type

1-3 16.2 25.9 50.0 81.0 94.8 96.3 97.8 99.0 99.5

2-1 16.2 55.3 84.4 98.3 99.4 100.0 100.0 100.0 100.0 2-2 16.2 39.0 70.4 90.7 98.4 99.9 100.0 100.0 100.0 I2. L-type

2-3 16.2 44.6 72.4 88.1 97.9 99.8 100.0 100.0 100.0 3-1 16.2 16.7 16.8 45.5 91.1 99.4 100.0 100.0 100.0

3-2 16.2 31.3 73.5 98.6 100.0 100.0 100.0 100.0 100.0 I3.T-type

3-3 16.2 37.1 78.6 96.0 99.3 99.8 100.0 100.0 100.0

Source: JPC

Table 5-4 Wave Calmness of Berths with 50m shift of Breakwater to SE Direction

Critical Operational Wave Height: Hc = 0.5m; Breakwater Length, LB: 500m Unit: %

Normal Location Shift of 50m to SE Alternative Berth No, Whole

year NE

monsoon SW

monsoon Whole year

NE monsoon

SW monsoon

2-1 99.4 98.9 100.0 99.8 997 100.0

2-2 96.1 92.3 99.9 98.6 97.2 100.0

Alternative-I2. L-type Jetty

2-3 95.6 91.3 99.8 91.1 83.3 99.0

Source: JPC

This breakwater arrangement with a 50m shift to the SE direction relative to the center of the L-type Jetty is chosen as the most optimum arrangement of the Breakwater and the Jetty.



5.2.2 Breakwater Structure

As described in Figure 4-5 on page 4-7, the options of the island breakwater can be the following three types:

1) Structure type 1: Rubble Mound Type 2) Structure type 2: Upright Caisson Type 3) Structure type3: Sloped Caisson Type

(1) Construction Materials

As indicated in Table 5-5, the Rubble Mound Breakwater of 500m long requires a volume of 291,500 m3 rubble stone for the under water mound, 52,400 m3 for armor stone (2.5 tons), and 37,400 m3 for armor stone (1.5 tons), or total 380,000 m3. In the case of Upright Caisson and Sloped Caisson Breakwaters, totals of about 80,000 m3 and about 70,000 m3 of stone are required, respectively. In other words, the Rubble Mound Breakwater needs about 5 times larger volume of stone works than caisson type breakwaters.

Stone dropping and trimming works can be done during the SW monsoon season, not in the NE monsoon season, when the sea is rough. If the Port is planned to be constructed in two years, stone works on the sea should be done at a pace of more than 1,000 m3 every day, which is quite hard work for one gang of work vessel and man power. Moreover, steady provision of stone will become much serious issue to keep time schedule. It becomes necessary to stock stone all year round.

(2) Construction Schedule

It will be advantageous for Caisson Breakwater in scheduling efficient construction works. It can build and stock caissons during the NE monsoon season, and place them on the site during the next SW monsoon season, which allows to save construction time significantly. (3) Construction Cost

Preliminary comparison of construction cost is made for the above three breakwater structures. The result is shown in Table 5-5. The Sloped Caisson Breakwater is cheaper than the other structures by about 5%.

Thus, it is reasonable to choose the Sloped Caisson Structure as the Breakwater. 5.2.3 Structure of L-shaped Jetty

(1) Alternative Jetty Structures

The proposed alternatives for the structure of L-shaped Jetty are, as shown in Figure 4-3:

1) Alternative I1: Platform-type, and 2) Alternative I2-2: Dolphin-type.



(2) Platform-type Jetty

Unloading/Loading equipment on the platform would be able to move alongside the ship to serve different holds of the ship, and thus full-length of the marginal jetty is required. The length of a berth on the Platform is determined to be 10m deep and 190 m long, or including necessary mooring space, bridge width, and other allowance, 220m to 230m long; for the design ship of 150m long as shown in Table 2-3.

The platform structure mostly consists of vertical pipe piles and batter pipe piles.

The Unloader/Loader should be rail-mounted type which can travel along the jetty. The jetty can receive the ships on both sides. Large clinker ships can accommodate on the sea side; while small coal ships stay in the other side.

(3) Dolphin-type Jetty

The dolphin-type berthing facility normally consists of a Breasting Dolphin at the center a few supplementary Breasting Dolphins on the both sides, and some Mooring Dolphins on the both sides of the Breasting Dolphin.

The dolphin type jetties are applied mainly for bulk cargos, especially for sea berths for very large oil tankers and gas carriers. In this case, the berthing ship is not necessary to move, because the hose pipes are located at the center of the ship.

In the case of dry bulk cargos such as coal, clinker, etc., it is common that a fixed type cargo handling crane is located on the breasting dolphin. And the berthing ship herself must move in fore and aft direction, applying pulling force and releasing on the mooring ropes by winches.

The necessary distance between the front and rear mooring dolphins is assessed by simulating the movement of the ship as follows:

Referring to the symbols shown in Figure 5.8 below, typical dimensions of a bulk carrier is applied as follows:

Ship size: DWT = 15,000DWT, Length overall: L = 150m, Distance from the bow to the front hatch: R =15m, Distance of hatch portion: S = 108m, Distance from the stern to rear hatch: T = 27m, Beam: B = 22m, Reach of crane: C = 25m (Effective) Angle of mooring rope to berth face line: θ = 45 degrees

Then, the necessary distance, D, can be calculated by the following equation:

D = 2 L - (T + R) – 2 C cosθ+ 2 (B / 2 +5) = 2 x 150 – (27 + 15) – Root (2) x 25 + (22 + 10) = 255m (5.3)

It can be concluded that smooth movement of berthing ships can be done by adjusting mooring ropes (including spring lines) attached at mooring dolphins of 255m apart and, if necessary by assistance of tug boats.



ƒ Æ

ƒ Æ

LR S T

LR T

B

D

(5+B

/2)

C

ƒÆ

T

L-T

L-T-Ccosƒ ÆCRENE

D

(5+B/2)cotƒ Æ

L-T

L-R

L-R-Ccosƒ Æ

Figure 5.8 Assessment of Necessary Distance between Front and Rear Mooring Dolphins

Source: JPC

The structure of the Dolphin is combination of vertical piles and batter piles to support the vertical dead weight and ship’s horizontal berthing and mooring force.

5.2.4 Comparison of Structures of Breakwater and Jetty

The comparisons of two these alternatives in terms of both financial and technical points of view are given in Table 5-5(1) and (2).

Generally speaking, taking into considerations that the terminal can be used for the general cargos and containers; and as requested by Client, the terminal should conveniently be extended to be general cargo port in future, the platform-type structure should be selected. On the other hand, the cargo type is limited to bulk cargos only until Phase 2, the cheaper dolphin-type can be selected and, when general cargos and containers are to be handled at another berth which will be added at that time. This is more economic way of constructing a port.

Table 5-5 (1) Preliminary Comparison of Construction Cost of Breakwaters (Length: 500m)

Structure type Construction Cost

(‘000 USD)

Rubble Mound Breakwater 21.106

Sloping Concrete Caisson 19.351

Upright Concrete Caisson 26.250

Source: JPC



The cost breakdowns of the two first structure types have been presented in Table 8-1 & 8-2.

Table 5-5 (2) Comparisons of Jetty Structures

No. Comparative Criteria Dolphin-type Platform-type

1 Operation conditions and loading time

Hard. Ships have to move along the berth during (un)loading process. (Un)loading time is longer.

Convenient. Ships do not have to move during (un)loading process. (Un)loading time is shorter.

2 Safety and reliability Less safe. It is difficult to move the ships under effects of strong wind, wave and current conditions. A certain downtime should be considered.

Safer.

3 Cost of Jetty Cheaper. Cost relates to number of piles.

More expensive. Cost is proportional to the floor area of the platform.

4 Cost of Equipment Cheaper. With the same (un)loading capacity, fixed-type equipment is generally cheaper.

More expensive. Movable equipment is more expensive than the fix type equipment.

5 Function of the berths For bulk cargo (un)loading only.

The berths can also be used for other types of cargos, e.g. bulk, general cargo and container.

6 Possibility and condition for future extensibility

The berth can not be connected to the new ones and totally independent.

The berth can be extended and be able to work with the new berths.

Source: JPC

5.2.5 Elevation of Port Facilities

(1) Crown Level of Berth

In the Project Area, the percentage of occurrence of sea levels are given as shown in Table 5-6. Based on the percentage, required crown level of the port facilities is calculated based on the Vietnamese Standards as presented in Table 5-7:

P (1%) + 1.0m = CDL +2.9m + 1.0m = CDL + 3.9m, or (5.4) P (50%) + 2.0m = CDL + 3.7m + 2.0m = CDL + 3.7m. (5.5)

Thus, CDL +3.9m is the required elevation of the crown level of the Jetty. On the other hand, the required level by the Japanese Standards is:

HWL + (1.0m - 2.0m) = CDL +2.4m to CDL +3.4m (5.6)



for mooring facilities with tidal range of less than 3.0m, and without significant waves and other sea phenomena. For reference, actual crown levels employed in this region are:

Chan May (Actual): CDL + 3.5m Da Nang (Actual): CDL + 4.88m = CDL + 4.9m

Except the crown level of Jetties at Da Nang Port, which was constructed during the American War, the level is smaller than 3.5m.

In the case of Dong Lam Cement Specialized Port, the port is situated in the open sea. We also have to consider the effect of waves and others. In consideration that the crest level of the design wave at the Jetty (water depth: CDL -10.0m) is CDL +3.7m, based on estimated wave height of 1.9m at the Jetty after diffraction by the breakwater, the crown level can be defined as CDL + 4.0m.

Table 5-6 Water Levels Corresponding to Theoretical Frequencies (Uinit: cm above CDL)

Theoretical Frequencies（％） Water Level 1 3 5 10 25 50 70 90 95 97 99

H (cm) 287 255 240 219 191 167 152 144 140 138 137 Source: JPC

Table 5-7 (1) Comparison of Berth Crown Level for Different Standards

Design criteria Basic Design Water Level

(above CD)

Required Height to be

added

Crown Level

(Above CD) Remarks

With P1% +2.87 m 1.0m +3.9m Vietnamese Standards

With P50% +1.67 m 2.0m +3.7m

Japanese Standards HWL +1.40 m 2.0m +3.4m without wave

Source: JPC

(2) Checking Level of Underside Deck

According to the result of wave deformation analysis for the design signification wave with return period of 50m, the estimated wave height at the location of jetty is about 1.5m.

Since the distance between the breakwater and the jetty is very long (160m), the effects of the wave transmission (wave overtopping over the breakwater and wave passing through the breakwater are inconsiderable and can be disregarded.

From the above conditions, the gaps between the underside deck and the crest wave have been determined in Table for different design water levels.



Table 5-7 (2) Checking Level of Underside Deck

Items Results Explanations The estimated wave height at the jetty location, Hd 1.50m Return period of 50 years The crest height of the wave above still water level 0.98m =0.65*Hd The level of underside deck of the platform +3.60m Extreme height water level +2.71m Once in 50 years Height water level (HWL) +1.40m Occurrence frequency of hourly

water levels The level of the crest height of the wave above extreme high water level

+3.69m =2.71+0.98

The level of the crest height of the wave above high water level (HWL)

+2.38m =1.40+0.98

The gap between the underside deck and the crest wave in case of extreme high water level.

-0.09m =4.10-3.69

The gap between the underside deck and the crest wave in case of high water level.

1.22m =4.10-2.38

It can be seen from the above results that the air gap between the underside deck and the crest wave is relatively large (1.22 m). In case of the extreme water level, the crest wave is just 0.09 m higher than the underside deck of the platform. In this case, the uplift wave force acting on the deck is considered to be nothing. (3) Ground Level at the Land Port Area

The present ground level of the land area is about CDL +4.5m. The expected wave run-up height, R, on the beach is also about CDL +4.5m for the design wave of 50-year return period.

Therefore, the ground level at the Land Port Area is defined as CDL +4.5m.

5.3 Berth Requirement and Cargo Handling System and Equipment at Jetties

It has trade-off relationship between berth number and equipment efficiency. As the construction cost of jetty is much more expensive compared with equipment cost, attention is paid to reduce the number of berths first .

5.3.1 Estimation on Required Equipment Capacity

Taking account of the necessary number of berths on one side, the purpose is to estimate required capacity of clinker loading equipment and coal un-loading equipment to be installed on the jetty in Dong Lam Cement Specialized Port.

(1) Estimation of Workable Days through a Year

In consideration of several potential factors which are likely to affect workability of the loading and un-loading operation, the Workable Days through a year is estimated at 314 days as shown in the Table 5-8 below.



Table 5-8 Workable Days in a Year

Factor Days Remarks (1) Unworkable Day（①＋②＋③－④＋⑤）

Clinker Berth Coal Berth

1116

①: Operation Off 0 ②: Due to Wave (Ｈ＞0.5ｍ)

Clinker Berth: 0.2 % Coal Berth: 1.4 %

1 6

Breakwater LB=500m, see wave analysis

③: Due to Wind (Ｖ＞10ｍ／sec: 2.5％） 10 Data at Con Co Station, see Survey Rep. ④: Coincidence of ①and ③ 0

⑤: Yearly Equipment Maintenance 0 To be done during no vessel berthing days (2) Annual Berth Available Days: 365 - (1) Clinker Berth Coal Berth

354 347

Source: JPC

(2) Estimation of Required Capacity of Clinker Loading Equipment

1) Estimation in terms of Berth Occupancy Ratio (BOR)

In order to avoid unfavorable congestion of berthing vessels, the berth occupancy ratio " ρ " should

be less 0.6. By the formula below, required capacities of loading equipment in Phase 1 and Phase 2 are estimated at 261 ton/hour and 869 ton/hour, respectively as shown in Table below.

)(/ ηρ ×××= wDoSSP (5.7)

where, P : Required loading capacity of a clinker ship loader (ton per hour) SS :Annual clinker to be loaded (ton per year) Do :Annual berth available days (days per year) ρ :Berth occupancy ratio w :Daily ship loading operation hours (hours per day) η :Loading operation efficiency

(multiplying mechanical efficiency :0.85 and operational efficiency: 0.85)

Table 5-9 Required Clinker Loading Capacity

SS ton/year

Do days/year

BOR ρ w

hours/day η

P ton/hour

Phase 1: 990,000 354 0.6 24 0.72 270

Phase 2: 3,300,000 354 0.6 24 0.72 900

Source: JPC



Based on the result of estimation above, there are two alternatives, 1st Alternative is installation of two (2) loading equipment with capacity of 500 ton/hour in Phase 1 and Phase 2, and 2nd Alternative is installation of one (1) loading equipment with capacity of 1,000 ton/hour in Phase 1.

From the view points below, Alternative 2, installation of one (1) rail mounted loading equipment with capacity of 1,000 ton/hour in Phase 1, is recommendable.

• Total manufacturing and installation cost of the loading equipment with capacity of 500 ton/hour in Phase 1 and 2 is much higher than that of one (1) loading equipment with capacity of 1,000 ton/hour in Phase 1.

• Loading operation by two (2) loading equipment in Phase 2 is less efficient and safer than that of one (1) loading equipment.

• Installation of additional loading equipment in Phase 2 requires an additional belt conveyor system.

• Loading operation with the equipment having extra capacity ensures very efficient operation in Phase 1.

2) Verification on Berthing Days of Loading Vessels

In order to minimize operational costs of vessels, required berthing days of vessels should be as short as possible. In this view, required capacity of the loading equipment should be decided to make berthing days of the vessels less two (2) days.

In case of the loading equipment with capacity of 1,000 ton per hour recommended above, required berthing day of the 15,000 DWT vessels is calculated by the formula below.

Result of the calculation is 1.04 days, less two (2) days, as shown in Table 5-10 below.

DpwPSD +××= )(/ η (5.8)

where, D :Required berthing days for one loading vessel (day) S :Load capacity on a vessel (DWT) P : Loading capacity of a clinker ship loader (ton per hour) w :Daily ship loading operation hours (hours per day)

η :Loading operation efficiency


Dp :Required days for berthing and un-berthing for one vessel (day)

(2 hours for berthing and 2 hours for un-berthing)

Table 5-10 Required Berthing Days of Loading Vessels

S DWT

P ton/hour

w hours/day η Dp

day D

day

15,000 1,000 24 0.72 0.17 1.04



(3) Estimation of Required Capacity of Coal Unloading Equipment

1) Estimation in terms of Berth Occupancy Ratio

In order to avoid unfavorable congestion of berthing vessels, the berth occupancy ratio (BOR) " ρ "

should be less 0.6. By the formula below, required capacities of loading equipment in Phase 1 and Phase 2 are estimated at 92 ton/hour and 276 ton/hour, respectively as shown in Table 5-11 below.

)(/ ηρ ×××= wDoSSP (5.9)

where, P : Required un-loading capacity of a coal ship un-loader (ton per hour) SS :Annual clinker to be un-loaded (ton per year) Do :Annual berth available days (days per year) ρ :Berth occupancy ratio w :Daily ship un-loading operation hours (hours per day) η :Un-loading operation efficiency


Table 5-11 Required Coal Unloading Capacity

SS ton/year

Do days/year BOR ρ w

hours/day η P ton/hour

Phase 1: 216,200 347 0.6 24 0.49 89

Phase 2: 648,600 347 0.6 24 0.49 265

Source: JPC

Based on the result estimation above, installation of one (1) common continuous un-loading equipment with capacity of 400 ton/hour in Phase 1 is recommendable.

2) Verification on Berthing Days of Un-loading Vessels

In order to minimize operational costs of vessels, required berthing days of vessels should be as short as possible. In this view, required capacity of the loading equipment should be decided to make berthing days of the vessels less two (2) days.

In case of the un-loading equipment with capacity of 400 ton per hour recommended above, required berthing day of the 7,000 DWT vessels is calculated by the formula below.

Result of the calculation is 1.66 days, less two (2) days, as shown in the Table below.

DpwPSD +××= )(/ η (5.10)

where, D :Required berthing days for one un-loading vessel (day) S :Load capacity on a vessel (DWT) P : Un-loading capacity of a coal ship un-loader (ton per hour) w :Daily ship un-loading operation hours (hours per day)



η :Unloading operation efficiency


Dp :Required days for berthing and un-berthing for one vessel (day)

(2 hours for berthing and 2 hours for un-berthing)

Table 5-12 Required Berthing Days of Un-loading Vessels

S

DWT P

ton/hour w

hours/day η

Dp

day

D

day

7,000 400 24 0.49 0.17 1.66

5.3.4 Comparison of Types of Ship Loader and Unloader (1) Fixed or Traveling Type

The advantages and disadvantages are discussed in Table 5-13 for fixed and travelling types of ship loader and unloader.

The fixed type is cheaper than the traveling type, but there is a fundamental disadvantage of inefficiency of loading/ unloading operations, because of necessity of ship movement on berth.

Thus, from the reason of minimized Initial cost as requested by the Owner, it is recommended to adopt the Fixed type equipment. It automatically relates to selection of jetty structure, which is to be dolphin type, not platform type.

Table 5-13 Comparison of Fixed and Traveling Types

Item Fixed Type Traveling Type

Loading Method Loader is fixed on the berth and move a ship

Ship is fixed and loader travel along the berth

Cost Cheep Expensive ( add traveling system)

Loading capacity Smaller than Traveling Type Larger than Fixed Type Workability Poor handling efficiency Enable to continuous loading Maintenance Easy Expensive

Application Cooperation for mooring between ship and landside is indispensable

Operated by ship loader itself

Source: JPC

(2) Type of Equipment Body and Base Machine

Comparison on crane types in terms of body and base machine is given in Table 5-14. Taking account of required capacity of 400 tons /hour and cost, continuous type is recommended to be employed.



Table 5-14 Comparison of Equipment Body and Base Machine

Item LLC Type* Bridge Crane Type Continuous Type

Cost Cheap Expensive Most expensive

Unloading capacity 200 to 1,000t/h 500 to 3,000t/h 1,000 to 4,000t/h

Workability Intermittent cyclic operation of grab bucket

Intermittent cyclic operation of grab bucket

Continuous operation of buckets

Maintenance Cheap Cheap Expensive

Applications

1) Many actual performance. 2) Necessary of measures against dust pollution

1) Many actual performance. 2) Necessary of measures against dust pollution

1) Application is for automatic operation. 2) Easy against dust pollution.

* LLC stands for Level Luffing Crane

(3) Type of Loading/Unloading Attachments

In terms of attachment of the crane, a comparison is made in Table 5-15. If we take account of environmental impacts, screw type is recommendable.

Thus, the clinker loader can be fixed type shiploader continuous type should be selected. The coal unloader could be continuous and screw fixed type unloader is recommended.

Table 5-15 Comparison of Attachment Types

Item Grab Bucket type Screw type Bucket type

Cost Cheap Expensive Most expensive

Workability Easy operation and usage for multi-purpose crane

Necessity of skilled operator

Necessity of skilled operator

Environmental Dust collector may be required Good Good

Maintenance Easy Costly Costly

Applications For all sizes of bulkers For large bulkers For large Bulkers

Source: JPC

5.3.3 Comparison of Belt Conveyor Systems

With regard to the conveyor system, the largest subject is selection of single belt system or multi-belt system. A comparison is made in Table 5-16.

As the One-belt system is usually cost only a half of that of the Two-belt system, one-belt system is recommendable.



Table 5-16 Comparison of Number of Conveyor Lanes

Item One Belt (Combined with Clinker and Coal)

Two Belts (Clinker and Coal on separate lane)

Cost Cheap Very Expensive

Maintenance Stops operation of both Clinker and Coal Able to operate the other belt. Belt Wearing Wear the both sides of the belt to be used

by Clinker and Coal Less wear owing to one side usage of belt

Cleaning Necessity of special cleaning device Ordinary clean method can be applied Width of frame Small Large

foundation load Small Large

Application Manufactures are limited General

Source: JPC

5.3.2 Required Number of Berths

Throughout the above analysis of required equipment efficiency, the Berth Occupancy Ratio of 0.7 is maintained as shown in Tables 5-9 and 11, taking into account of non-operational time due to strong wind, high waves, etc.

In other words, as far as Phase 1 and 2 concern, one berth for clinker loading and one berth for coal unloading and other cargo handling are required.

5.4 Cargo Handling System and Equipment at Port Land Area

5.4.1 Terminal Logistics

(1) Clinker Storage and Transport

In the Cement Plant, clinker is stored in a silo with a storage capacity of 35,000 m3. Clinker can then be transported to the port either by trucks or a conveyor. In the case of truck transport, the clinker is either kept temporarily in a silo or a warehouse at the Port Land Area for several days until ship’s arrival, or directly transported to the ship via a system of feeder - quay conveyor and ship loader. In order to shorten the quay occupancy by ship, the capacity of the silo or the warehouse capacity is designed to be able to accommodate full ship-load of designed ship 15,000 DWT the conveyor system should be introduced. For conveyor transport, the clinker is immediately discharged to the ship via an access conveyor and a ship loader. Most conveyors are belt conveyors which are widely used for handling of dry bulk such as grain. In theory, unlimited distances can be covered, but the use of conveyors is generally applicable, for transport- economic reasons, to the distances of a few kilometers. For longer distances, rail or road transport often becomes more appropriate, although belt conveyors of more than 100 km occur, e.g. for the transport of phosphate from the mine to the port in Morocco. It is therefore recommended that the economic comparison between two these transport system should be done.



Advantages of the belt conveyors system are: - Simple construction - Economy of maintenance - Efficiency, with low driving power requirements - Adaptability - Complete discharge of handled materials

In the case of Dong Lam Cement Specialized Port Project, the Belt conveyor system should be adopted to cope with high efficiency required, i.e. 1,000 ton/hour.

It should be noted that the clinker should not be stayed at the warehouse of the Land Port for a long time because under influence of the sea weather condition, the quality of the clinker is quickly deteriorated. In an airtight silo, this problem is minimized. In the warehouse, the quality cannot re retained long. (2) Coal Reclaiming and Transport

There are coal stockpiles with capacity of 20,000 tones located in the area of the cement plant. Coal is unloaded from ships by a ship unloader on the quay and then transported to the open yard with a roof at the Land Port via a conveyor system. At the yard, the coal is reclaimed by a mobile conveyor and a shovel, and then transported to the cement plant by trucks. Because the throughput of coal is relatively small, the road transport would be the best choice.

A sketch of general terminal logistics of the cargo transport is presented in Figure 5-9 below.

TÇu 15.000DWT

TÇu 7.000DWT

Coal Stock pile

Clinker

Coal

Clinker Silo

Belt Conveyor

Cement plant

Belt Conveyor

Belt Conveyor

Belt Conveyor

Belt

Co

nve

yor

Belt

Co

nve

yor

Transfer house

Transfer house

transport system for exporting clinker

transport system for importing coal

Feeder

ClinkerClinker

Figure 5-9 General Terminal Logistic at Port Land Area (An example of Clinker through Warehouse and Coal through Open Storage Yard)

Source: JPC



5.4.2 Clinker Storage System at the Land Port

One of the subjects to be discussed in planning layout of the land terminal is selection of the clinker handling system, i. e. silo or warehouse.

A comparison table is prepared as shown in Table 5-17. In consideration of specifically environmental impact by dust, introduction of a silo is recommendable.

Table 5-17 Comparison of Clinker Stocking System in the Land Port

Item Silo System Warehouse System Remarks

Required Area Small (700 m2) Large (3,500 m2) Capacity: 20,000t

Air-tightness Complete* Semi-complete * RC cylinder

Quality Change None Poor

Environmental Impact Good Bad

Construction Cost Reasonable Reasonable

Source: JPC



6. PROPOSED PORT PLAN

6.1 Sea Port Area

6.1.1 Breakwater

(1) Design Wave

The offshore wave conditions are defined by hind-casting unusual waves generated by past 30 typhoons and usual waves for continuous two years. Based on this information, offshore design wave is set up statistically with a 50 year-return period. The offshore wave is propagated onto the shallow water area of the Project site, and the following design wave at the water depth of CDL -13m is decided:

Wave Height, Hs, and Period, Ts: Hs = 8.4m, Ts =13.8 seconds. Design Incident Wave Direction, α: Perpendicular to the breakwater, α= 0.

On the other hand, frequency distribution of usual wave at the same location is assessed from the above offshore usual wave information. It is proved that a breakwater is indispensable to secure necessary workable/operational days, which have wave height of less than a critical operational wave height of 0.5m.

(2) On-site Workability

A breakwater of any kind is, generally speaking, very expensive and time consuming to construct. With regard to the cost, cheaper structure shall be sought out. With regard to construction period in the case of central Vietnam, quick execution method on the site during the dry season, or the SW monsoon season, is the key factor of the solution.

According to JPC’s assessment of usual waves at the site during the NE monsoon season, waves are higher than 1m for about 69 % and 2m for about 22%. A height of 1m is a limit of safe operations on the sea site of work vessels such as tugboats and barges, crane vessels, cement plant vessels, diver boats, supervisor boats, etc. If the wave height exceeds 2m, construction works on the sea will be almost suicidal.

It is a common view that uninterrupted construction works on the site during the NE monsoon season in central Vietnam is impossible. This can be proved by facts shown in Figure 6-1. This Figure is the result of wave observations at outside of Danang Bay. It indicates that high waves more than 2m occur at intervals of less than 6 days (in 0 to 6 days) from November to February. It lasts for 0 to 3 days.

There is another viewpoint to evaluate workability at the site. It is a fact that the breakwater is an unusual kind breakwater, i.e. an island breakwater. There is no direct connection to the land. We cannot use dump trucks to drop stones nor concrete mixer trucks to supply concrete. We shall use work vessels.

It is a matter of course that work vessels can go to the site during drop-off days from, for example, Thuan An Port. They cannot expect, however, efficient continuous works because of the above wave conditions.



Figure 6-1 Interval and Duration of High Waves (Hs >2m) off the Mouth of Danang Bay

Source: Nguyen N.T., Nagai K., Kubota H., Nguyen N. H., Dao X. Q. (2004): “Statistical Characteristics of Unusual Waves observed at Danang, Vietnam” Proceedings of Asia and Pacific Coasts 2003

(3) Basic Design of Breakwater Structure

Based on the design wave through wave propagation analysis, Basic design structures are discussed for Rubble Mound Breakwater, Upright Caisson Breakwater, and Sloped Caisson Breakwater. The designed cross sections are shown in Figure 6-2 (1) and (2) for Sloped Caisson type and Rubble Mound type breakwaters, respectively.

Figure 6-2 (1) Cross Section of Sloped Caisson type Island Breakwater

Figure 6-2 (2) Cross Section of Rubble Mound type Island Breakwater Source: JPC



(4) Proposed Breakwater Structure

After in-depth discussions on technical soundness, workability and cost, Island-type Breakwater is selected, which has a length of 500m and the structure of Sloped Caisson-type as shown in Figure 6-2 (1).

6.1.2 Jetty Structure and Cranes

(1) Combination of Berth and Crane

Number and structure of necessary berth are discussed in consideration of efficiency of equipment for clinker loading and coal unloading. After comparison of advantage and disadvantage of the following combinations of jetty structure and equipment as shown in Drawing G-3 in ATTACHMENT A3:

1) Platform-type berths with traveling cranes (Crane can move for location shift), and 2) Dolphin-type berths with fixed cranes (Ship must move for location shift).

In consideration of initial investment cost, the pair of Dolphin-type structure and Fixed-type Crane is selected as shown in Figure 6-3.

(1) Coal 7,000DWT Ship

(2) Clinker 15,000DWT Ship

Figure 6-3 Proposed Dolphin-type Jetty and Fixed-type Cranes on the Jetty Source: JPC

The number of berths is two until Phase 2: one for clinker loading and the other for coal and other cargos unloading. Each berth is planned to have a length longer than 200m.

Capacity: 400t/hour

Capacity: 1,000t/hour



(2) Quay Equipment

Detail of the proposed handling system for clinker and coal is presented in ATTACHMENT A1-3.

The equipment planned to work on the Berth are as summarized in Table 6-1 below.

Table 6-1 Proposed Equipment on the Quays

Items Clinker Berth Coal Berth Remarks

Equipment Type Continuous Continuous screw type

Capacity 1,000 ton/hour 400 ton/hour

Other Equipment (Equipment for General

Cargoes) Wheel Loaders For operation in holds

Source: JPC

6.1.3 Access Bridge

Belt Conveyor and Truck Road

The major portion of the bridge has the cross section as shown in Figure 6-4. In addition to the belt conveyor, walkway is prepared at both sides:

Figure 6-4 Cross Section of Access Bridge Source: JPC



6.1.4 Marine Conveyor

The plan of conveyor system to/from the Land Port from/to the Berth is described in ATTACHMENT A1-3.

Inconsideration of mostly cost, “Single Belt Conveyor System” is considered on the Bridge portion. On the Jetty portion, “Two Conveyors System” is employed for handling clinker and coal separately. There major features are as follows:

(1) Conditions of Transportation

1) Transportation of Clinker Clinker Size: 40 mm Apparent Specific Gravity (γ): 1.5 t/m3

Transportation Volume (Q1): 1,000 t/hour

2) Transportation of Coal Coal Size: 15 mm Apparent Specific Gravity (γ): 0.8 t/m3

Transportation Volume (Q1): 400 t/hour (2) Distance and Raise

1) No.1: Single Belt Conveyor on Bridge (upper: for Clinker, Lower: for Coal) Distance: 1,170m

Lift: Clinker: 5m Coal: 3m

2) No.2: Two Separate Belt Conveyors on Jetty (1 conveyor for Clinker, 1 conveyor for Coal) Distance: 100m Lift: 7m

(3) Calculation of Belt Width and Speed (Refer to Figure 6-5)

1) Belt width: 1,050m Trough angle of Roller: Clinker 40° Coal 30°

Side angle of material: 15°

2) Belt Speed (V): 120m/minute

Figure 6-5 Cross Section of Single Marine Belt Conveyor Source: JPC



6.1.5 Channels and Basins

Sizes of channel and basins are determined for the designed ship 15,000 DWT with the specifications as follows:

- Vessel Type: Bulk Carrier - Deadweight :: 15, 000 DWT - Displacement : 23,166 tons - Length Loa: 150m - Beam B : 22m - Draught T : 9m - Block coefficient (Cb): 0.78

(1) Channel Widths

The required widths of the outer channel, where is unprotected by the breakwater, according to the PIANC Guidelines, are determined and presented in Table 6-2, and at the part which is protected by the breakwater, Table 6-3 for the Inner Channel.

Table 6-2 Width of Required Outer Channel based on PIANC Guidelines

Factors affecting Design

Channel Width

Additional Widths

(x B)

Remarks

Type of channel Outer one-way channel

Aids to navigation: 0.2 Moderate

Bottom surface 0.1 Smooth and soft

Bank clearance: 0.3 Sloping edges and shoals

Prevailing cross current 1.0 Moderate

Prevailing longitudinal current 0.2 Moderate

Prevailing crosswind 0.5 Moderate

Wave height 0.5 Medium

Depth / Draught ratio 0.2 Channel Depth / Draught ratio, assumes to be 1.2

Vessel Speed 0.0 Dead Slow

Maneuverability 1.5 Moderate

Cargo hazard 0.0 Low

Total Channel Width 4.8

Total Channel Width (m) 105.6

Designed Width (m) 110

Source: JPC



Table 6-3 Width of Required at Inner Channel based on PIANC Guidelines

Factors affecting Design Channel Width

Additional Widths (x B)

Remarks

Type of channel Inner one-way channel Aids to navigation: 0.1 Good Bottom surface 0.1 Smooth and soft Bank clearance: 0.3 Sloping edges and shoals Prevailing cross current 0.0 Negligible Prevailing longitudinal current 0.2 Moderate Prevailing crosswind 0.5 Moderate Wave height 0.0 Low Depth / Draught ratio 0.4 Channel Depth / Draught ratio assumes to be

1.15 Vessel Speed 0.0 Dead Slow Maneuverability 1.5 Moderate Cargo hazard 0.0 Low Total Channel Width 3.4 Total Channel Width (m) 74.8 Designed Width (m) 75 Source: JPC

(2) Channel Depth

As recommended by PIANC (1997), a water depth can be estimated from draft of ship design, tidal height, squat, wave-induced motion, a margin depending on type of bottom and the effect of water density on ship draft, which can be expressed by the following equation:

(6.1)

where:

- d is the required water depth; - Ht is the tidal elevation above CDL, which is considered to be as navigational water level

for ship operation. - T is the ship draft; =9m - Smax is the maximum squat; it is determined to be 0.2 m for ship speed of 5 knots; - β is the wave-induced motion; the significant wave height is designed up to 1.5 m in the

entrance channel. For the design ship the combined RAO for heave, pitch and roll was estimated at 1.2. Hence, the wave-induced motion is determined to be β = 1.2 x Hs.

- ms is the remaining safety margin; it is advised to be 0.5 m for a sandy bottom.

It is very costly to design the channel depth to be able to operate for all hard navigation conditions. An economical design is that for unusual weather conditions, a certain downtime of the channel would be acceptable. An advanced simulation model for assessment of the channel downtime has therefore been used.



This model is discrete-event and compressed-time-stepping traffic for the simulated channel. Stochastic

variables of wave heights are randomly generated based on the probability parameters presented in

Table 3.13. Hourly water levels for one year at Cua Viet area were collected and hourly water levels at

the project site have therefore been determined using correlation equation (3.4) as found in Chapter 3. It

is assumed that the event of ship departures after fully loaded at the berth follows an Exponential Law

and it is also randomly generated as input data for the model. The number of ship arrivals for one year

is 66 (equivalent 990,000 ton clinker/year). The channel downtime will be counted when an “actually”

generated water level (water depth) from the simulation, ds, is smaller than the water depth, d,

estimated from the above equation 6.1. The waiting time for high tidal level will then be accumulated

until to satisfy the condition that the found water depth ≥ d.

Several hundred simulation runs were made, the mean waiting times (downtime) have been found for

two channel depths -10.5m and -11m, as presented in Table 6-4 below:

Table 6-4 Downtime Assessment by Simulations at Channel due to Waves

Downtime Channel depths

Days/year Hours/ship Percentage Designed depth -10.5 m (CDL) 3.39 1.23 0.93% Existing natural channel depth -11m(CDL) as planned 0.96 0.38 0.26%

Source: JPC

It can be seen from the above results that the downtime is inconsiderable for both cases. The designed channel depth of -10.5m (CDL) would be therefore strongly recommended. (3) Berthing Basins

The width of safety distance between the approach channel and berth line, which is based on the regulation No.109/QD-CHHVN issued by VINAMARINE, is determined, referring to Figure 6-6, as:

kn cmB B b B≥ + + Δ (6.2)

where: - B is the width of the design ship; - bcm is the width of tugboat; - ΔB is the allowance for ships navigation in the channel, often taken as 1.5 B.



BB

Berth line

Approach channel

Bkn

Bcm

Tugboat

Figure 6-6 Required Safety Distance by VINAMARINE Source: VINAMARINE

The safety distance for the design ships is determined to be about 60 m. (4) Turning Basin

The diameter of a turning basin, Dtb, is required by the PIANC Guidelines to be 2 x Loa in case of no-tug assistance.

Dtb = 2 x Loa = 2 x 150m = 300m (6.3)

This turning basin is allocated on the side of Coal Unloading Berth of L-shaped Jetty. 6.1.6 Navigation Aids

The navigation aids listed in Table 6-5 should be installed following the IALA’s Regulations.

Table 6-5 Navigation Aids to be installed in the Sea Port

Name of Nav Aids Location (Number) Specifications Remarks

Light Beacons On Breakwater ends

(2 Units)

Red (Port side)

Green (Starboard side)

Solar batteries will be used.

Light Beacons On Jetty ends (6 units) Yellow

Marker Buoy Edge of Turning Basin Black and Yellow Water depth CDL -8.0m

Source: JPC

6.1.7 Ship Waiting Area

Ships shall anchor and stand by at a waiting area while awaiting local pilot assistance in navigating from the sea to channel bar, and berthing the jetty. The waiting area would be located near the ports entrance and on the depth of about -17m (CDL), which is 0.5 km far from the south-head of the breakwater. The main port entrance is defined to be from the south. However, ships can enter the port from both north and south sides.



This area is traditionally marked by one or more special aids called large navigation buoys. However, several new techniques have been developed to replace this traditional aid method. One of these systems including the use of satellite-based Global Positioning System is recommended.

A bathymetric survey should be done and coordinates of the surveyed area should then be defined for the declaration of the ship waiting area before the port operation. 6.2 Land Port Area

6.2.1 Cement-related Facilities

The facilities in the Land Port Area are arranged as shown in Figure 6-7. The clinker and coal handling system on the Land Port Area is illustrated in Figure 6-8.

Figure 6-7 Facility Layout in the Land Port Area with Silos Source: JPC



(1) Flow of Clinker Storage and Shipping

(2) Flow of Coal Storage and Shipping

Figure 6-8 Flow of Handling Clinker and Coal in the Land Port Source: JPC

Here, the clinker stocking is planned to be in silos with a total capacity of 20,000 tons in Phase 1 and 60,000 tons in Phase 2.

The cement stock yard with roof will be prepared, i.e. a capacity of 8,000 ton (Area: 30m x 68m) for Phase 1, and additional 10,000ton (30m x 82m) for Phase 2.

The stock yard of Other Material with a roof will be built with an area of 420 m2 (28m x 15m), which is enough for Phases 1 and 2.

10,000 tons x 2

10,000 tons x 2



6.2.2 Stock Yards and Facilities

(1) Stock Yard Area

Storage area, Ots, for coal and clinker at the port can be determined from the following equation:

(6.5)

where: - f1 is the proportion gross/ net surface in connection with traffic lanes; - f2 is the bulking factor due to stripping and separately stacking of special; - Cts is the fraction of total annual throughput which passes the transit shed; - td is the average dwell time of the cargo in days; - mts is the average rate of occupation of the transit shed or storage; - h is the average stacking height in the storage; - ρ is the average relative density of the cargo as stowed in the ship.

The required areas for clinker and coal to be stored at the port have been determined and given in Table 6-6 below.

Table 6-6 Required Areas for Clinker and Coal Stock Yards

Clinker Coal Items Notations Unit

Phase 1 Phase 2 Phase 1 Phase 2

Annual throughput Cts ton/year 990,000 2,300,000 220,000 432,000Average dwell time td days 3 3 4 4 Average relative density of the cargo ρ t/m3 2 2 2 2 Average stacking height h m 2 2 2 2

Proportion gross/ net surface f1 - 1.5 1.5 1.5 1.5Bulking factor f2 - 1.2 1.2 1.5 1.5average rate of occupation mts - 0.75 0.75 0.7 0.7Area required Ots m2 11,392 26,466 4,843 9,511Estimated Dimensions Width: B m 50 100 50 50 Length: L m 98 113 39 76 Area A = B x L ha 0.5 1.1 0.2 0.4Source: JPC

(2) Clinker Silo Structure

Clinker Silo is planned to be cylindrical RC-structure as shown in Figure 6-9.

(3) Coal Warehouse

A coal warehouse is a simple storage with low concrete walls and roof as shown in Figure 6-10.

365...... 21

ρhmtCffO

ts

dtsts =



Figure 6-9 Structure of Clinker Silo (optional) Source:JPC

Figure 6-10 Structure of Coal Warehouse

Clinker Silo

10000 tons



Source: JPC

6.2.3 Internal Road

The Internal Road is planned to have two travel lanes of 3.5m wide each and two parking lanes of 2.5m wide each with side walks of 2.5m wide each, i.e. total width of 17.0m.

6.2.4 Buildings

Buildings for operation and management of the Port is planned to be constructed at the Land Port, including:

1) Administration Office, 2) Electric Sub-station, 3) Equipment Maintenance Shop, 4) Materials Store. 5) Water Tank, and 6) Guard House.

6.2.5 Utilities

1) Electricity 220/380 VAC, 50 Hz, or 6.3kV to 6.6 kV, is available on site. Main power for crane (AC 6.6 kV, 50 Hz, 3ψ), and auxiliary power for cranes and Jetty, Bridge, and yard-lighting (AC 440V, 50 Hz, 3ψ), and lighting, air conditioners, and others in buildings (220V, 50 Hz) will be used.

2) Water Public water with a supply capacity of 3,000 m3/month (pressure: 3 bar) is available on site. Underground water will be exploited, if necessary.

3) Drainage Rain water is to be discharged directly into the sea 4) Sewage Domestic water is to be treated by septic tanks which are to be cleaned

regularly. 5) Fences Land area of 4.5 ha will be enclosed by fence of 1,800m long. 6) Other Utilities Fuel supply station with tanks for gasoline and diesel oil will be

provided when vehicle operations will become heavy.

6.2.6 Other Equipment

(1) Tug boats

Tug boats are essential to keep the operation of ships and the port safe and efficient. Two tug boats of 1,200 HP is planned to be purchased.

(2) Auxiliary Equipment for Work in Ship Hopper

In order to finish unloading work of coal on the quay, small equipment are to be used in a hopper, i.e. three (3) wheel loaders with a capacity of 3 m3 with explosion proof function.

(3) Equipment for Stock Yard in the Land Port

Some small equipment and vehicles are to be procured for operation of the stock yard in the Land Port. A list is prepared and proposed as shown in Table 6-7.



Table 6-7 List of Equipment for Stock Yard in the Land Port

Equipment Number Specifications

Wheel-loader 3 number 3.3m3

Compressor 3 units 6m3/min, 7kg/cm2 Dump truck 1 number 10t Pick-up truck 2 numbers Double cabin Clinker stock and transfer system 2 lots Total capacity of silo: 20,000t

Coal stock and transfer system 1 lot Capacity of stock yard: 8,000t

Source: JPC

6.3 Maintenance Works

6.3.1 Maintenance of Port Facilities


1) Lubber fenders when damaged, 2) Corrosion of the splash zone of piles, 3) Salt intrusion into reinforced concrete beams and slabs of the platform, and 4) Others

It is very important to carry out visual investigations regularly and, if necessary, surveys by equipment to detect inferiorities and defects, especially after storms and typhoons.

6.3.2 Channel Maintenance Dredging

The access channels and berthing/turning basins are planned to be CDL - 10.5m and -10m, respectively, in Phase 2. If the water depth becomes shallower than the planned one, maintenance dredging should be carried out.

In order to cope with sedimentation by sand drift, regular bathymetric surveys should better be carried out before and after the NE monsoon season, i.e. twice a year at least for the initial three years after commencement of operation of the Port.

It is noted that the dredged sand had better be transferred to the downstream part to supply the sediment to the erosion beach.

6.3.3 Maintenance of Equipment

Equipment should be maintained properly by the following method:

1) To Prepare “Equipment Maintenance Manual” which defines procedures and method of maintenance. Concept of “Preventive Maintenance” should be introduced. Enough spare parts should be stocked always. Management of stockpiles should be performed. Spares less than the quantity defined in the Manual should be procured immediately.

2) To carry out regular checking work, i.e. daily, weekly, monthly, and yearly checks,



3) To carry out regular maintenance works, 4) To carry out annual maintenance works, including overhauls.

6.3.4 Maintenance of Navigation Aids

It is most important to maintain the navigation aids listed in Table 6-5 properly by regular patrol and check-up of all the nav. aids, supply of batteries, replacement of lumps, cleaning of buoy body and chain, repainting, and others. 6.4 Management of the Port

6.4.1 Port Area

Referring to Cover Drawing, the location of the Dong Lam Cement Specialized Port at Dien Loc Commune is defined to locate at the area enclosed by the coordinates shown in Table 6-8 below.

The Port Area consists of the Land Port Area of 4.5 ha and the semicircle area with a radius of 1,500m covering the sea and the beach of 103.5 ha, or in total of 108.0 ha.

Table 6-8 Coordinates of Port Area


Point Easting Northing

A E 546904.123 N 1846517.494 B E 546970.820 N 1846597.908 C E 546880.765 N 1846672.602 D E 546982.910 N 1846795.754 E E 547067.770 N 1846725.370 F E 547231.971 N 1846923.438 G E 546205.818 N 1847774.554 H E 548514.916 N 1845859.334 I E 547360.367 N 1846816.944 J E 547093.972 N 1846495.763 K E 547005.842 N 1846568.861 L E 546948.283 N 1846499.465

Source: JPC

6.4.2 Establishment of MIS and On-site Coastal Observation Station

The Consultant would like to submit TH Transportation J.S.C the following recommendations.

(1) Introduction of Management Information System (MIS)

Construction and operation of the Sea Port are so closely related and affected by the sea conditions such as wind and wave by typhoons and monsoons, it is recommended to introduce MIS on weather forecast and prediction of the sea conditions and establish “the Institutional Manual on Operations of the Port.”

(2) Establishment of Coastal Observation Station



In order to accumulate the baseline data and follow-up the effect of the Project on natural and environmental conditions, establishment of an “On-Site Coastal Observation Station” on a ten-year basis is recommended, including the following measurements:

1) Continuous measurement of water level at the same location (for 2 minutes at intervals of 1 hour),

2) Continuous measurement of waves at a water depth over 20m (for 15 minutes at intervals of 2 hours), and

3) Continuous measurement of wind on the beach during construction and on the Jetty after completion of the quay at the height of 10m above the Mean Sea Level (for 10 minutes at intervals of 1 hour),

4) Regular survey of shoreline location at intervals of 100m as carried out this time in the Additional Natural Conditions Survey for 20 km long, twice a year in September and March.



7 BASIC DESIGN

7.1 Seaport Facilities

Technical standards for major port civil facilities are applied basically from “Technical Standards and Commentaries for Port and Harbour Facilities in Japan, 2002” stipulated by the Japanese Ministry of Land, Infrastructure and Transport of Japan. 7.1.1 Breakwater

7.1.1.1 General Layout Plan

Prior to preparation of this report Basic Design Report, the Consultant submitted “Master Plan Report” in June and its final version in September, 2009. The concept of the breakwater design has been accepted by the Client with the location, dimension and its alignment as follows:

Length of the breakwater: 500 m

Crown of the breakwater: +6.50 m

Seabed elevation: -13.0 m on average

Direction of the breakwater: Due NW – SE

Coordinate at the two ends:

Point E N

NW end 547851.703 1847719.603

SE end 548236.570 1847400.385 7.1.1.2 Design Alternatives

In the Port Plan Report, following two (2) types of the breakwater were chosen as alternatives for the basic design.

Alternative-1: Rubble Mound + Wave Dissipating Block Type

Alternative-2: Sloping Concrete Caisson Type

Although construction of the alternatives are technical possible, each alternative has advantage and disadvantage comparing with the other in terms of construction efficiency, economical efficiency, operational safety, etc.

Figure 7-9 summarizes the result of alternatives comparison with a view that Alternative-2, Sloping Concrete Caisson Type is superior to the other alternative in the Project.

Following sections describe the basic design of each alternative which was made in accordance with the Technical Standards and Commentaries for Port and Harbor Facilities in Japan, 2002.

7.1.1.3 Design Conditions

In basic design of the breakwater, following design conditions are applied.

1) Hydraulic Conditions

• Tidal Level: High Water Level = CDL + 1.4m Low Water Level = CDL + 0.4m

• Wave (50 years occurrence): Maximum Wave Height, Hmax = 12.0m



Significant Wave Height, H1/3 = 8.4m Offshore Wave Period, T0 = 13.8 Second Offshore Wave Length, L0 = 297m Wavelength at Site, Ls = 155.6m

• Seawater Density: 10.0 kN/m3

2) Seabed Conditions

• Elevation at Site: CDL - 13.0m • Calcification: Medium Sand with Clay • N-value: 6 to 28 blows • Thickness: 16 to 21 m • Gradient: Flat to 1/50

3) Material Density

• Concrete: 22.6 kN/m3 • Reinforced Concrete: 24.0 kN/m3 • Concrete Block: 23.1 kN/m3 • Sand: 18.0 kN/m3 (Wet) 20.0 kN/m3 (Saturated) • Stone: 26.0 kN/m3 (Wet)

7.1.1.4 Basic Designs

(1) Rubble Mound Breakwater Designs

(1.1) Required Safety Factor for Structural Stability

1) Stability of Main Structure against Sliding

Safety factor (Fs) shall be 1.2 or grater for wave action in the equation below.

Fs = P

UW )( −ομ (7.1)

Where: μ= friction coefficient between the structure and rubble mound foundation W0 = weight of main structure (kN/m) U = uplift force acting on the main structure (kN/m) P = horizontal wave force acting on the main structure (kN/m)

2) Stability of Main Structure against Overturning (for crown concrete)

Safety factor (Fs) shall be 1.2 or grater for wave action in the equation below.

Fs = Mp

MutW −ο (7.2)

Where: W0 = weight of main structure (kN/m) t = horizontal distance between the center of gravity and the heel of the main structure (m) Mu = moment due to the uplift force around the heel of the main structure (kN.m/m) Mp = moment due to the horizontal wave force around the heel of the main structure (kN.m/m)



3) Bearing Capacity of Foundation

Stability of foundation beneath the main structure in wave acting condition is analyzed by circular arc calculation based on Bishop Method.

Safety factor (Fs) shall be 1.2 or grater for wave acting condition.

(1.2) Required Weight of Protection Block and Stone

1) Wave Dissipating Block and Slope Protection Block behind Breakwater

Required weigh of the blocks shall be determined by recommendation of manufacturer or the formula below.

W ws = 33/1

)1( −SrKH

D

γρ (7.3)

Where: Wws= required weigh of blocks (t) H1/3 = design significant wave height (m) KD = stability number of block Sr = specific gravity of blocks relative to seawater

2) Foot Protection Block

Required weight of the foot protection block shall be determined by the formula below:

t / H1/3 = df (h / h')-0.787 (7.4)

Where: t = required thickness of foot protection block (m) H1/3 = design significant wave height (m) Df = 0.18 for the breakwater trunk, 0.21 for the breakwater head h = water depth at site (m) h' = water depth at the top of ruble mound foundation (m)

Required weight of the foot protection block can be decided in Table 7-1.

Table 7-1 Required Thickness and Dimensions of Foot Protection Blocks

Weight (t/unit) Required Thickness of Foot Protection Block

t (m)

Dimensions l (m) x b (m) x t (m)

Block with Openings

Block without Openings

0.8 or less 2.5×1.5×0.8 6.23 6.90 1.0 or less 3.0×2.5×1.0 15.64 17.25 1.2 or less 4.0×2.5×1.2 24.84 27.60 1.4 or less 5.0×2.5×1.4 37.03 40.25 1.6 or less 5.0×2.5×1.6 42.32 46.00 1.8 or less 5.0×2.5×1.8 47.61 51.75 2.0 or less 5.0×2.5×2.0 52.90 57.50 2.2 or less 5.0×2.5×2.2 58.19 63.25

Source: JPC



3) Amour Unit of Foundation Mound

Required weigh of the amour unit of foundation mound shall be determined by Hudson Formula below:

Wa = 33

3/1

)1( −SrNH

S

γρ (7.5)

Where: Wa= required weigh of amour unit of foundation mound (t) H1/3 = design significant wave height (m) NS = stability number of foundation unit Sr = specific gravity of amour unit of foundation mound relative to seawater

⎪⎭

⎪⎬⎫

⎪⎩

⎪⎨⎧

⎥⎦

⎤⎢⎣

⎡ −−+

−=

3/13/1

2

3/13/1

')1(5.1exp8.1'13.1,8.1maxHK

hkHK

hkN s : BM /L' < 0.25

K = K1(K2)B

K1 = )'/'4sinh(

'/'4Lh

Lhπ

π

(K2)B = { })'/cos2(sincos),'/cos2(cossinmax 22225 LlLl βπββπβα

Where: h' = water depth at the top of rubble mound foundation (m) l = in the case of normal wave incidence, the berm width BM (m) in the case of oblique incidence, either BM or BM', whichever gives the larger value of (K2)B L' = wavelength corresponding to the design significant wave period at the water depth h' (m) α5= correction factor for when the armor layer is horizontal (0.45) β= incident wave angle H1/3 = design significant wave height (m)

(1.3) Required Crest Elevation

In a harbor of large ship's calling, where the water area behind the breakwater is wide that wave over topping is allowed to some extent, the crest elevation is set at 0.6H1/3 above the HWL.

In this project, distance between the breakwater and Jetty is kept by 160m, which is almost same with the wave length at the site. In this condition, the wave over toping hardly reach the jetty area and the required crest elevation of the breakwater is calculated as follow.

Require Crest Elevation = HWL + 0.6 × H1/3 = 1.4 + 0.6 × 8.4 = CDL+6.5 m

(1.4) Structural Stability Analysis

Structural stability of the alternative structures against 50 years recurrence wave force is analyzed in the following sections.



+6.500

+3.000

A

6.000

a

3.252.60

8.50

6.30 6.00 6.20

+6.25 +6.50

Rubble Stone

1:4/3

AccropodeV=16m3

Armor Stone2.5ton/each

-13.00

+3.00


1:2

1:2-8.00

-10.20

H.W.L +1.40m

-10.40

L.W.L +0.40m Fliction Mat

1:2

In-Situ Concrete

2.20

Concrete Block22.0ton/each

3.00

3.00

-15.001:21:2 Rubble Stone

Figure 7-1 Cross Section of Rubble Mound + Wave Dissipating Block Type (Trunk Section)

Figure 7-2 Dimensions of Main Structure (In-situ Crown Concrete Block)

• Weight of main structure

W0 t W0.t Section (kN/m) (m) (kN.m/m)

474.600 3.000 1423.800

+3.000m 474.600 1423.800

• Wave pressure

Assuming a linier distribution of wave pressure with maximum value P1 at the still water level, 0 at the height η* above the still water level, and P3 at the toe of upright wall, the wave pressure from toe to crown of the upright wall is calculated by the following equations.

DHCos 1)1(75.0* λβη += = 11.178m

DgHCosP 011 )1(5.0 λραβ+= = 69.650kN/m2

133 PPuP α== = 59.690kN/m2

( ) ( )55.1 /'1/10exp hhLhL −−=λ = 0.621

( )

2

1 /4sinh/4

216.0

⎭⎬⎫

⎩⎨⎧

+=Lh

Lhπ

πα = 0.925



*/'13 ηα h+= (h'≦0)

( )⎭⎬⎫

⎩⎨⎧−−=

Lhhh

/2cosh11'13 π

α (h'>0) = 0.857

where: η*:height above still water level at which intensity of water pressure is 0 (m) P1: intensity of wave pressure at still water level (kN/m2) P3: intensity of wave pressure at toe of upright wall (kN/m2) Pu: uplift beneath upright wall h: water depth in front of upright wall (m) h': water depth at toe of upright wall (m) ρ0 : density of water (t/m3) g: gravitational acceleration (m/s2) HD: wave height used in calculation (m) L: wavelength at water depth h used in calculation (m) β: angle between the line normal to the upright wall and the direction of wave approach

angle shall be reduced by 15o, but the resultant angle shall be no less than 0o correction provides a safety margin against uncertainty in the wave direction

λ: wave pressure modification factor of wave dissipating block

• Calculated wave force and uplift force

Wave force and uplift force are calculated by the above equations as below.

1

2

37.872 kN/m2

59.690 kN/m2

3.500

A

59.690 kN/m2

+6.500

a� +3.000

Wave force

P y Mp=P.y No Calculation (kN/m) (m) (kN.m/m) 1 1/2 × 37.872 × 3.500 66.276 2.333 154.622 2 1/2 × 59.690 × 3.500 104.458 1.167 121.902

a: ( +3.000m) 170.734 276.524

Uplift force

U x Mu=U.x Calculation (kN/m) (m) (kN.m/m)

a: ( +3.000m) 1/2×59.690×6.000 179.070 4.000 716.280

Main Structure (In-situ Concrete Block)

P1= 69.650 at +1.4m

P3

Pu



• Stability of Main Structure against Sliding calculated by Equation 7.1

Fs = P

UW )( −ομ =

734.170)070.179600.474(7.0 −×

= 1.211 ≧ 1.2 ---------- OK

• Stability of Main Structure against Overturning calculated by Equation 7.2

Fs = Mp

MutW −ο =

524.276280.716800.423,1 −

= 2.558 ≧ 1.2 ---------- OK

• Bearing Capacity of Foundation

The geotec stability of the breakwaters was verified with minimum Fs below, which are larger than required Fs of 1.3. Fs was calculated by Modified Fellenius Method.

• Required Weight of Wave Dissipating Block

Assuming that Accropode is to be used for wave dissipating block, design wave height is 8.4m, and according to the design table provided by the manufacturer of the Accroppode shown in

F=1.401 F=1.393

WL= +0.4

ο28206122012: =+×=+= NlaDunhamFomu φ



Table 7-2, the required unit volume and weight of wave dissipating block, and thickness of filter stone are determined as below.

Trunk Section

- Required unit volume: 16m3/each

- Required thickness of filter stone: 2.6m

Roundhead

- Required unit volume: 20m3/each

- Required thickness of filter stone: 2.7m

Table 7-2 Design Table of Wave Dissipating Block provided by Manufacturer

• Required Weight of Slope Protection Block behind Breakwater

Assuming that KD of block is 15, slope of mound is constructed in 1:2 and design wave height is 8.4m, the required weight of slope protection block behind the breakwater is determined by the Equation (7 -3) as below.

Trunk Section

- Required unit weight: 22 ton/each



- Required unit weight of filter stone: 22/15 = 1.5 ton/each

Roundhead

- Required unit weight: 22×1.5 = 33 ton/each

- Required unit weight of filter stone: 33/15 = 2.2 ton/each

(1.5) Structure in summary

- Wave dissipating concrete units are designed to be Accropode concrete block type. The weight of an individual block has been determined to be 16 m3 and 20 m3 at the trunk section and two heads of the breakwater, respectively.

- Back slope amour units are designed to be rectangular concrete block with the weight of 22 tons.

- Underlayer is designed to be armour stone with the weight (W) on average of 2.5 ton/each for seaward and 1.5 ton for back side. The amour stones should be graded such that the maximum size is 1.25W and the minimum size is 0.75W. Approximately 75% of the stones should be equal to, or larger than W.

- Core of the rubble mound renders the breakwater body which is designed to be the graded rock with the weight varying from 10 kg – 200 kg.

- Toe of the breakwater is applied to the seaward to prevent erosion/undermining, by wave and currents, of the structure. The toe is designed to be graded rock with the weight varying from 100 kg – 200 kg.

- Crown of the breakwater is concrete in-situ to stabilize the crest of the low-height breakwater and provide an access and maintenance road on the breakwater.

- Friction mats are placed underneath the caisson and the crown concrete to provide high resistance against sliding due to wave attack on the breakwater structure.

- Crushed rock is placed on the top of the rubble mount to provide a plain for laying the friction mat and to protect the mat from being torn.

(2) Sloping Concrete Caisson Design

1:21:2

-10.00

H.W.L +1.40mL.W.L +0.40m



Concrete Block5.0x2.5x1.8m

Rubble Stone -13.00


Sand

+0.50

Fliction Mat

�}0.00

+2.40

1:21:2

2.008.00

Gravel Mat

+6.50

In-Situ Concrete

0.10 6.00 4.00 2.80 0.10

13.00

+3.50

1.00

15.00

1.00

Figure 7-3 Cross Section of Sloping Concrete Caisson Type



A

+0.50

+1.70

+6.50

0.10 6.00 4.00 2.80 0.10

13.00

+3.50

H.W.L +1.40m

15.00

-10.00

-0.70

B

C

Figure 7-4 Typical Cross Section of Caisson

3.930.20

3.930.20

3.930.40 0.40

1.00 1.00

1.00

0.40

10.3

0

2.40

7.90

0.60 0.60

15.00

0.700.

2010

.80

2.40

11.7

0

0.404.85

0.204.85

0.204.85

0.204.85

0.40

20.80

20.8

0

13.001.00 1.00

15.00

Figure 7-5 Dimensions of Main Breakwater Structure (Concrete Caisson)



• Weight of main structure

(2.1) Overall Stability Analysis

• Wave pressure for upright wall

Assuming a linier distribution of wave pressure with maximum value p1 at still water level. 0 at the height η* above the still water level, and p2 at the sea bottom, the wave pressure from the bottom to the crown of the upright wall is calculated by the following equations.

DHCos 1)1(75.0* λβη += = 18.000m

DgHCosCosP 02

22111 ))(1(5.0 ρβλαλαβ ++= = 127.072kN/m2

)/2(1

2 LhCoshPPπ

= = 108.246kN/m2

133 PP α= = 112.205kN/m2

Figure 7-6: Wave Pressures where: η*:height above still water level at which intensity of water pressure is 0 (m) P1: intensity of wave pressure at still water level (kN/m2) P2: intensity of wave pressure at sea bottom (kN/m2) P3: intensity of wave pressure at toe of upright wall (kN/m2) ρ0 : density of water (t/m3) g: gravitational acceleration (m/s2) β: angle between the line normal to the upright wall and the direction of wave approach

angle shall be reduced by 15o, but the resultant angle shall be no less than 0o correction provides a safety margin against uncertainty in the wave direction

λ1,λ2: wave pressure modification factors

W0 t W0.t Section (kN/m) (m) (kN.m/m) A Caisson 695.945 7.500 5219.588 A Filling Sand 1881.246 7.500 14109.345 B Crown Concrete 1019.712 7.636 7786.521 C Caisson + sand 417.600 5.350 2234.160

a: ( -10.000m) 4014.503 29349.614



h: water depth in front of upright wall (m) L: wavelength at water depth h used in calculation (m) HD: wave height used in calculation (m)

( )

2

1 /4sinh/4

216.0

⎭⎬⎫

⎩⎨⎧

+=Lh

Lhπ

πα = 0.925

⎪⎭

⎪⎬⎫

⎪⎩

⎪⎨⎧

⎟⎠⎞

⎜⎝⎛⎟⎟⎠

⎞⎜⎜⎝

⎛ −=

D

D

b

b

Hd

dH

hdh 2,

3min

2

2α = 0.123

( )⎭⎬⎫

⎩⎨⎧−−=

Lhhh

/2cosh11'13 π

α = 0.883

where: hb: water depth at an offshore distance of five times the significant wave height from the

upright wall (m) d: water depth at the crest of either the foot protection works or the mound armoring units of

whichever is higher (m) h': water depth at toe of upright wall (m) min {a,b}: smaller value of a or b

• Calculated wave force and uplift force for upright wall

A

+0.50

+1.70

+6.50

0.10 6.00 4.00 2.80 0.10

13.00

+3.50

H.W.L +1.40m

-10.00

-0.70

B

C

91.068 KN/m2

127.072 KN/m2125.898 KN/m2

112.205 KN/m2

99.0

35 K

N/m

2

5.10

0.90

10.5

0

Figure 7-7: Calculation of Wave Forces



Wave force

a: ( -10.000m)

P y Mp=P.y No Calculation (kN/m) (m) (kN.m/m) 1 1/2 × 91.068 × 5.100 232.223 14.800 3436.900 2 1/2 × 127.072 × 5.100 324.034 13.100 4244.845 3 1/2 × 127.072 × 0.900 57.182 11.100 634.720 4 1/2 × 125.898 × 0.900 56.654 10.800 611.863 Wave force acting slope section 670.093 13.324 8928.328 5 1/2 × 125.898 × 10.500 660.965 7.000 4626.755 6 1/2 × 112.205 × 10.500 589.076 3.500 2061.766

Wave force acting upright section 1250.041 5.351 6688.521

Uplift force

U x Mu=U.x Calculation (kN/m) (m) (kN.m/m) a: ( -10.000m) 1/2 × 99.035 × 15.000 742.763 10.000 7427.630

• Modification of wave force

Wave force acting on the upright section is modified to the wave acting on slopping section by the following equations.

{ } ( )[ ]LHLd Dcv /0.5/111.1,1.1max,0.1min −+=λ = 0.75

( ){ }[ ]ααααλ 2222 sin/1,sin/1tan/46.0tan//23,0.1maxmin' ++−= LH DSL = 1.00

where: λv: modification coefficient of the wave force acting on the upright section (minimum 0.75) λSL': modification coefficient of the wave force acting on the sloping section dc: height of the still water level to the bottom level of the sloping section (m) α: gradient of the sloping section (o) The above wave forces are modified as follow. Modified wave force acting on upright section Fv = 0.75×1250.041 = 937.531 (kN/m) Yv = 5.351 (m) Mv = 937.531×5.351 = 5016.728 (kN.m/m) Modified wave force acting on sloping section Fs = 1.00×670.093 = 670.093 (kN/m) Horizontal component of wave force acting sloping section FSH = 670.093×sin245 = 335.047 (kN/m) YSH = 13.324 (m) MSH = 335.047×13.324 = 4464.166 (kN.m/m) Vertical component of wave force acting upright section (vertical wave force at analysis level)



FSV = 670.093×sin45×cos45 = 335.047 (kN/m) XSV = 11.076 (m) MSV = 335.047×11.076 = 3710.981 (kN.m/m) Horizontal wave force at analysis level FV +FSH = 937.531+335.047 = 1272.578 (kN/m) MV + MSH = 5016.728+4464.166 = 9480.894 (kN.m/m)

• Summary table for stability analysis

Item V (kN/m) H (kN/m) MV (kN.m/m) MH (kN.m/m)Wave force 335.047 1272.578 3710.981 9480.894

Uplift force -742.763 ───── -7427.630 ────── Weight of main structure 4014.503 ───── 29349.614 ────── Buoyancy -1327.898 ───── -10317.306 ────── Total 2278.889 1272.578 15315.659 9480.894

• Stability of Main Structure against Sliding calculated by Equation (7.1)

Fs = P

UW )( −ομ =

578.1275889.22787.0 ×

= 1.253 ≧ 1.2 ---------- OK

• Stability of Main Structure against Overturning calculated by Equation -2

Fs = Mp

MutW −ο =

894.9480659.15315

= 1.615 ≧ 1.2 ---------- OK

• Toe pressure

)(560.2889.2278

894.9480659.15315 mV

MMX HV =

−=

−=

)(940.4560.2200.15

2mxbe =−=−=

rulegeneralasmkNXVP ,)/(600461.593

560.23899.22782

32 2

1 <=×

×==

)(680.7560.233' mXb =×==

)/(000.0 22 mkNP =

p2 =0.000 kN/m2

p1 =593.461 kN/m2

x=2.560m

e=4.940m

b'=7.680m

b=15.000m

θ =29.2� -10.000 m

CL

Wave



(2.2) Bearing Capacity of Foundation

Figure 7-8 Calculation of Circular Stability

(2.3) Required Weight of Foot Protection Block

t / H1/3 = df (h / h')-0.787 (7.4)

Trunk Section

t = 1.8 (m), 5.0×2.5×1.8 Type

Tip Section

t = 2.1 (m), 5.0×2.5×2.2 Type

(2.4) Required Weight of Amour Unit

Wa = 33

3/1

)1( −SrNH

S

γρ (7.5)

Ns = 5 (recommended number by a concrete block manufacturer)

Trunk Section

- Shore side: 6.0 ton/each

- Harbor side: 6.0×1/2 = 3.0 ton/each (general rule)

Tip Section

- Shore and harbor sides: 6.0×2= 12.0 ton/each (general rule)

F=1.835 F=1.881

WL= +0.4



(2.5) Structure in Summary

- Rubble stone of the foundation under caissons is the graded rock type “A” with the weight

varying from 10 kg – 200 kg.

- On the seaward, there is a gravel mat (type “B”) with the weight of 100-200 kg to protect the

rubble stone of the foundation.

- There are three kinds of concrete blocks for the foundation protection, which are installed both

seaside and port side, with the weights and dimensions specified in Figure 7.3.

- The concrete caisson with the weight of 1608 kN each is the main body of the breakwater.

There is a friction mat under the caisson bottom to increase the resistance for the caissons.

- The crown of the breakwater placed on top of the caisson is concrete in-situ, which also

provides an access and maintenance road on the breakwater.

- Sand is filled up cells of the caissons.

7.1.1.5 Materials

The following values of materials have been applied to the design and regulated for the

construction of the breakwater.

Table 7-3 Unit Weight of the Materials

Items Application area Type Size

Dry unit

weight

(kN/m3)

Saturated

unit

weight

(kN/m3) Plain concrete

In-situ concrete cap

Accropode block at trunk

Accropode block at head

Back slope rectangular block

“A”

“B1”

“B2”

“C”

16 m3

20 m3

22 ton

22.6 22.6

Graded rock

Breakwater core

Toe of the breakwater

“A”

“B”

10-200 kg

100-200 kg 18.0 20.0

Amour

stone

Underlayer at seaward slope

Underlayer at back slope

“C”

“D”

2.5 ton

1.5 ton 18.0 20.0

Crushed

rock

Bedding layer “F” 4x6 cm 18.0 20.0

Sand Fill material inside the caissons 18.0 20.0



Amour stone and graded rock should be hard, clean, without cracks, cleavages and laminations.

They should be chemically stable in fresh and salt water.

Table 7-4 Angle of internal friction (degree)

Items Angle

Graded rock 40

Amour stone 40

Sand 30

Table 7-5 Concrete Properties for Caisson

Property Unit Type

Concrete grade M 350

Reinforced concrete unit weight ( cw ) kN/m3 24.0

Characteristic cube strength of concrete ( cuf ) N/mm2 15.5

Modulus of elasticity of concrete ( cE ) kN/mm2 31

Poisson’s ratio (ν ) 0.2

Table 7-6 Reinforcement Properties for the caissons

Property Unit Deformed bar

Unit weight ( cw ) kN/m3 785

Characteristic strength of reinforcement ( yf ) N/mm2 300

Modulus of elasticity of steel ( sE ) kN/mm2 210




Item Alternative-1: Rubble Mound+Wave Dissipating Block Type Alternative-2: Sloping Concrete Caisson Type

Typical Cross Section

(Trunk Section)

3.252.60

8.50

6.30 6.00 6.20

+6.25 +6.50

Rubble Stone

1:4/3

AccropodeV=16m3


-13.00

+3.00


1:2

1:2-8.00

-10.20

H.W.L +1.40m

-10.40

L.W.L +0.40m Fliction Mat

1:2

In-Situ Concrete

2.20


3.00

3.00

-15.001:21:2 Rubble Stone

1:21:2

-10.00

H.W.L +1.40mL.W.L +0.40m




Rubble Stone -13.00


Sand

+0.50

Fliction Mat

�}0.00

+2.40

1:21:2

2.008.00

Gravel Mat

+6.50

In-Situ Concrete

0.10 6.00 4.00 2.80 0.10

13.00

+3.50

1.00

15.00

1.00

Technical Aspect

- Common type of structure. - Flexible against potential seabed scouring in front of

breakwater. - Low reflecting wave in front of breakwater.

- Advanced type of structure taking account of vertical force to be created by wave.

- Simple structure at both ends of breakwater with no slope above water surface.

Construction Aspect

- Construction method is simple. - Construction work during high wave season is difficult. - Construction period may become longer than Alternative-2 due

to high wave condition.

- Contractor requires experience in manufacturing and launching unsymmetrical concrete caisson.

- Construction period may become shorter than Alternative-1 by intensive caisson manufacturing and launching during high and calm wave season, respectively.

Construction Cost

21.106 Million US$ 19.351 Million US$

Eval

uatio

n

Overall Fair Good, recommended

Figure 7-9 Summary of Breakwater Alternatives Comparison



7.1.2 Jetty This section specifies the design criteria and general guidelines applied to the design and regulated for the construction of the dolphin-typed jetty, including:

- Codes and standards - Structure description - Loads and Forces - Specification of materials

7.1.2.1 Codes and Standards

The following codes and standards have been applied to the design and regulated for the construction of the jetty.

Table 7-7 Applied Codes and Standards for Jetty

No. Codes Name

I Japanese codes

1 OCDI : 2002 Technical standard & commentaries for port & harbor facilities in Japan

2 JIS at all Japanese Industrial Standards

II Vietnamese codes

1 22TCN 207-92 Code for design of marine ports construction–Design standard

2 22TCN 222-95 Loading capacity and impact by waves and vessel influenced to construction

3 TCVN 4116 : 1985 Concrete and reinforced concrete of hydraulic engineering construction – Specification for design

4 TCXD 205 : 1998 Pile foundation – Specification for design

6 TCXD 356 : 2005 Concrete and Reinforced Concrete Structures–Design Standard

7 TCVN 5575-1991 Steel structure – Design Standard

8 TCVN 5724-1993 Concrete and reinforced concrete structure–Minimum technical conditions for execution and acceptance

9 TCVN 5540-1991 Concrete strength control – General regulation

10 TCXDVN375-2006 Design of structures for earthquake resistance

Source: JPC



7.1.2.2 Structure Description

The dolphin structure consists of the following components: a working platform, breasting dolphins, mooring dolphins, supporting pier for walkways.

(1) Working Platform

The working platform is structured of reinforced concrete and supported by the foundation of 98 pre-stressed concrete piles 700 mm in diameter and 34 m in length. The dimensions and facilities of the platform are as follows:

The crown level of the platform: +4.0 m The length of the platform along the berth line: 30 m The width of the platform: 30 m The number of wall plates for supporting the fenders: 3 for each side (6 in total) The number of fenders: 3 for each side (6 in total) The number of bollards: 2 for each side (4 in total)

(2) Breasting Dolphins

There are ten breasting dolphins symmetrically arranged through the longitudinal center line of the platform. The dolphins have the same structure which is a reinforced concrete cap supported by a foundation of 13 pre-stressed concrete piles 700 mm in diameter and 34 m in length. There is one fender and one bollard installed in the concrete cap of a dolphin. The dimensions of a breasting dolphin are as follows:

The crown level of the breasting dolphin: +4.0 m The length and width the breasting dolphin: 10.5 m x 8.0 m The thickness of the concrete cap: 2.0 m

(3) Mooring Dolphin

There are two mooring dolphins located at both ends of the jetty with a distance of 257.5 m. Like breasting dolphin, the mooring dolphins have a reinforced concrete cap supported by the foundation of 16 pre-stressed concrete piles 700 mm in diameter and 34 m in length. There are two bollards on the cap. The dimensions of a dolphin are as follows:

The crown level: +4.0 m The length and width: 9.5 x 9.5 m The thickness of the concrete cap: 2.0 m

(4) Supporting Pier for Walkway

There are two supporting piers for the walkway structured by a reinforced concrete cap placed on the foundation of 02 pre-stressed concrete piles 700mm in diameter and 34 m in length. Its dimensions are as below:

The crown level of the supporting pier: +4.0 m The length of supporting pier: 3.0 m The breadth of supporting pier: 2.0 m



(5) Walkways

It is a steel structure truss and used to connect between dolphins and dolphins with the platform. No vehicles are allowed for use of the walkway.

7.1.2.3 Loads and Forces

(1) Dead Loads

Dead loads are the weights of structural itself and the following unit weights of materials are used in computing the dead loads :

- For reinforced concrete: 2,400 kg/m3 - For plain concrete: 2,200 kg/m3 - For steel: 7,850 kg/m3

(2) Surcharge Loads

The surcharge loads are taken to be 2 ton/m2.

(3) Wind loads

Velocity of the wind is limited to be 16 m/s in accordance with intensity of wind grade 7.

(5) Seismic Loads

Seismic loading shall be determined in accordance with the Vietnam regulations, seismic intensity prevailing at site area with seismic acceleration agR=0,0496 m/sec2.

(6) Crane Loads and Specifications

Table 7-8 Clinker Shiploader - Working Specifications

Motor Activities Speed

Kw Rating Brake Control

Hoisting O.67m/sec (40 m/minute)

160 Cont.

Closing 2.0 m/sec (120 m/minute)

160 Cont.

Disk WVF

Luffing 1.08 m/sec (65 m/minute)

90 60%Ed Disk WVF

Slewing 1.6 min 1−

(1.6 R.P.M)

37 X 2 60%Ed Disk WVF

Source: JPC



Table 7-9 Clinker Shiploader – Foundation Loads

Items Ra Rb Rc Rd Vertical Load 145.0 70.0 70.0 -10.0 Working Condition

(Wind 16m/sec) Horizontal Load 1.0 1.0 1.0 1.0 Vertical Load 85.0 65.0 65.0 50.0 Storm Condition

(Wind 55m/sec) Horizontal Load 11.0 11.0 11.0 11.0 Vertical Load 230.0 70.0 70.0 -95.0 Earthquake Condition

(0.2g) Horizontal Load 13.0 13.0 13.0 13.0 Source: JPC

Table 7-10 Coal Unloader – Working Specifications

Speed Motor (Kw) Working range Boom Conveyor 170 M/Min 30 Pendulum 0-34o/min 5.5 ±30o Slewing 0-0.25 rpm 5.5 ±110o

Boom Luffing 0-14o/min 5.5 ±20o Capacity: rated 400 tons/hour, peak 440 tons/hour ( For Coal ) Load data of unloader:

Dead weights: total weight ship unloader 155 metric tons Foundation loads: - max axial load1) 1600 kN

- max overturning moment 1) 2200 kNm ') maximum loads are calculated with a combination of following conditions:

- the arm system positioned in the position which gives the highest overturning moment. - material in the transport system at maximum fillness. - digging force at the inlet feeder. - wind load corresponding to wind speed 20 m/s during operation.

(7) Berthing Conditions and Loads

Ship berthing speed: Not exceed 0.11 m/s. Berthing angle: Less than 10 degree Water current speed: 0.35 m/s

The berthing kinetic energy is determined to be 13.59 ton.m. The fender is designed to be 600H2500L, 52.5%, the reaction force is estimated to be 80 ton.

(8) Mooring Loads

The mooring load is determined to be about 33 ton for maximum allowable wind speed of 16 m/sec.

7.1.2.4 Material Properties

The following parameters of the materials are applied to the design as well as regulated for the construction of the jetty.



(1) Concrete

Table 7-11 Concrete Properties

Property Unit Type “A” Type “B” Concrete grade M 350 M600

Application area Crown structures Pile foundation

Reinforced concrete unit weight ( cw ) kN/m3 24.0 24.0

Characteristic cube strength of concrete ( cuf ) N/mm2 15.5 24.5

Modulus of elasticity of concrete ( cE ) kN/mm2 31 38 Poisson’s ratio (ν ) 0.2 0.2

Source: JPC

(2) Steel Reinforcement

Table 7-12 Reinforcement Properties

Property Unit Deformed bar Unit weight ( cw ) kN/m3 785 Characteristic strength of reinforcement ( yf ) N/mm2 300 Modulus of elasticity of steel ( sE ) kN/mm2 210 Poisson’s ratio (ν ) 0.3

Source: JPC

(3) Pre-stress concrete pile

Table 7-13 Pre-stress concrete pile Properties

Allowable axial Force

Cracking moment by bending

Breaking moment by bending Type

Outside diameter

(mm)

Thickness (mm)

(kN) (kN.m) (kN.m) A 700 110 3512,48 375,25 761,91

Source: JPC

(4) Form Steel

It is used for the walkway, the strength of form steel was specified as below:

Table 7-14 Form Steel Properties

Property Unit Deformed bar

Unit weight ( cw ) kN/m3 785

Characteristic strength of reinforcement ( yf ) N/mm2 240

Modulus of elasticity of steel ( sE ) kN/mm2 210




Source: JPC

(5) Bollards

The bollards are defined to be 70 tons as recommended in "Technical Standard for Port and Harbour Facilities in Japan" for ships up to 20,000 DWT. Bollards shall have the passive resistance for the maximum pull likely to be exerted by the largest vessel as specified. The specifications for mooring bollards and construction thereof shall be in accordance with "Technical Standard for Port and Harbour Facilities in Japan" published by the Overseas Coastal Area Development Institute of Japan (OCDI), or an equivalent standard approved by the Owner.

(6) Fenders

The fenders are specified in Section 7.1.2.2, prior to the installation, the fenders shall be approved by the Client. Test results for the fenders shall also be submitted for the approval. 7.1.3 Conveyor Bridge

7.1.3.1 Structure

Conveyor Bridge is typed of the RC pier supported by pre-stress concrete piles D700. The total length of the bridge is 1,218 m which is divided into two sections. The first section is about 780 m long supported by the piers from No.1 to No.20. The second section is aligned parallel to the jetty with the length of 135m.

There are total 24 piers with total 108 pre-stress concrete piles. The dimensions of the piers are given in

Table 7-15.

Table 7-15: Dimensions of the Bridge Piers

Pier No. Dimensions of concrete cap

L x B x H (m)

Height of pier from CDL

(m)

Number of piles /pier x

piers

Pile dimensions

No.1 6 x 5 x 1.5 4.0 6 From No.2 to No.16 6 x 5 x 1.5 6.1 6 x 15 D700, t= 110

mm, L= 34 m No.17 6 x 5 x 1.5 7.0 6 Ditto No.18 6 x 5 x 2.0 9.0 6 Ditto No.19 6 x 5 x 2.0 13.0 6 Ditto From No. 20 to No.24

6 x 5 x 2.0 17.5 6 x 5 Ditto



Figure 7-10: Cross Section of “I” Beam

The piers are connected together by pre-stress “I” shaped beams with the cross sections are shown in Figure 7-10. The lengths of “I” shaped beam are different and depending on the distances between the piers as presented in Table 7-16.

Table 7-16 Dimensions of “I” Beams

Pier No.

Distance between center of the

piers (m)

Length of the beam

(m)

Weight (ton)

Number of beams

From No.1 to No.20 40 39.92 45 19x2 From No.20 to TH 13 12.92 14.5 2 From TH to No.21 40 39.92 45 2 From No.21 to No.22 34 33.92 38 2 From No. 22 to No.24 25 24.92 28 2x2 From No.24 to TH (on platform)

13 12.92 14.5 2

Note: “TH” is transfer house.

7.1.3.2 Materials

Material properties for the conveyor bridge such as concrete, reinforcement and piles are the same those specified in Section 7.1.2.4 for Jetty.

7.1.4 Navigation Aids

There are nine sets of navigation aid system classified into three types with the layout arrangement as shown in the drawings NA-VI-01 and NA-VI-02. The specifications of each group of the navigation aids are presented in the following. 7.1.4.1 Type 1-Light Beacons No.①,② (1) Light Beacon

Type :RSL-P502S Height Overall : Approx. 5.33m



Focal Plane Height : Approx. 5.23m Main Material : Steel Total Mass :Approx.430kg Painting Color : Yellow

(2) Lighting equipment(example) Type :RL-123 (Polycarbonate Fresnel Lens) Light Source : Super High Intensity LED Light color : Yellow Light Character : Fl.4sec (0.5+3.5) Luminous Range : Approx. 4.0NM (T=0.74) Flasher : Microprocessor type

(3) Power source Solar Cell Module : 12V 11.5W×1pc. Storage Battery : PE12V40B2 (Lead Acid Battery) Total Capacity : 12V 40Ah×1pc.

(4) Accessory(example) GPS Synchronizer

7.1.4.2 Type 2 – Light Beacons No.③,④,⑤,⑥,⑦,⑧ (1) Light Beacon

Type :RSL-P202S Height Overall : Approx. 2.33m Focal Plane Height : Approx. 2.23m Main Material : Steel Total Mass :Approx.220kg Painting Color : Yellow

(2) Lighting equipment(example) Type :RL-123 (Polycarbonate Fresnel Lens) Light Source : Super High Intensity LED Light color : Yellow Light Character : Fl.4sec (0.5+3.5) Luminous Range : Approx. 4.0NM (T=0.74) Flasher : Microprocessor type

(3) Power source Solar Cell Module : 12V 11.5W×1pc. Storage Battery : PE12V40B2 (Lead Acid Battery) Total Capacity : 12V 40Ah×1pc.

(4) Accessory(example) GPS Synchronizer

7.1.4.3 Type 3 – Light Buoy No.⑨



(1) Buoy body (example)

Type :H-290S Height Overall : Approx. 6.1m Focal Plane Height : Approx. 3.4m Float Diameter : Approx. 1.5m (Outside Diameter) Main Material : Steel Total Mass :Approx.1,000kg Painting Color : Yellow

(2) Lighting equipment(example) Type : RL-123 (Polycarbonate Fresnel Lens) Light Source : Super High Intensity LED Light color : LED Light Character : Fl.4sec (0.5+3.5) Luminous Range : Approx. 4.0NM (T=0.74) Flasher : Microprocessor type

(3) Power source Solar Cell Module : 12V 11.5W×2pcs. Total Output Power : 12V 23.0W Storage Battery : PE12V40B2 (Lead Acid Battery) Total Capacity : 12V 40Ah×1pc.

(4) Accessory(example) Top mark GPS Synchronizer



7.2 Land Port Facilities

7.2.1 Buildings

7.2.1.1 Introduction

This section presents the applied standards, technical material requirements for the design, and main functional properties of the Buildings and Landscapes within the Dong Lam Cement Specialized Port Project.

The Vietnamese Standards (TCVN) are officially applied to the design. However, international regulations and codes are also considered, which are Japanese Industrial Standards (JIS), British Standards (BS) and American Standards (ACI, ASTM). The design conditions and detailed characteristics of the buildings and landscapes are established based on the applied standards, the final layout plan, requirements for the construction area, number of dwellers, and some other aspects.

The design, manufacture, test and installation of the Buildings and Landscapes will comply with the latest following standards, codes, regulations and major conditions.

7.2.1.2 Design Standards

Vietnamese standards are used for the design of buildings:

- TCVN 2737:1995 - Load and impaction - Design standard;

- TCXD 229 : 1999 - Dynamic Wind load based on TCVN 2737 : 1995;

- TCXDVN 356:2006 - Concrete and reinforced concrete structure - Design standard;

- TCXDVN 375:2006 - Design of structure for earthquake resistances- Design standard;

- TCXDVN 374 : 2006 - Ready-mixed concrete – Specification and Acceptance;

- TCXDVN 338:2005 - Steel structures - Design standard;

- TCVN 40:1987 - Building structures and foundations - Basic rules for calculations;

- TCXDVN 323:2004 - High rise apartment building - Design standard;

- TCXDVN 205:1998 - Pile foundation - Specifications for design;

- TCXDVN 269: 2002 - Piles – Standard Test Method for Piles under Axial Compressive Load;

Following regulations and codes are used as supplementary and references:

- JIS - Japanese Industrial Standards;

- BS EN 197-1: 2000 - Cement;

- BS EN 12620: 2002 - Aggregates for Concrete;

- BS 812 Part 3 - Methods for sampling and testing of mineral aggregates, sand and fillers;

- BS 1926 - Ready-mixed Concrete;

- BS 1305 - Batch Type Concrete Mixer;

- BS EN 1008: 2002 - Mixing Water for Concrete;



- BS EN 12390-1: 2000 - Testing of Harden Concrete;

- BS EN 12390-2: 2000 - Testing of Hardened Concrete;

- BS EN 1536: 2000 - Execution of Special Geo-technical Work-Bored Piles;

- BS 8004: 1986 - Code of Practice for Foundation;

- BS 5328: 1997 - Concrete. Guide to specifying concrete - Part 1;

- BS 5328: 1997 - Concrete. Methods for specifying concrete mixes - Part 2;

- BS 8110-1: 1997 - Structural use of concrete - Part 1;



- BS 1881: 1983 - Testing Concrete;

- BS 8004: 1985 - Code of Practice for Foundations;

- BS5896: 1980 - High tensile steel wire and strand for pre-stressing of concrete;

- BS 6399-1: 1996 - Code of Practice for Dead and Imposed Loads - Part 1;

- BS 8004: 1985 - Code of Practice for Foundations;

- BS 5950: 2005 - Steelworks;

- BS 5950: 2000 Part 1 - Steelworks – Code of practice for design;

- BS 5950: 2001 Part 2 - Steelworks – Specification for materials, fabrication and erection;

- BS 5950: 1998 Part 5 - Steelworks – Design of Cold Formed thin sections;

- BS 5950: 1995 Part 6 - Steelworks – Design of Light Profiled Sheeting;

- Uniform Building Code 1997;

- ASTM A416 - Standard Specification for Steel Strand, Uncoated Seven-Wire for Pre-stressed Concrete;

- ACI 318 - Building Code Requirements for Structural Concrete.

Documents from the owner and previous studies are adopted:

- Geotechnical investigation’s report, made by EGS (Vietnam) – May 2009;

- Port Plan Report - Consulting services for Feasibility Study of Seaport under Dong Lam Cement Specialized Port Project, made by JPC (Japan) – June 2009.


(1) General

Superstructures of the buildings with span of 10.0 m or less will be constructed basically with reinforced concrete structures considering crack width for durability and resistance to corrosion; the design of the reinforced concrete structures is rigid frame. With spans larger than 20.0 m, steel structure should be used; the design is based on a brace-rigid frame analysis and the materials are made of galvanized steel. The calculations of the buildings based on the Limit State Design Method as required by the Vietnamese Standards.



All structures are designed in order to maintain a normal working capacity under their gravity loads, live loads, wind loads and earthquakes acting in the construction area. The buildings, supported by some kinds of foundation, are designed considering applied loads, settlement, bearing capacity of the soil and other factors.

(2) Other conditions

(2.1) Requirements for Window, Glass and Covering Wall

Supplying the design, production, building and installing window and glass partition to the following project movement:

- Design load for the glass partition as CVN 2737-1995;

- Glass partition system as AS 2047.1-1996;

- The relative horizontal displacement limit of window frames is determined as the height of the upper storey divided by 400;

- Expansion by the heat will be conducted from 100°C to 500°C, calculating the hot in under construction 300°C as supposed;

- The installation of window frames and the corresponding tolerance have to meet safety conditions.

(2.2) Minimum Protective Concrete Cover The concrete level to minimum protect for reinforcing as the following:

Table 7-17: Minimum Concrete Cover

Structural Area Concrete protection cover

Foundation 30 mm Wall 30 mm

Beam and column 25 mm Floor shell 15 mm Water tank 30 mm

(2.3) Fire Resistance

The structural section is advised to meet the following fire protection level, required the minimum structural dimension referring to the list, the BS-8110-1997 Part 1 Section 3.

The minimum dimension of the reinforcement parts to fire protection:

Table 7-18: Fire Fighting Requirement

Structural unit Under fire

time

(hour)

Minimum width or thickness of concrete

(mm)

Minimum concrete level for reinforcing

(mm)

Floor

01 span floor

Continuous floor

1.5

1.5

110

110

30

25



Structural unit Under fire

time

(hour)

Minimum width or thickness of concrete

(mm)

Minimum concrete level for reinforcing

(mm)

Beam

01 span beam

Continuous beam

2

2

200

200

40

30

Post

Absolute feeder pillar

50% Rising post

2

2

300

200

25

25

Reinforcement wall

(the capacity of steel)

0.4% < ρ <1%,

ρ > 1%,

2

2

160

100

25

25

7.2.1.4 Technical material requirements

(1) Concrete Concrete must be tested by compression test and it must comply and satisfy all the current requirements of the 356-2005 Vietnamese Construction Standard:

Table 7-19 Concrete Specifications for buildings

Items

Concrete antileakage

level TCXDVN 356-2005

Square compassion test

according to British

Standards.

Type of cement/ the minimum

cement content (kg/m3)

Ratio of cement/

Maximum water

Silo wall B30 C30 SRC / 400 0.5

Silo foundation B30 C30 HSRC / 400 0.5

Piles B25 C25 HSRC / 400 0.5

Water tank B20 C20 HSRC / 400 0.5

Columns B20 C20 SRC / 400 0.45

Beams B20 C20 SRC / 400 0.45

Slabs B20 C20 SRC / 400 0.45

Other foundations B20 C20 HSRC / 400 0.45

Notes: HSRC: High sulfate resistance cement; SRC: Sulfate resistance cement.



Table 7-20 Concrete Design Parameters

Name Parameter

Unit Weight: 2400 kg/m³

Thermal Coefficient: 9 x 10-6 /°C

Shrinkage Strain 150x10-6

Poisson Ratio: 0.2

(2) Reinforcement steels Table 7-21 Specifications for Steel

Name Class Elastic Limit

φ ≤ 10 mm AI fy = 210 N/mm2

12 mm ≤ φ ≤ 22 mm AII fy = 280 N/mm2

φ ≥ 25 mm AIII fy = 360 N/mm2

Notes: φ denotes reinforcement steel diameter.

(3) Plate and shape steels

- Plate steel: according to JIS G3132 SPHT/ SPHC, SS400, SM490, S45C standards;

- Shape steel: according to JIS G 3101, 3106, A5526 standards;

- Elastic modulus: E = 2.1e06 Kg/cm2.

7.2.1.5 Loads

Building structures are designed under the Dead Load, Super Dead Load, Live Load, Wind Load, and Earthquake Load.

(1) Dead Load Table 7-22 Dead Loads

Name Standard value Loading factor

Normal Concrete 24 kN/m3 1.1

Light Concrete 18 kN/m3 1.1

Steel 78.5 kN/m3 1.1

Soil 18 kN/m3 1.2

(2) Super Dead Load Value of load is listed as the following table.

Table 7-23 Super Dead Load


Rendering & Finish materials

(Normally thickness of 50 mm is allowed) 1.00 kN/m2 1.3




Rendering for dead-level roof & finish materials 3.00 kN/m2 1.3

Finish floor for parking (Smoothing with hardener) 0.25 kN/m2 1.3

Ceiling & technical pipes:

Parking, ground floor and other areas:

Offices

0.30 kN/m2

0.50 kN/m2

1.1

1.1

Light wall 1.00 kN /m2 Surface 1.1

Brick wall of the thickness 110 mm 2.0 kN/m2 Wall face 1.1

Brick wall of the thickness 220 mm 4.0 kN/m2 Wall face 1.1

Partition (single or including glass & frame) 1.50 kN/m2 Wall face 1.1

Façade and not including aluminum 0.0256 kN/m2 1.1

Aluminum for glass partition (not including glass) 0.1 kN/m2 Wall face 1.1

(3) Live Loads Table 7-24 Live Loads

Scope of Apply Standard value Loading factor

Parking/ Ramp Slope 5.00 kN/m2 1.2

Commercial Zone/ Lobby/ Corridor 3.00 kN/m2 1.2

Trading Zone/ Shops 4.00 kN/m2 1.2

Offices 2.00 kN/m2 1.2

Apartments/ Housings 2.00 kN/m2 1.2

Corridor, balcony/ Staircase 3.00 kN/m2 1.2

Storage 5.00 kN/m2 1.2

Machine room 7.50 kN/m2 1.2

Concrete dead-level roof to be used 1.50 kN/m2 1.3

Concrete dead-level roof not to be used 0.75 kN/m2 1.3

(4) Wind Load

Wind load on structure of the works must be calculated including static and dynamic parts of wind load. The static part based on zone III-B of Thua Thien Hue province, W0=125 daN/m2. Dynamic part of wind load is calculated depending on the hardness of structures. See “TCXD 229: 1999 - Guidelines for calculation of dynamic part of wind load accordance with TCVN 2737: 1995” for more details.

(5) Earthquake

The works is designed with earthwork proof in accordance with TCXDVN 375:2006, with



acceleration agR=0.0496 m/sec2.

7.2.1.6 Software’s Use

Building structures are analyzed using several structural analysis programs, including: ETABSv9.1.1, SAFEv8.1.0, and SAP2000v11.0.8.

7.2.1.7 Structure and Functional Descriptions

The design for buildings and landscapes includes Office Building, Clinker Silos, Coal Storage Yards, Workshop, Car and Motor Parking, Landscapes, Tennis, Guard House, Fence, and others. The total area including developed areas is about 15 ha. The basic design of the buildings and landscapes is carried out considering various technical aspects such as architectural, structural, electrical and mechanical conditions. The design methodology for each building and landscape is required to create the functional and durable spaces for users.

(1) Office Building

The Office Building is the head office for the port management. The building provides the place for working, meeting and dining. It also provides the spaces for Customs, Immigration and Quarantine offices, port security, information systems for the port and the navigation channel, computer networking and Vessel Traffic System (“VTS”).

The building has three stories with a total floor area of approximately 1,400m2. It contains a reception space and working rooms on the first floor, a meeting hall and working rooms on the second floor, and a canteen and resting rooms on the third floor. On plan, the building has dimensions of 24.0 and 19.5 meters. Typical spans between the columns are 6.0 and 6.5 meters. Typical story heights are 4.2 m (the first level) and 3.6 m (upper levels). The architectural design for the Office Building considers the option of “simple and elegant”.

The Office building is structured of reinforced concrete frame for the superstructure and spread footings for the foundation. Master-slave beam systems are used to support reinforced-concrete floors of a thickness 100 mm. Vertical load-bearing elements (e.g., columns) are doweled into the foundation. Exterior walls are anchored into roof and every floor with metal anchors or straps for out-of-plane seismic forces.

Finite element analyses are used to determine internal thus to design structural elements. Based on the analyses, dimensions of structural elements are then decided. Local bricks and cement mortar are used to build walls with the thickness of 220 mm.

(2) Clinker Silo

The silos are used to store the clinker before shipping. There are two alternatives of the silo dimensions.

- Alternative 1: In total, there are three Clinker Silos to be constructed in two phases, one in the first phase and two others in the second. The silo height is 45 m and the diameter is 25.4m. The storing capacity of each silo is 20000 tons.

- Alternative 2: In total, there are six Clinker Silos to be constructed in two phases, two in the

first phase and four others in the second. The silo height is 31.3m and the diameter is 20m. The

storing capacity of each silo is 10000 tons.



Taking into consideration of continuously operated conditions and maintenance requirements, two silos must be required. The alternative 2 is therefore selected, as advised by the Client during the 2nd technical meeting on 19th November 2009.

The main frames and shells of the silo are made of reinforced concrete with bearing piles for foundation. The roof is designed as a self-supporting steel framed structure with trapezoidal cladding without a central column. The silo thickness is designed to be 0.35 m. Piles are designed to be reinforced concrete of the size 0.35 x 0. 35 m and the length of 18m. The top piles level are given as 100 mm above the bottom face of the pile cap, this let piles to be doweled into the cap. The final length of piles will be decided based on the pile testing and will be approved by the consultancy supervisor. The length of each pile is determined when technical criteria are met during driving piles on the site.

(3) Workshop

The Workshop will be used for the repair of automobiles, equipment and other services. This building is equipped with an overhead crane with a maximum hoisting capacity of 5.0 ton and cat walks for checking the top of automobiles or equipment.

Taking into account of the functions and other factors, the Workshop is designed as shown in the Basic Design Drawings. The total floor area is approximately 300m2. It is one story building and is made of steel, with friction piles for foundation. Local bricks and cement mortar are used to build walls with a thickness of 220 mm.

(4) Fence and Guard House

The security fence and other barriers are designed so as to satisfactorily comply with the International Convention for the Safety of Life at Sea amendments (SOLAS). The structural type is selected to be net fences which are 2.5m in high. Main gates are sliding gates and designed as 2.5m. The electromechanical auto gate with remote control system is employed for all sliding gates.

The Guard House is one story high. The total floor area of the Guard Houses is approximately 80 m2. It is constructed of bricks and cement mortar for walls, and of reinforced concrete for floor shell.

Both the Fences and the Guard House are supported by spread footing - a type of shallow foundation.

(5) Car and Motor Parking

Garage of car and motor is provided for staffs and guests. Area of the Garage of bike is calculated based on the personnel for each building according to Vietnamese Standard “Office Building - Design Standard”. It is made of steel. Local bricks and cement mortar are used to build walls of 220 mm.

(6) Other Buildings and Landscapes

Other constructions, such as Coal Storage Yard, Tennis Field, Landscaping, Open Yard, Coal Shipping Bin, Coal Receiving Hopper, Substation and Power station, are shown in the drawing of arrangement plan of buildings and facilities. A summary of buildings and their characteristics are shown in Table 7-25.



Table 7-25 On Land Buildings and Facilities

Buildings Number of

Bs/Fs Structure Foundation

Number

of

Story

Number

of

Person

Area

(m2)/

Length

(m)

Remarks

1. Office Building 1 RC Spread Footing

3 30 477 m2

/1 story

Phase 1

2. Car and Motor Parking

1 S Spread Footing

1 2 180 m2 Phase 1

3. Guard House 1 RC Spread Footing

1 4 23 m2 Phase 1

4. Fence and gate 1 RC-S Spread Footing

- - 1434

m

Phase 1

5. Tennis 2 - - - - 300 m2

/1 tennis

Phase 1

6. Landscape 1 - - - - 11105

m2

Phase 1

7. Open Yard 1 - - - - 43151

m2

Phase 2

8. Coal Storage Yard 2 RC-S Spread

Footing &

Friction Pile

1 - 2524 m2

/1 yard

Phase 1,2;

One each phase

9. Coal Shipping Bin 1 S Individual

Footing

1 - - Phase 1

10. Coal Receiving Hopper

2 S Individual

Footing

1 - - Phase 1,2;

One each phase

11. Clinker Receiving Hopper

1 S Individual

Footing

1 - - Phase 1



Buildings Number of

Bs/Fs Structure Foundation

Number

of

Story

Number

of

Person

Area

(m2)/

Length

(m)

Remarks

12. Clinker Silo 3 RC Bearing Pile

1 - 506

m2

/1 silo

Phase 1,2;

One for phase 1

13. Sub Station 1 RC-S Individual

Footing

1 - 25

m2

Phase 1

14. Workshop 1 RC-S Individual

Footing &

Friction Pile

1 20 300 m2 Phase 1

15. Power Station 1 RC Individual

Footing

1 - 25 m2 Phase 1

Sub-total 20 56 -



7.2.2 Inner Roads

7.2.2.1 List of Standards Inner Roads and Yards in the Land Port of Dong Lam Cement Specialized Port Project are designed in accordance with the following standards:

Table 7-26 List of Standards for Roads Codes Titles Remarks

TCVN 4054 - 2005 Highway – Specification for Design Viet Nam TCXDVN104-2007 Urban Road – Design Regulation Viet Nam 22 TCN 274 – 01 Flexible Pavement - Specification for Design

according to ASSHTO standard Viet Nam

23 TCN 211 – 1995 Rigid Pavement - Specification for Design Viet Nam 23 TCN 211 – 2006 Flexible Pavement - Specification for Design Viet Nam 22TCN 334 – 2006 Regulation on Construction and Commissioning of

Macadam Layers in Pavement Structure of Traffic Road

Viet Nam

22 TCN 245 - 1998 Regulation on Construction and Commissioning of Cement Bound Granular Mixture

Viet Nam

22 TCN 249 – 1998 Regulation on Construction and Commission of Asphalt Wearing Course

Viet Nam

TCVN 6476 - 1999 Interlocking Concrete Bricks Viet Nam TCVN 4447 – 1987 Earthworks - Regulation on Construction and

Commissioning Viet Nam

22 TCN 332 – 06 Definition CBR of soil, macadam in the LAB 22 TCN 237 - 2001 Road Sign Regulation Viet Nam 22 TCN 248 - 1998 Geo-textile in Filling Work on Soft Soil. Design,

Construction and Acceptance Standard. Viet Nam

22TCN 262 - 2000 Investigation for Design Process of Road Bed on Soft Ground

Viet Nam

ASSHTO 1993 Guide for Design of Pavement Structure US The Structural Design of Heavy Duty Pavements for Port and Other Industries (Edition 4)

UK

Source/: JPC


Design Truck In the land port area, the main goods to be transferred by truck are coal and clinker, a design vehicle is recommended to be truck WB15 as shown in Figure 7-11.



Figure 7-11: Design Trailer Truck (WB15) Dimensions

Truck axle standard

22 TCN 274-01 Flexible Pavement - Specification for Design according to ASSHTO standard defined truck axle standard is 18kips (80 KN).

Traffic data Base on performance of the project and the capacity of Dong Lam Cement Plant, the trucks component in the performance duration is converted and predicted to be 13,503,477 time of 18kips axial load acting on one lane.

Pavement Structure - Surface Course : Asphalt Concrete - Interlocking Concrete Block - Base: Cement treated base - Subbase: Granular sub base - Subgrade: Compact soil.

7.2.2.3 Specification of Materials Material standard stipulated for this design is a combination of Vietnam Standard and AASHTO Standard (USA), to be selected in conformity with materials available in Vietnam.

(1) Asphalt Concrete Asphalt concrete used for this development shall be compact asphalt concrete of Class I in accordance with Standard 22 TCN 249-98. Mechanical-Physical norms of asphalt concrete to be hot spread shall meet the following requirements.

Table 7-27 Mechanical-Physical Norms of Asphalt Concrete

Item Norms Required Numeric

Value Experiment

Method Experiment based on cylinder sample

1 Porosity of mineral aggregate , % volume

15-19

2 Surplus porosity, % volume 3-6 3 Expansibility, % volume 1.5-3.5 4 Expansibility, % volume not greater 0.5

5 Compression intensity daN/cm2 + 20oC not greater + 20oC not greater

35 14

6 Water stability coefficient, not smaller 0.90

7 Water stability coefficient, when 0.85

Process of experiment on asphalt concrete 22 TCN 62-84



Item Norms Required Numeric

Value Experiment

Method soaked in water in 15 days, not smaller

8 Expansibility, % volume, when soaked in water in 15 days, not smaller

1.5

(2) Concrete Parameter of concrete is based on 22TCN233-1995 as presented in Table 7-28.

Table 7-28 Intensity and Elastic Modulus of Concrete

Limitary strength after 28 days (daN/cm2) Item

Bending and tensile strength Compressive strength Elastic Modulus

Concrete 45 350 33.104

(3) Interlocking Concrete Blocks Interlocking concrete block quality is based on the TCXD 356-2005 as presented in Table 7-29.

Table 7-29 Interlocking Concrete Blocks

Item Compression Strength in accordance with TCXD 356-2005

Road shoulder and siding area allowing vehicle passing B45 Road shoulder and siding area not allowing vehicle passing

B15

(4) Cement Bound Granular Mixture Required of ultimate compressive strength of Cement Bound Granular Mixture in accordance with 22 TCN 245 – 98 as shown in Table 7-30.

Table 7-30 Required of ultimate compressive strength

Required of ultimate compressive strength (daN/cm2) Position of material Compressive strength

(after 28 days) Compressive and shear strength (after 28 days)

Base Course ≥ 40 ≥ 4.5 Others Position ≥ 20 ≥ 2.5

(5) Macadam Mixture Required mechanical-physical norms of Macadam Mixture Class I in accordance with 22 TCN 334-06.

Table 7-31 Mechanical-Physical Norms of Macadam Mix

Item Norms Required

Numeric Value Experiment

Method 1 Los-Angeles loss of aggregate (LA) % <35 2 Load capacity index CBR at tightness K98, soak >100 3 Elastic limit (WL), % ≤15 4 Plasticity index (IP) % ≤ 6



Item Norms Required

Numeric Value Experiment

Method

5 PP index= plasticity index quantity getting through 0.075 mm sieve

≤ 60

6 Content of weaving shuttle grain ≤ 15 7 Compaction density ≥ 98

7.2.2.4 The Geometric Elements and Pavement Structure The geometric elements of inner road are designed in accordance with Standard of Vietnam 4054-2005, and pavement works consist of Asphalt Concrete and Interlocking Concrete Block pavement are carried out in accordance with Vietnam Standard 22 TCN 274-01 (Flexible Pavement - Specification for Design according to ASSHTO standard) and The Structural Design of Heavy Duty Pavement for Ports and other Industries Enlarged Edition.

(1) Typical Cross sections of Main Access Road:

- Phase 1: Total width: 2 x 2.5 + 2 x 2.5+ 2x 3.5= 17m Where: + Traffic Lane: 2 x 3.5m + Parking Lane: 2 x 2.5m + Walkway: 2 x 2.5m + Crossfall: 2%

Figure 7-12 Typical Cross Section of Main Road

- Phase 2:

Total width: (4 x 3.5) + (2 x 2.5) + (2 x 2.5) + 1.5= 25.5m Where: + Traffic Lane: 4 x 3.5m + Parking lane: 2 x 2.5 + Walkway: 2 x 2.5m + Median Strip: 1.5m + Crossfall: 2%



Figure 7-13 Typical Cross Section of Sub-Road (2) Pavement Structure

a. Road Pavement Alternative 1 Flexible Pavement Structure This design is carried out in accordance with Vietnam Standard 22 TCN 274 – 01 Flexible Pavement-Specification for Design according to ASSHTO standard.

- Design Equation:

Log10(W18) = Zr x So + 9.36 x Log10(SN+1) - 0.2 + + 2.32 x Log10(MR) - 8.07

Where: - Design traffic: W18= 24,335,423 ESALs - Standard normal deviate: Zr= -1.282 - Combined standard error of traffic and performance prediction: S= 0.45 - Difference between initial and terminal serviceability index: ΔPSI= 2 - Resilient modulus: Mr = 8300 psi - Base on Design Equation Structural number obtain to be: SNreq= 13.178 (cm)

Figure 7-14: Flexible Structure

19.5

10

)1(10944.0

5.12.4log

++

⎥⎦⎤

⎢⎣⎡

−Δ

SN

PSI



∑(SNi) ≥ SNreq Where:

- ∑(SNi): The total of actual structural numbers. - SNreq: The Required Structural number = 13.178 With pavement structure to be checked, the total of actual structure numbers is 13.44 cm ∑(SNi) = 13.44 > SNreq= 13.178 (Design is OK) b. Road Pavement Alternative 2

Rigid Pavement Structure This structure is calculated in according with Vietnam Standard 22TCN 223-95 Base on performance of project and capacity of Dong Lam Cement Specialized Port the pavement structure is selected as follows:

- Surface: In-situ concrete grade 350, dimension 6 x 3.5m; with Bending and Tensile Strength Rku= 45 daN/cm2; Elastic Modulus E= 3.3.104 Poisson Coefficient μ = 0.15

- Base: Sand consolidated by 8% cement grade 400 with thickness 15cm. The table C-2 of appendix of Vietnam Standard 22TCN 211-06 shows that Elastic Modulus E1= 2800daN/cm2

- Subgrade: Clay sand compacted k = 0.98, Equivalent moisture a= 0.6 The table B-3 of appendix B of Vietnam Standard 22TCN 211-06 shows that: Elastic Modulus E0= 450 daN/cm2, φ= 280, C= 0.18 daN/cm2

- Calculated Load: Truck with axle load 12 Ton, Calculated Wheel load: Ptt = 6900 daN Calculate the thickness of Concrete plate Suppose the thickness of Concrete plate is: h = 26cm

Figure 7-15 Rigid Structure

Compare between flexible and rigid pavements.

Criteria for Comparison Flexible pavement Rigid pavement

Initial construction unit cost USD/m2

14 22



Performance period (years) 17 34

Maintenance cost High low

Time for Construction Short Long

Pressure on the subgrade High Low

Pavement’s stability under the effect of temperature and moisture.

Normal Good

Pavement’s stability under the effect of wheel load.

Normal Good

Note: Better criterion According to the above table, the construction cost of rigid pavement is much higher than flexible pavement, but more appropriate with the weather conditions of construction area, therefore, consultant recommends to apply rigid pavement structure for construction.

c. Pavement structure of Yards and Working areas.

Pavement structure has been designed for Yards and Working areas in accordance with the Structural Design of Heavy Duty Pavement for Ports and other Industries Enlarged Edition. This pavement structure is designed for the operation of Excavator has two axles and operation weight is 22,280 kg, transports coal and clinker from storage yards to receiving hoppers. In according to the method of “The Structural Design of Heavy Duty Pavement for Ports and other Industries” the number passes of excavator during design life is 5,475,000 and Single equivalent wheel load (SEWL) is 82.23 kN. Use the Design chart for 5475000 passes and 82.23 KN SEWL, the pavement structure is proposed as follows:

Figure 7-16: Pavement Structure of Yard



7.2.3 Water Supply


Table 7-32: Applied Standards for Water Supply

No. Codes Title

1 TCXDVN 33-2006

Water supply – Distribution system and facilities - Design standard Water supply - Pipe Networks and Facilities - Design Standard

2 TCXD 51-1984 Drainage - External Networks and Facilities - Design Standard

3 TCVN 6986 – 2001

Water quality - Standard of industrial waste water discharged into coastal seawater areas used for protection of aquatic life Water quality – Standards for industrial sewage water discharged into coastal water for purposes of aquatic protection

4 TCVN 5576 - 1991 Drainage System – Regulation on Technical Management

5 TCVN 4513 - 1988 Indoor Water Supply - Design Standard

6 TCXDVN 356 – 2005 Concrete and Reinforced Concrete Structure – Design Standard

7 TCXDVN 338 - 2005 Steel Structure – Design Standard

8 TCVN 2622 - 1995 Fire Prevention and Fire Resistance for Building – Design Requirement

9 TCVN 5760 – 1993 Fire fighting System – General Requirement on design, installation and usage

10 TCVN 6379 - 1998 Fire - fighting Equipment - Pillar Hydrant – Technical Requirement

Source: JPC

7.2.3.2 Water Supply System

(1) Water Resource

It is investigated that the capacity of public water supply is about 3,000 m3/month (300 m3/day) availble on the site with pressure about 3 at. It is enough to supply water for the project.

Water source is planned to get from the public water supply system, which is about 150 m far from the port’s fence.

(2) Water Supply Demand

- Following 2.4 iterm of TCXD 33-2006, water supply standard for port, it is recommended that the water demand can be estimated on the basis of defined port area with the water consumption rate is about 22m3/ha/day. With the planned area for land port facilites of



about 10 ha, the minimum required water supply volume is estimated to be about 220 m3/day.

- The water demand can also be estimated more accurately from the number of people working at the port and other requirements as given below.

Table 7-33 Water Demand

Destination of water supply

Required water (m3/day) Remarks

Living activities 4.42 Worker 34 persons x 130L = 4420 L/day

Washing Area 50 Washing tools and vehicles

Vessels 15.6* 2 vessels x 20 persons x 3 days x 130 L = 15600

L/day

Fire fighting pump 216 3 hours x 20L/s x3600 = 216,000 L/day

Total 270

Notes: *) the water demand is determined for two vessels arrival at port in the same day, the water capacity is required

for 20 persons for one ship and travelling for three days from the port to the south or north.

Source: JPC

The capacity of the water storage tank should be large enough to store the required demand water for 2.5 days and to be 675 m3.

(3) Water Supply Diagram and Pipeline Network

(3.1) Water Supply Diagram

Water Resource – Water Tank – Pressurized Pumping Station - Water Consuming Households.

(3.2) Pipeline Network

The water supply network is planned as cycle and branch networks. There is only one pipeline for domestic water, production water and firefighting water. The network is designed based on water discharge and demand for water consumption of households, in consideration of working conditions and erosion of pipe materials.

The pipe line system is installed under the road and yard and with the depth of 0.7 m. The pipe line to the jetty is installed along the conveyor and suspended on the beams of the access bridge.

Water supply pipe network is calculated and arranged as follows:

- From connecting point of pipeline outside the port’s fence to the water tank with the capacity of 700m3, using a galvanized steel pipe with diameter of D200 x t7.04mm, and length of 150m. At the end of the pipe, there is water measuring well before connecting to the tank.

- From water tank to pressurize pumping station, using a galvanized steel pipe with diameter of D200 x t7.04mm.



- From the pumping station to surround areas of the port, one cycle network will be installed by using a galvanized steel pipe with diameter of D150 x t5mm. At the transmission points from yard to the jetty or points of different elevations, the pipe junctions should be soft.

- From the main pipe to buildings, fire-fighting pillars and water supply outlet for ships; branch pipes will be installed as galvanized steel pipe of D50xt3,6 mm and D100x4,5 mm.

- Fire fighting pillars are arranged in the main pipeline; the pipes to be connected to the pillar is a galvanized steel pipe with D100x4.5 mm.

- On the jetty platform, 04 water supply outlets are installed for ships. The water supply discharge for ships is determined by turbine water meter D50.

- Supporting for inspection and repairing of pipe in case of damages, RC valve-wells 1.2x1.2m with pressuring valve, pressure relief valve, waste cock, air cock and shutoff valve will be arranged on the water supply pipeline system.

7.2.3.3 Other Facilities

In order to have adequate water supply volume for households and water reserve for 2,5 days consumption, it is necessary to build 01 water tanks with minimum capacity of 270 m3 * 2,5 days = 675 m3 and 01 pressurized pumping station for pumping water from the tank to the households in port.

(1) Tank with capacity of 700 m3

- The tank has cylindrical form with diameter D = 16m, and H = 4.35 m length.

- The tank has RC structure and is countersunk in the soil. The tank roof is 40cm above the yard/ road surface, and covered by glass and flowers’ tree.

(2) Pressurized pumping station

- Pumping station has dimensions of 6.6 m length, 4.5 m width, 3.0 m height, including one room for workers on duty and 01 room for pumps.

- The pumping station has RC structure, brick wall and RC roof.

- Three pumps are located in the Pump room:

02 electric pumps (01 working pump and 01 standby pump) with following parameters: Capability 100 m3 / h.

Water pressure head with height of H = 60m. Engine capacity 45 KW.

01 petrol pump (in case of power failures) with following the parameters:

Capability 100 m3 / h. Water pressure head with height of H = 60m. Engine capacity 45 KW.

7.2.3.4 Drainage System

Total volume of wastewater in the port area is estimated as 80% of water supply: 270 m3 * 0.8 m = 216 m3/day (excluding water supply for ships). Drainage system in the port include:



(1) Rain water drainage Rain water from the roof of the civil facilities to the vertical drainage pipe, then to ditches around the facilities or to surface of yard. Rain water will flow in yard’s slope to drainage and water pits, and is leaded to the sea through culverts.

(2) Domestic Wastewater

- Domestic wastewater from the civil facilities is discharged to ditches and culverts of rainwater drainage system after being processed in the Septic tanks.

- Industrial waste water with oil is discharged to ditches and culverts of rainwater drainage system after being processed in the treatment and oil separating tanks which are located in the mechanical workshop.

(3) Structure of Drainage system

- RC open ditches with the width of 40cm, bottom slope of 0.4% and galvanized steel roof are arranged in two sidewalks of the main road. At road crossing location, waste pits are installed between RC culverts with D600 and the open ditches.

- In one sidewalk of the internal road, one RC open ditch with 40cm width, 0.4% of bottom slope and galvanized steel roof is installed.

- The culvert’s gate is constructed by RC and stone.



7.2.4 Electrical Facilities

7.2.4.1 Objective of Design The following major equipment for power supply system will be considered:

1) Substation Major components are as follows; a) Medium voltage (MV) switchgear (6.6kv), b) Distribution power transformer, c) Low voltage (LV) switchgear,

2) Emergency generator The emergency power supply will be supplied to the essential service of facilities on the Clinker and Coal of Dong Lam Cement Plant,

3) Exterior lighting a) High mast lighting b) Road lighting, c) Lighting control system,

4) Power distribution feeder,

a) Medium voltage distribution line b) Low voltage distribution line c) Control and communication line d) Cable duct and Piping,


The design, manufacture, test and installation of all electrical equipment will comply with the latest following relevant standards, codes and regulation:

1) Vietnam Design Standards (TCVN), 2) International Electro-Technical Commission (IEC), 3) National Fire Protection Association (NFPA) Publication, 4) Japanese Industrial Standards (JIS) ; and/or 5) Equivalent Standards in the Country of Manufacture.

The following specific standards will be used for the design of major electrical equipment: IEC-34 : Rotating Electrical Machines, IEC-56 : High Voltage AC Circuit Breaker, IEC-76 : Specification for Transformers, IEC-185 : Current Transformers, IEC-186 : Voltage Transformers, IEC-255 : Electrical Relays, IEC-439 : Low-voltage Switchgear and Controlgear assemblies, IEC-60502 : Cross-linked Polyethylene (XLPE) Insulated Cables, and TCVN-5925 IEC-947-3 : Switches and Controlgear




(1) Service condition

The project area is hot, humid and tropical atmosphere. All electrical equipment cables, accessories and fittings forming parts of electrical installation shall be fully suitable for use in the following specified service conditions: a) Altitude above mean sea level (approx) : +4.5 m b) Maximum temperature : 40℃ c) Mean temperature : 30℃ d) Maximum relative humidity : 90% e) Mean relative humidity : 80%

(2) Technical features

Power receiving: The incoming power in to the substation will consist of two independent lines the main line (in use regularly) and Standby power line.

(3) Power distribution

- Unloader : 6.6KV, 50Hz, 3 phase - Shiploader : 380V, 50Hz, 3 phase - Building services : 380V, 230V, 3 phase, 4 wires - Yard and road lighting : 380V, 230V, 3 phase, 4 wires - Socket Outlet : 380V, 240V, 3 phase Maintenance: - Control circuits (Switchgear) : 230V, DC - Control circuits (General) : 230V, 50Hz

(4) Voltage drop

- 6.6KV lines : 5% - 380V lines : 5%

- 230V lines : 2.5%

7.2.4.4 Electricity Supply Electrical supply line to the Port shall be discussed with power supply authority and be recommended to apply new line to the Port Substation. (1) Estimated power demands

The estimated maximum power demands for the facilities approximately 1500KVA at Phase-1 stage as shown in Table Load list.



All electric loads are divided into load list as shown in Table 7-34 bellow.

Table 7-34: The Load List Phase1 and Phase 2

No. Load Name Quantity (Phase 1) Capacity (kw) Phase2 (kw) 1 Shiploader 30*1,5.5*2 41 412 Unloader 220*1,160*1,37*2,90*1 544 5443 Belt Conveyor 45*1,22*2 89 894 Air Compressor 45*3 135 1355 Yard Lighting 400*4 1.6 1.66 Berth Office 67*130 8,71 8.717 Apron Feeders 15*2 30 308 Clinker Belt Conveyor 22*3,15*3,11*3 144 2779 Clinker Bucket

Elevator 90*1 90 110

10 Fan 22*1,15*2,7.5*4,5.5*2 93 13811 Coal Belt Conveyor 22*2,11*1,3.7*2,2,2*1 64.6 102.912 Coal Bucket Elevator 15*1 15 3013 Fan 22*1,5.5*1,2.2*1 29.7 40.714 Access Bridge

Lighting 40*188 7.52 7.52

15 Main Office 300*130 39 3916 Warehouse 200*40 8 817 Mechanical Shop 200*100 20 2018 Exterior Yard Lighting 500*2*2 2 219 Exterior Road Lighting 250*1*26 6.5 6.520 Substation 25 25 Total 1394.3 1656.6Source: JPC

(2) Substation

Main transformers will be installed based on the loads allocation. The transformer will transform the voltage level from 6.6 KV to 380/230V for the outgoing feeders which will supply the necessary power to Shiploader, Unloarder, Belt Conveyor and Building Facilities in the Port. Major equipment will consist of the following: 6.6KV main and feeder circuit breaker, 1) Main transformers (500KVA x 3 sets), 2) LV power distribution board, 3) Power capacitor, and 4) Ancillary equipment

Single Line Diagram with Substation arraignment is shown in the drawing U/B-IX-08-03.



(3) Emergency Generator

The emergency power supply will be supplied to the essential service of facilities in the Port. 50KVA capacity of the emergency generator is recommended at the Phase 1 stage.

7.2.4.5 Exterior Lighting

(1) Design Concept

The design for exterior lighting shall maximize the efficient use of energy .To save energy, the following design criteria are applied to the lighting system; For external lighting, high pressure sodium vapor lamp (HPSV) will be used:

• Lighting control of exterior lighting will employ photocell switches. • Layout of yard lighting will be technically well designed.

To avoid damage to lighting fixtures and obstruction to yard handing equipment, positioning for the yard lighting is carefully coordinated with the various mobile equipment.

(2) Illumination levels

Minimum average illumination levels for each area will be as shown below;

• Yard : 20-30 lux • Road : 10-20 lux

(3) Lighting fixture

High mast lighting pole will be anti-corrosive steel structure, 20 m high with an appropriate number of 500×2 watts sodium vapor lamps for the land port yard and apron.

For the road lighting, poles will be anti-corrosive steel structure, 12 m high with one or two 250 watts sodium vapor lamp.

Considering interchangeability, all luminaries for high mast and road light will be standardized 500 w and 250 w sodium vapor lamp, respectively.

The lighting structure for the monopole will be motorized for ease of maintenance.



7.3 Equipment

7.3.1 Clinker Loader

1) Type of ship Bulk cargo ship 15,000 DWT

2) Boom leach of Loader • Maximum leach at offshore side(OR1)

OR1 = AX + F + B/2 + b/2 ≧ 21.4 m ORI: Maximum reach from the center of loader for swing.

AX : Distance from base line of berth to the center of loader for swing(5.0 m). F : Height of fender(1.0m) B : width of ship(21.3 m) b : width of hatch(9.5 m)

• Minimum leach at offshore side (OR2) OR2 = AX + F + B/2 – b/2 ≦ 11.9 m

• Design figure of outreach Maximum outreach Approx. over 26.0 m Minimum outreach Approx. under 10.0 m Minimum outreach was assumed in case of small ship 3) Boom lift of Loader

• Lift from surface of the berth to the entrance of loading shoot under the condition of light weight on the ship (LL1)

DL1 = H – dL – △Hw + hss + C ≧ 13.2 m

LL1: Lift from surface of the berth to the entrance of loading shoot (m) H : Depth from the bottom of ship to upper edge of hatch (13.6 m) dL : Draft at the time of light weight (2.8 m) △Hw: Distance from surface of berth to HWL (2.6 m) has : Minimum length of loading shoot (3.5 m) C : Clearance between outlet of loading shoot and edge of hatch (1.5 m)

• Lift from the surface of the berth to upper edge of hatch under the condition of full load on ship

Yc = H – d – △Lw 1.5 m Yc : Distance from the surface of the berth to upper edge of hatch (m) H : Depth from the bottom of ship to the upper edge of hatch (13.6 m) d : Draft at the time of full load (8.5 m) △Lw: Distance from surface of berth to HWL (3.6 m)



• Extensive length of loading shoot (YLs)

YLs =LL1 – Yc 11.7 m

• Design figure of lift for boom of Loader: over 15.0 m

• Lift of discharge opening of loading shoot over 12.0m 7.3.2 Coal Unloader

1) Type of ship

Bulk cargo ship: 7,000 DWT and 15,000 DWT 2) Boom reach of Unloader

• Maximum outreach (OR1) OR1 = AX + F +B/2 + b2 ≧ 24.4 m

ORI: Maximum reach from the center of unloader for swing(m). AX : Distance from base line of berth to the center of unloader for swing(8.0 m).

F : Height of fender(1.0m) B : width of 15,000 DWT ship(21.3 m) b : width of 15,000 DWT hatch(9.5 m)

• Minimum reach at offshore side (OR2) OR2 = AX + F + B/2 – b/2 ≦ 13.0 m

ORI: Maximum reach from the center of unloader for swing(m). AX : Distance from base line of berth to the center of unloader for swing(8.0 m).

F : Height of fender(1.0m) B : width of 7,000 DWT ship(16.6 m) b : width of 7,000 DWT hatch(8.7 m)

• Design figure of outreach (account of varies type of ship) Maximum outreach Approx. over 30.0 m Minimum outreach Approx. under 13.0 m 7.3.3 Belt Conveyor

7.3.3.1 Condition of Transportation

(1) Transportation of Clinker Clinker Size: 40 mm Apparent Specific Gravity (γ): 1.5 t/m3




(2) Transportation of Coal Coal Size: 15 mm Apparent Specific Gravity (γ): 0.8 t/m3

Transportation Volume (Q1): 400 t/h

7.3.3.2 Distance and Raise

(1) No.1: Single Belt Conveyor on Bridge (upper: for Clinker, Lower: for Coal) Distance: 1,140 m

Lift: Clinker: 3.5 m Coal: 7.5 m

(2) No.2: Single Belt Conveyors on Jetty (for Clinker ) Distance: 151 m Lift: 13 m

(3) No.3 Single Belt Conveyors on Jetty ( for Coal) Distance: 142 m Lift: 2.5 m

7.3.3.3 Calculation of Belt Width and Speed (Refer to Figure 6-5)

(1) Belt width: 1,050m Trough angle of Roller: Clinker 40° Coal 30°


(2) Belt Speed Belt Speed (V): 120m/minute

(3) Analysis under clinker loading operation Theoretical transportation volume, Q:

Q = 60 x A x V x γ (6.1)

where A: 0.1238 m2 V: 120 m/min γ: 1.5 t/m3 Q = 60 x 0.1238 x 120 x 1.5 = 1,337 ton/hour

Loading Ratio (LR) in transport condition 1,000 t/h (Q1);

LR = 100 x Q1 / Q = 100 x 1,000 / 1337 = 75% < 80 % (value for safety)

7.3.3.4 Analysis at the time of transportation of coal

Theoretical transportation Volume, Q A: 0.1096 V: 120 m/min γ: 0.8 t/m3



Q = 60 x 0.1096 x 120 x 0.8 = 631 ton/hour

Loading Ratio (LR) in transport condition 400 t/h (Q2); LR = 100 x Q2 / Q = 100 x 400 / 631 = 64% < 80 % (value for safety)

7.3.3.5 Specification of Conveyors

Specifications of the belt conveyors are summarized as Table 7-35 below.

Table 7-35 Specifications of Conveyor

Parts No.1 Conveyor No.2 Conveyor No. 3 Conveyor

Horizontal Length 1,140 m 151 m 142 m

Clinker (upper):3.5m 13 m Lift

Coal (lower): 7.5m 2.5m

Width of belt 1,050 mm 1,050 mm 1,050 mm

Clinker 1,000 t/h 1,000 t/h Quantity

Coal 400 t/h 400 t/h

Drive Pulley Tale Head Head

Belt velocity 120 m/min 120 m/min 120 m/min

Take-up Unit Horizontal movable & Gravity Type

Place of take-up Tale Head Head

Belt Flame-resistance steel-cord belt

Flame-resistance canvas belt

Canvas belt

Motor 200 KW x 1 75 KW x 1 22 KW x 1

Auxiliary Equipment

Water washing device

Source: JPC

7.3.4 Tugboats

（1）Specifications of Tugboat The tugboats are indispensable for the following purposes: 1) Assisting in shifting operations of a mooring vessel on berth, 2) Assisting in berthing and un-berthing operations of the vessels, 3) Assisting in stopping operations of calling vessels, if required, 4) Transporting pilots to calling vessels, and 5) Other miscellaneous port operations.



It is necessary to arrange two tugboats to secure safe and efficient ship operations in the port. In consideration of usage of tugboats and size of the designed bulk vessels, specifications of the tugboats are proposed as shown in Table 7-36. Here two alternatives of main engine(s) are discussed in terms of the following propeller types:

1) Alternative I : Two Controllable Pitch Propellers (CPP) with Kort Nozzle 2) Alternative II: Two Steerable Propellers of 360 degrees rotation type

In consideration of the design ships and the above required operations, both types are acceptable to this Project. Although Alternative I has less mobility than Alternative II comparatively, it is more cost effective than Alternative II. (Alternative II is a most modern type developed after Alternative I and Voith Schneider Propeller.) The area of operation of the tugboats are defined to be “Coasting Area” not “Ocean,” because of its operation is limited mostly in the port. The seaworthiness conditions in terms of wind speed and wave height are defined to be maximum 10 m/seconds and 1.5m respectively in consideration of port operation conditions. (2) Cost Comparisons The cost for building the above tugboats newly are inquired to two shipbuilders in Japan. The results are shown below. They do not include transportation cost from shipyard to the site in Vietnam. The Consultant’s assessment is, including costs of spare parts and training:

1) Alternative I : Two CPP with Kort Nozzle JPY 400 million/vessel 2) Alternative II: Two Steerable Propellers JPY 440 million/vessel

These costs are considered to be too expensive to adopt for this Project. The cost should be limited to an order of approximately JPY 100 million per vessel or less. In order to economize the procurement cost, the following measures should be considered:

1) In case of new construction, the shipyard should be in Vietnam, 2) In case of used tugboats, tugboats for operation of cargo ships could first be sought in

the world market, 3) In case of used tug tugboats, tugboats for marine construction works could be sought

from the world market, and 4) For the above procurement methods, the specification of the tugboat could be

changed from CPP to “Fixed Pitch Propeller (FPP) type,” which can be cheaper than CPP type for the same size of tugboat by sacrificing mobility within acceptable range.

Thus, combination of the above items of 2), 3), and 4) could enable the Project to arrange necessary two tugboats. The timing of procurement should be properly chosen taking account of availability, specification and cost of the tugboats in the international market.



Table 7-36 Proposed Specifications of Tugboats

Ship Particular Abbrevia

- tion Specifications Remarks

Length Overall LOA Approx. 28m Length between Perpendicular LPP 25.0 m Breadth Molded B 7.8m Depth Molded D 3.4 m Draught d 2.5m Gross Tonnage GT Approx. 150 GT Speed (minimum) Not less than 10 knots Static Bollard Pull (minimum) Not less than 15 tons Main Engine Diesel Engine Continuous Rating (minimum) Not less than 500 kW

x 2 units > 680 PS each

Propeller Alternative I: CPP With Kort nozzle Alternative: II Steerable Propeller 360°rotation type Navigation Area Coasting Area Complement 8 persons Sea Kindness (maximum) Wind Speed V Maximum 10 m/sec Wave Height H Maximum 1.5m Source: JPC

7.3.5 Other Equipment

1) Wheel Loader One Wheel-loader for unloading of coal in the hold of a coal ship as auxiliary of unloader and two for loading coal at coal stockyard are necessary. As the former wheel loader is 2m3 capacity with explosion proof and the latter is recommended more than 3m3 bucket capacity. 2) Truck At least one Pickup Truck is necessary for transportation of materials, spare parts, tools workers in and out of the stockyard.



8 EXECUTION PLAN AND COST ESTIMATES

8.1 Construction method

8.1.1 General Work

(1) Access to the Site

According to the Owner’s information as shown in Figure 1-1, a permanent access road to the site will be constructed during port construction period. In the said case, it is necessary to prepare a temporary access way to the site, especially at the beginning of the construction period. The existing public road to the proposed area is the best selection for that purpose. The public road, however, shall be widened and reinforced, and maintenance shall be considered during the usage. It is expected to be able to use the permanent access road during its construction as the temporary access way. Otherwise, full-scale operation of the construction works of the proposed port facilities might be difficult. (2) Temporary Jetty for Construction Works

In consideration of the site conditions where there is a long natural beach without any loading and unloading facilities for many kinds of construction materials and equipment, a temporary jetty for construction works shall be necessary for smooth operation. The area will be just in front of the site with depth of CDL -2m and width of 4m. The structure will be constructed by steel materials as shown in Figure 8-1 below.

Figure 8-1: Temporary Jetty Source : JPC



(3) Temporary Construction Base and Yard

At least, an area of 3ha is required for the temporary construction base and yard to accommodate an office, a parking space for cars and construction equipment, a construction material stock yard, a concrete mixing plant and a yard for manufacturing concrete blocks. Future general cargo area is recommended to be allocated at the said area . (4) Source of stone and rock Total volume of stone and rock for construction will be reached more than 100,000m3. The said material will be transported to the site by lorry or barge from some quarries near the site and/or surrounding provinces. The nearest factory of quarry is about 20km from the site as shown on following map Figure 8-2.

Figure 8-2: Location of Quarry near the Port Site 8.1.2 Offshore Work

(1) Breakwater

The highlight of the Project is the construction of the breakwater which is located about 840m off the coast line. Taking account of the construction cost and the weather conditions at the site, JPC has recommended the Sloped Concrete Caisson-Type Breakwater. Actually, the caisson-type breakwater is more economic than the ruble mound-type breakwater to be constructed under hard weather conditions throughout a year. Especially, it is almost un-workable on the sea during the NE monsoon season which lasts for about 6 months from September to February. Most advantage of the caisson type is that caissons are able to be manufactured through the year. A Floating Dock (FD) is recommendable for constructing caissons from the viewpoint of easy and safety construction works. The probable location of FD should be discussed with the contractor when the contract will be conclude, including Danang and Chan May.



The following are the construction sequence of the caissons in case of using FD of Hai Son Company in Danang City (Refer to Figure 8-3 Manufacturing of Caisson on FD hereunder).

Figure 8-3 Manufacturing Caisson on FD

a) Assembling steel made foundation for 3 sets of caisson manufacturing on the FD.

b) Spreading sand about 3cm thickness on the foundation.

c) Laying asphalt mat on sand layer.

d) Setting of form and reinforced bar for the base concrete.

e) Pouring of foundation concrete.

f) 3 times of wall concrete work up to BL +9.3m (CDL -0.70)

g) Launching of 2 sets of caisson to the sea from FD.

h) Transportation to the temporary stock yard near FD

i) Construction of concrete wall up to the final level (CDL+2.4m)

j) Transportation to the site with tug boats.



Occupancy of the FD for manufacturing of 3 caissons is estimated about 45 days, so that the total period of occupancy for 24 caissons (13m x 20.8m) is 360 days. That is maximum 14 months including of preparation works such as steel foundation, unforeseen bad weather, and holidays.

One of the local contractors has fortunately experiences to have constructed a caisson type breakwater successfully at Tien Sa in Danang Port under the technical guidance by a Japanese contractor. It is recommended that, to secure successful construction, a very experienced contractor should be selected as the main contractor for this works, and local contractor(s) shall work together as the JV contractor or the sub-contractor.

The ruble mound foundation shall be commenced immediately after ending of rainy season and completed each block of caisson, crown concrete and concrete block work during the dry season.

We anticipate that settlement of the seabed foundation will be immediately occurred and finished during the construction period of the breakwater. It is estimated based on our experiences for this case that the rock amount to be reserved for the settlement is about 10% of the designed quantity of the rubble stone.

(2) Berth and Access Bridge

The jetty shall be constructed during the dry season. It could be constructed even before the completion of the breakwater. The most appropriate case on the schedule is that piling work shall be executed at the first dry season and concrete structure will be the next dry season, when the breakwater will also be completed.

Access bridge should also be constructed parallel to the jetty.

Supper I beam will be purchased from providers or will be manufactured at the yard of the land area and transport to the site by barge, then setting on the concrete piers by floating carne. 8.1.3 On-land Work

(1) Land Reclamation

First of all, reclamation work to the designed ground level shall be executed with materials available near the site. Sea sand or silica sand on the land is recommended for the reclamation works.

(2) Clinker and Coal Stock Facilities

From the viewpoint of securing safety and good appearance of concrete surface, it is recommended, in constructing a silo for clinker stock, to introduce steel or plastic forms instead of wooden ones.

In form work, jumping or sliding method for the construction of cylindrical wall is not always applicable for a 40m height silo. Deep foundation such as clinker receiving hoppers shall be adopted as proper temporary walling with dewatering system. Warehouses for stocking coal shall be constructed with care against strong wind at the site by typhoons and monsoons.



(3) Drainage and Yard Paving

After settlement of reclamation material, yard drainage works shall be commenced. The drainage shall use for dewatering work during the construction. Paving work should be done at the final stage of the construction work. (4) Housing

Buildings shall be constructed after reclamation. Local contractors and local materials are used for the works.

(5) Utility

Before commencement of the pavement work, electric cable, drinking and factory water pipelines, firewater pipeline and telephone cable line shall be constructed. Local contractors are also recommended for the utility works.

(6) Equipments for the facilities

1) Ship-Loader and Unloader

Equipment will be manufactured in a foreign country and transported to the site generally on board or on barge and unloaded directly at the newly constructed berth. Those are perhaps separated into some blocks and sent by containers, so that it is necessary to wait few months for assembling and setting the equipment. Experienced supervisors and skilled workers shall be essential for the installation work.

2) Belt Conveyor from/to the Stock Yard and Berth

The proposed belt conveyors will be manufactured at the factory and assembled at the site. The road along the conveyor line is useful for the setting. Local contractors are available to the setting work under the experienced supplier’s supervising.

3) Equipment for the Stockyard

Many kinds and types of equipment and devices will be prepared in the Land Port for construction of the facilities. The manufacture’s supervisors and system engineers shall attend setting and commissioning of equipment. Handing over the equipment shall be done after confirmation of smooth operation of clinker export and coal import

8.2 Construction Schedule

A construction schedule is presented in Figure 8-4. All the works will be completed in 28 months, subject that construction works could be done under normal weather conditions, and construction materials should be supplied smoothly.

8.2.1 Mobilization

It is necessary at least 3 months for site mobilization works such as reinforcement of temporary access road, construction of temporary buildings for workers, surveys for confirmation of existing conditions, and transportation of construction equipment and ships. From the viewpoint of caring of weather conditions, commencement of the works shall be set at the beginning of the year for the subsequent off-shore works in dry season.



Figu

re 8

-4: C

onst

ruct

ion

Sche

dule



8.2.2 Off-Shore Works

Off-Shore works are difficult under the bad weather conditions. so the important works shall be done in dry season expected from March to August. And it also shall be completed each step of the works just before next monsoon. During the monsoon season, preparation for the next step shall be done such as manufacturing of caissons and concrete block, and maintenance of the equipments.

8.2.3 On-Land Works

First of all, land reclamation work shall be done at the site. That work can be commenced after reinforcement of the public road to the site as temporary access. After the reclamation, foundation work of the stock yard, drainage, underground pipes and cabling will be executed. On-land works are not so difficult to execute continuously during the NE monsoon season though it is less productivity than the dry season.

8.2.4 Equipment

Heavy equipment will be transported as separate blocks and assembled at the site. It is expected to take about one year for design and manufacturing.

8.3 Cost Estimate

Construction cost of the port facilities is estimated as shown in Table 8-1. The total cost of US$ 56.216 million is estimated based on the present market price in January 2010.

The cost estimated her is for master planning and shall be reviewed in the Basic Design Report.

Table 8-1: Total Investment Cost

Unit price Total cost No. Item works Unit Quantity

By VND By USD

A CONSTRUCTION COST GXD 580,809,026,000 31,712,310

A.1 General L.S 1 9,925,304,000 536,503

I Mobilization and Demobilization L.S 1 1,490,560,000 80,571

II Construction of temporary Jetty L.S 1 8,329,514,000 450,244

III Construction of Yard L.S 1 105,230,000 5,688

A.2 Construction cost of Jetty Jetty 1 56,586,462,000 2,847,142

III Berth or Deck m2 900 17,056,228,000 920,813

1 PC pile type D1000 m 1 4,000,000,000 216,216

2 PC pile type D700 m 2482 7,944,882,000 429,386

3 Beam (concrete) m3 543.91 725,576,000 39,162

4 Beam (steel) ton 108.782 1,889,761,000 102,146




By VND By USD

5 Beam (formwork) m2 2175.64 332,873,000 17,405

6 Plate (concrete) m3 360 480,240,000 25,920

7 Plate (steel) ton 54 938,088,000 50,706

8 Plate (formwork) m2 1440 220,320,000 11,520

9 Bollard no. 4 131,560,000 7,112

10 Rubber fender no. 6 392,928,000 21,240

IV Berthing dolphin for Clinker no. 10 23,582,809,000 1,272,750

11 PC pile type D700 m 4420 14,148,420,000 764,660

12 Plate (concrete) m3 1780 2,374,520,000 128,160

13 Plate (steel) ton 213.6 3,710,659,000 200,570

14 Plate (formwork) m2 6230 953,190,000 49,840

15 Bollard no. 10 970,830,000 52,480

16 Rubber fender no. 10 1,425,190,000 77,040

V Mooring dolphin no. 2 4,977,767,000 268,692

17 PC pile type D700 m 1088 3,482,688,000 188,224

18 Plate (concrete) m3 329 438,886,000 23,688

19 Plate (steel) ton 39.48 685,847,000 37,072

20 Plate (formwork) m2 1151.5 176,180,000 9,212

21 Bollard no. 2 194,166,000 10,496

VI Supporting pier for walkway no. 3 953,604,000 38,242

22 PC pile type D700 m 204 653,004,000 35,292

23 Plate (concrete) m3 9 12,006,000 648

24 Plate (steel) ton 1.08 18,762,000 1,014

25 Plate (formwork) m2 36 5,508,000 288

26 Buffer no. 6 264,324,000 1,000

VII Supporting pier for transfer station no. 1 2,947,538,000 159,045

27 PC pile type D700 m 578 1,850,178,000 99,994

28 Beam (concrete) m3 180.216 240,408,000 12,976

29 Beam (steel) ton 21.63 375,685,000 20,307

30 Beam (formwork) m2 630.756 96,506,000 5,046

31 Plate (concrete) m3 72 96,048,000 5,184

32 Plate (steel) ton 14.4 250,157,000 13,522




By VND By USD

33 Plate (formwork) m2 252 38,556,000 2,016

VIII Walkway m 140.2 5,774,664,000 177,600

34 Structure walkway m 296 5,774,664,000 177,600

IX Quay Fixtures and other works L.S 1 1,293,852,000 10,000

35 System cable trench L.S 1 452,878,000 5,000

36 Supply electric Pit for Ship loader L.S 1 98,669,000 1,000

37 System of water supply pit L.S 1 242,305,000 2,000

38 Other items L.S 1 500,000,000 2,000

A.3 Construction cost of Breakwater m 500 348,431,126,000 19,351,903

X Structure of graded rock m3 76320 44,054,753,000 2,401,965

39 Graded rock "B" (6-8 cm) for gravel mat m3 6360 3,262,680,000 178,080

40 Leveling of graded rock "B" m2 19000.5 3,515,093,000 190,005

41 Graded rock "A" (10-200 kg) for caisson

foundation m3 69960 35,889,480,000 1,958,880

42 Leveling of graded rock "A" m2 7500 1,387,500,000 75,000

XI Concrete blocks no. 12478 51,012,151,000 2,748,634

43 Block type 6 ton each (Concrete) m3 12979.2 12,031,718,000 648,960

44 Block type 6 ton each (Steel) ton 194.7 3,296,263,000 178,140

45 Block type 6 ton each (Formwork) m2 32448.0 1,881,984,000 97,344

46 Transport of concrete block 6 ton no. 5408 2,860,832,000 156,832

47 Installation of concrete block 6 ton no. 5408 3,060,928,000 167,648

48 Block type (5.0x2.5x1.8) 47.61 ton (Concrete) m3 3961.2 3,671,988,000 198,058

49 Block type (5.0x2.5x1.8) 47.61 ton (Steel) ton 59.4 1,005,994,000 54,367

50 Block type (5.0x2.5x1.8) 47.61 ton (Formwork) m2 9902.9 574,367,000 29,709

51 Transport of concrete block 47.61 ton no. 208 1,063,920,000 57,408

52 Installation of concrete block 47.61 ton no. 208 1,425,632,000 76,960

53 Block at land side type 3 ton each (Concrete) m3 8109.6 7,517,599,000 405,480

54 Block at land side type 3 ton each (Steel) ton 121.6 2,059,555,000 111,304

55 Block at land side type 3 ton each (Formwork) m2 20274.0 1,175,892,000 60,822

56 Transport of concrete block 3 ton no. 6758 2,987,036,000 162,192

57 Installation of concrete block 3 ton no. 6758 2,527,492,000 135,160

58 Block (5.0x2.5x1.8m) type 47.61T (Concrete) m3 1980.6 1,835,994,000 99,029




By VND By USD

59 Block (5.0x2.5x1.8m) type 47.61T (Steel) ton 29.7 502,997,000 27,183

60 Block (5.0x2.5x1.8m) type 47.61T (Formwork) m2 4951.4 287,184,000 14,854

61 Transport of concrete block 47.61 ton no. 104 531,960,000 28,704

62 Installation of concrete block 47.61 ton no. 104 712,816,000 38,480

XII Concrete Caisson Work L.S 1 204,556,222,000 11,581,304

63 Caisson (Formworks) m2 83160 15,301,440,000 831,600

64 Preliminaries Scaffolding m2 21500 5,418,000,000 301,000

65 Caisson (Steel) ton 3696 72,866,640,000 3,939,936

66 Caisson (Concrete) m3 18480 30,196,320,000 1,626,240

67 Asphalt mat m2 8000 2,792,000,000 152,000

68 Floating Dock mth 18 40,008,762,000 1,890,000

69 Transportation of caissons from FD to location L.s 1 8,001,754,000 433,000

70 Temporary yard for material m2 10000 162,162

71 Caisson installation no. 24 7,552,056,000 480,000

72 Deck (Concrete) m3 2950 3,540,000,000 191,750

73 Sand filling in caisson m3 60125 18,879,250,000 1,022,125

74 Other works for caisson L.s 1 551,491

XIII In - Situ Concrete m3 15000 48,808,000,000 2,620,000

75 Structural of In - Situ (concrete) m3 20000 42,688,000,000 2,300,000

76 Structural of In - Situ (formwork) m2 40000 6,120,000,000 320,000

A.4 Construction cost of Access Bridge m2 4300 70,729,784,000 3,820,051

XIV Structure of pier Pier 27 24,379,647,000 1,315,833

77 PC pile type D700 m 5304 16,978,104,000 917,592

78 Pier (Concrete) m3 1998.3 2,665,732,000 143,878

79 Pier (Steel) ton 219.8 3,818,591,000 206,404

80 Pier (Formwork) m2 5994.9 917,220,000 47,959

XV Pre-stress concrete "I" beams no. 56 18,588,982,000 1,004,790

81 Beam from No. 1 to No. 20 (type 40m) no. 44 15,642,176,000 845,504

82 Beam from No. 20 to TH (type 13m) no. 2 365,274,000 19,744

83 Beam from TH to No. 21 (type 40m) no. 2 711,008,000 38,432

84 Beam from No. 21 to No. 22 (type 34m) no. 2 606,306,000 32,774

85 Beam from No.22 to No. 24 (type 25m) no. 4 898,944,000 48,592




By VND By USD

86 Beam from No. 24 to TH (type 13m) no. 2 365,274,000 19,744

XVI Conveyor protection cover and others L.S 1 27,761,155,000 1,499,428

87 Conveyer cover m2 4838 27,402,432,000 1,480,428

88 Other items L.S 1 358,723,000 19,000

A.5 Building works L.S 1 67,648,464,000 3,664,688

XVII Office building m2 500 4,090,500,000 221,000

XVIII Clinker silo D20m silo 2 39,579,031,000 2,146,368

89 Drive piles m 16416 10,785,312,000 590,976

90 Foundation (Concrete) m3 725 672,075,000 36,250

91 Foundation (Steel) ton 181.25 3,068,744,000 165,844

92 Foundation (Formwork) m2 1812.5 105,125,000 5,438

93 Clinker silo (Concrete) m3 3250 5,310,500,000 286,000

94 Clinker silo (Steel) ton 585 11,533,275,000 623,610

95 Clinker silo (Formwork) m2 8125 1,495,000,000 81,250

96 Scaffolding m2 3000 756,000,000 42,000

97 Steel frame structure m2 3000 5,853,000,000 315,000

XIX Workshop m2 300 1,887,900,000 102,000

XX Coal storage m2 4800 17,822,400,000 964,800

XXI Other Construction work L.S 1 4,268,633,000 230,520

98 Fence m 1600 2,249,600,000 121,600

99 Gate system and Name plaques no. 1 1,277,411,000 69,049

100 Guardhouse m2 21 43,617,000 2,352

101 Landscaping L.S 1 401,203,000 21,687

102 Other building L.S 1 188,802,000 10,000

103 Car and motor parking m2 108 108,000,000 5,832

A.6 Yard and Utilities L.S 1 27,487,886,000 1,492,023

XXII Earthworks m3 10791 1,065,898,000 58,690

104 Excavate work m3 4735.42 94,708,000 4,735

105 Filling material m3 10791 971,190,000 53,955

XXIII Structure yard m2 21504.0 14,031,988,000 762,792

106 Type 1 (road pavement structure - 46cm) m2 7470.0 3,055,230,000 164,340

107 Type 2 (interlocking concrete block - 58cm) m2 9598.0 7,553,626,000 412,714




By VND By USD

108 Type 3 (interlocking concrete block - 28cm) m2 4436.0 2,315,592,000 124,208

109 Type 4 (macadam - 15cm) m2 8790.0 1,107,540,000 61,530

XXIV Utilities work L.S 1.0 12,390,000,000 670,541

110 Water supply system L.S 1 2,000,000,000 108,108

111 Drainage channel system L.S 1 500,000,000 27,027

112 Waste water treatment L.S 1 1,000,000,000 54,054

113 Garbage disposal area L.S 1 1,500,000,000 81,081

114 Fight fire system L.S 1 1,500,000,000 81,081

115 Electrical Power System L.S 1 3,000,000,000 162,162

116 Earthing & Lightning Protection m2 15000 540,000,000 30,000

117 Telephone & Data System L.S 1 750,000,000 40,541

118 Security System (CCTV) L.S 1 1,250,000,000 67,568

119 Master Antenna Television (MATV) System L.S 1 350,000,000 18,919

B EQUIPMENT COST GTB 295,815,000,000 15,990,000

120 Ship loader (1,000 t/hour) no. 1 55,500,000,000 3,000,000

121 Unloader (400 t/hour) no. 1 64,750,000,000 3,500,000

122 Belt conveyer m 1300 96,200,000,000 5,200,000

123 Tugboat (1,200 HP) no. 2 40,700,000,000 2,200,000

124 Wheel - loader (3m3) no. 3 9,990,000,000 540,000

125 Equipment for sailor & Coal lot 1 27,750,000,000 1,500,000

126 Other equipment L.S 1 925,000,000 50,000

C PROJECT MANAGEMENT EXPENSES GQLDA 8,358,610,000 452,000

127 Project management expenses L.S 1 8,358,610,000 452,000

D CONSULTANCY SERVICE GTV 44,806,954,000 2,421,998

128 Engineering for DD L.S 1 18,500,000,000 1,000,000

129 Cost for investigate of design L.S 1 277,714,000 15,012

130 Cost for investigate of cost estimation index L.S 1 265,091,000 14,329

131 Cost for tender document, analysis of

construction L.S 1 203,283,000 10,988

132 Cost for tender document, analysis of equipment L.S 1 150,866,000 8,155

133 Engineering: for Construction (18 months) L.S 1 22,200,000,000 1,200,000

134 Cost of install equipment supervision (4 months) L.S 1 2,960,000,000 160,000




By VND By USD

135 Cost of supervision of construction survey L.S 1 250,000,000 13,514

E OTHER WORKS GK 10,308,416,000 557,212

136 Insurance of the construction and equipment L.S 1 9,029,227,000 488,066

137 Cost for start work construction L.S 1 150,000,000 8,108

138 Cost for inaugurate L.S 1 200,000,000 10,811

139 Cost for investment cost evaluation and approval L.S 1 131,494,000 7,108

140 Audit cost L.S 1 306,818,000 16,585

141 Other items L.S 1 490,877,000 26,534

F CONTINGENCY (5%) GDP 94,009,801,000 5,082,000

142 Contingency (5%) L.S 1 94,009,801,000 5,082,000

G TOTAL INVESTMENT CAPITAL (round) TC 1,034,107,807,000 56,216,000



Table 8-2: Construction cost of Rubble Mound Breakwater

No Items Unit Quantities Unit price

US$ Total Cost

US$ I Dredging Work

1 Dredging and disposal for breakwater toe at sea side to specified (-15m) m3 31000 5 155,000

II Toe Foundation

2 Supply and place rubble stone for toe (Graded rock 10-200kg) m3 31000 25 775,000

Leveling m2 17500 10 175,000III Super Structure

3 Supply and placing of graded rock Grade"A" for mound body m3 306900 25 7,672,500

4 Leveling Grade "A" of graded rock as specified m2 44560 10 445,600

5 Supply and placing graded rock Grade"B" for filling-up under crown concrete as specified m3 300 29 8,700

6 Leveling Grade "B" of graded rock as specified m2 3000 10 30,000

7 Supply and placing rock Grade"C" for armour stone as specified (2.5T) m3 59285 29 1,719,265

8 Leveling Grade "C" of rock as specified m2 25520 10 255,200

9 Supply and placing rock Grade"D" for armour stone as specified m3 40380 25 1,009,500

10 Leveling Grade "D" rock (1.5 ton) as specified m2 20760 10 207,600

11 Production of rectangular concrete block as specified (22 ton) m3 27454 75 2,059,050

12 Production of rectangular concrete block as specified (25 ton) m3 2740 75 205,500

13 Production of wave dissipating concrete block (16 m3) as specified m3 26352 75 1,976,400

14 Production of wave dissipating concrete block (20 m3) as specified nr 2840 75 213,000

15 Transportation and erection of rectangular concrete block 22 ton nr 2995 500 1,497,500

16 Transportation and erection of rectangular concrete block 25 ton nr 263 500 131,500

17 Transportation and erection of wave dissipating concrete block (16 m3) below sea level as speccified nr 1647 650 1,070,550



No Items Unit Quantities Unit price

US$ Total Cost

US$

18 Transportation and erection of wave dissipating concrete block (20 m3) above sea level as specified nr 142 650 92,300

19 Supply and placing crown concrete in-situ as specified m3 10,500.00 134 1,407,000

Total 21,106,165



9. CONCLUSIVE REMARKS AND RECOMMENDATIONS

9.1 Optimum Port Plan

The following is the summary of the Port Plan and Basic Design discussed in the former chapters:

9.1.1 Sea Port Area

(1) Cargo Demands and Design Ships

The production plan of the Cement Plant, or the target transportation plan of the Sea Port, of the Project is as shown in Table 9-1. The kind of commodity is limited to clinker, coal and other materials (gypsum, pozzolana), which are all bulk cargo.

The planned ships to bring the sea cargoes are bulk cargo ship of 15,000 DWT and 7,000 DWT (for coal in Phase 1). It is taken note that in the future, 20,000 DWT class wide-beam type ships may call.

Table 9-1 Production Plan and Transport Demand (ton/year)

Material Phase 1

(Until 2013) Phase 2

(2015-2020) Remarks

Export

Clinker 990,000 3,300,000 By 15,000DWT ship

Import

Coal 215,000 645,000 By 7,000DWT ship for Phase 1, 15,000DWT ship for Phase 2

Other Materials 1,200 3,600 Incl: gypsum, pozzolana

Total volume 1,206,000 3,945,000


(2) Necessity of Breakwater

The project site of the Sea Port is located at the center of 128km-long coastline. The beach consists of sand and has almost parallel depth contours with a bottom slope of about 1/50. The site exposed to the South Chine Sea, and landed by typhoons almost every year. The area has continuous strong wind and high waves during the NE monsoon season from October to February.

Strong wind over 10m/second, which corresponds to “critical operational wind for cargo handling works in a port,” has an occurrence frequency of 2.5 % on average for the past 35 years from 1974 to 2008. The frequency during the NE monsoon increases to 4.8 % and during the SW monsoon season decreases to 0.9 %. This is a natural constraint condition of the Sea Port.

Another restriction to the port is sea waves. The design wave height at a depth of 13m, which is hindcasted from 30 strong typhoons from 1961 to 1997 and treated statistically to assess possible wave for a 50 year-period, has 8.4m in height and 13.8 seconds in period. This is destructive for any structure on the coastal area, if directly attached.

One more factor is the daily sea calmness, which is expressed by frequency occurrence of wave height of less than 0.5m at the location of berths, which corresponds to “critical operational wave,” below which the berth can be operational in terms of waves. Based on numerical hindcasts of daily waves for two years from 1993 to 1994, the operational sea can be expected about 8% in a year, or 2% during the NE monsoon season and 16% for the SW monsoon season. They are too low to be economically viable as a commercial port. In other words, the Sea Port can not claim its



raison d’etre as a commercial port unless the sea calmness could be raised. The only means to increase the calmness is to construct breakwater(s) to protect the port area from sea waves.

(3) Optimum Type of the Port

There are four general layout plans proposed and discussed in this Report, all of which are typical and conceivable under the contemporary technology:

1) Alternative- I: Island Breakwater Port, 2) Alternative- II: Land Excavation Port, 3) Alternative- III: Enclosed Offshore Port, and 4) Alternative- IV: Enclosed Onshore Port

After discussing the effect of the port construction on the coastal system in terms of littoral drift as well as construction cost, Alternative I. Island Breakwater Port is considered the best among the four. The other three alternatives have too much impact on the beach stability.

Detailed discussions and analyses are made to find optimum choice and arrangement of the necessary port facilities. The required major port facilities are listed in Table 9-2. The overall layout plan is shown in Cover Drawing.

Table 9-2 Required Major Facilities at Sea Port


Island Breakwater Sloped Caisson-Type No change 500m long

Clinker Loading Berth 1 berth for 15,000 DWT No change 255m long

Coal and Other Unloading Berth 1 berth for 7,000 DWT 1 berth for 15,000 DWT 255m long

Access Bridge Belt Conveyor No change 1,100m long

Channel and Basins Initially, no dredging is required. Navigation aidsmust be arranged.

No change Deeper than CDL-10.0m


Loading/Unloading Equipment

Clinker Loader: fixed type Coal Unloader: fixed type Wheel loader, etc.

No change

1,000 t/hour 400 t/hour

Total Capacity 1.5 mil ton/yr 4.0 mil ton/yr

Source: JPC

(4) Berth Arrangement and Equipment Plans

Necessary number of the berths and capacity/efficiency of cargo handling equipment are discussed. It is assessed that the best arrangement is to construct two berths for clinker and coal handling. The berths can have L-shaped pile Dolphin-type structure.

The equipment for clinker export is a fixed–type shiploader with a belt conveyor system, which has a capacity of 1,000 tons/ hour. The equipment for coal import is a continuous fixed-type unloader with 400 tons/hour capacity with the same belt conveyor.



9.1.2 Land Port Area

The Land Port area is to temporary stock clinker for export and coal for import. Layout plans are discussed parallel with suitable handling system and facilities.

(1) Clinker Silo

In consideration of environmental impact of clinker handling, specifically by dust, introduction of the silo system is adopted in stead of using warehouse(s).

(2) Coal Stockyard

Again, taking account of environmental impact by dust and wastewater, coal is planned to be stocked and handled in a shed.

The required facilities are summarized in Table 9-3 below.

Table 9-3 Required Major Facilities at Land Port


Storage Facilities Silo(s) for clinker 1 Warehouse for coal

3 Silos for clinker 2 Warehouse for coal

Handling Equipment Clinker loading belt conveyor Coal Unloading belt conveyor Wheel loader, etc.

No change 1000 t/hour 400 t/hour


Source: JPC

9.1.3 Structures and Dimensions of Major Facilities and Equipments

Basic design calculations are carried out for Breakwater, Jetty, Bridge, Buildings, etc. to make the plan realistic and practical toward the next step of the Services, i.e detailed design works.

9.1.4 Construction Schedule and Cost Estimate (Tentative)

Construction of Phase 1 facilities is scheduled to be done in two years from 2011 to 2012. The facilities will be operational in early 2013.

The total construction cost is estimated tentatively to be US$ 56.216 million, consisting of US$ 40.226 million for Civil, Building Works and others, and US$ 15.990 million for Equipment Procurement. .

9.1.5 Management of the Port

(1) Definition of Port Area

The port area is defined as shown in Cover Drawing, i.e. the Land Port area of 4.5 ha , the beach area of 3.5 ha and the sea area ( from CDL 0 to offshore, enclosed by a half circle of 1,500m radius) of 100.0 ha, i.e. total 108.0 ha, taking into consideration of the following factors:

1) To cover the area of the planned port facilities on the land and the sea, 2) To exclude, as much as possible, the offices, the houses, shrimp ponds, graves and

other existing premises, 3) To have allowances for future expansion of the port facilities in the sea and on the

land, 4) To include possible dredging area for maintenance, sand bypass and other purposes, 5) To include possible beach protection area, and



6) Others.

The coordinates of all the corners of the Port Area are as shown in Table 9-4.

Table 9-4 Coordinates of Port Area


Point Easting Northing A E 546904.123 N 1846517.494 B E 546970.820 N 1846597.908 C E 546880.765 N 1846672.602 D E 546982.910 N 1846795.754 E E 547067.770 N 1846725.370 F E 547231.971 N 1846923.438 G E 546205.818 N 1847774.554 H E 548514.916 N 1845859.334 I E 547360.367 N 1846816.944 J E 547093.972 N 1846495.763 K E 547005.842 N 1846568.861 L E 546948.283 N 1846499.465

Source: JPC

(2) Introduction of Management Information System (MIS)

Construction and operation of the Sea Port are so closely related and affected by the sea conditions such as wind and wave by typhoons and monsoons. Collaborations between ship schedule and weather forecast is indispensable in consideration of safe and economic operations of the Port.

Hence, it is recommended to introduce MIS on weather forecast and prediction of the sea conditions and establish “Institutional Manual on Port Operations.”

(3) Maintenance Works

1) Maintenance of Port Facilities


1) Lubber fenders when damaged, 2) Corrosion of the splash zone of piles, 3) Salt intrusion into reinforced concrete beams and slabs of the platform, and 4) Others

It is very important to carry out visual investigations regularly and, if necessary, surveys by equipment to detect inferiorities and defects, especially after storms and typhoons.

2) Channel Maintenance Dredging

The channels, berthing basins and turning basin are planned to be deeper than CDL -10.0m in Phase 2. If the water depth becomes shallower than the planned one, maintenance dredging should be carried out.



In order to cope with sedimentation by sand drift, regular bathymetric surveys should be carried out for the Port Area before and after the NE monsoon season, i.e. twice a year at least for the initial three years after commencement of operation of the Port.

It is noted that the dredged sand had better be transferred to the downstream part, i.e. sand transfer, to supply the sediment to the eroding beach.

3) Maintenance of Equipment

Equipment should be maintained properly by the following method:

1) To Prepare “Equipment Maintenance Manual” which defines procedures and method of maintenance. Concept of “Preventive Maintenance” should be introduced. Enough spare parts should be stocked always. Management of stockpiles should be performed. Spares less than the quantity required in the Manual should be procured immediately.

2) To carry out regular checking work, i.e. daily, weekly, monthly, and yearly checks, 3) To carry out regular maintenance works,

4) To carry out annual maintenance works, including overhauls.

4) Maintenance of Navigation Aids

It is most important to maintain the navigation aids listed in Table 6-5 in the main text of this Report properly by regular patrol and check-up of all the nav. aids, supply of batteries, replacement of lumps, cleaning of buoy body and chain, repainting, and others.

9.2 Important Remarks

9.2.1 General Facility Layouts and Structures

It is concluded in this Report that the Island Breakwater Plan “is” the best plan among the four alternatives taken up and discussed in this Report.

It can be said that it is fortunate to be able to find out a most possible alternative plan from technical viewpoint. The proposed layout of facilities and their structures can be considered reasonable based on contemporary technology.

It must be noted, however, studies and discussions should be continued to take account development of port and coastal engineering, and reflect their achievement into the plan and design of this project. 9.2.2 Effects on Coastal Process

The most serious consideration required in this project is, from the public-interests viewpoint, effect of the project onto the coastal stability of the Mien Trung Beach. Even the Island Breakwater Port has an effect to form a “tombolo” unavoidably. The point is the degree of advancement of coastline.

In the proposed layout of the Island Breakwater, which has a gap of 840m from the beach to the breakwater, it is expected that the tombolo will not grow infinitely. It is also expected that the sedimentation in the channel and basin deeper than CDL -10m is not heavy and maintenance dredging volume is not much, although necessary. If the sedimentation in the channel would increase, an additional investment, such as construction of submerged walls to protect the channel, might become necessary to be taken account.



It must be taken into consideration, however, that, following the growth of the tombolo, considerable volume of sand will accumulate on the seabed, which blocks the littoral drift to down stream direction. It cannot be denied that there might become necessary to dredge and transfer the accrued sand to the down-stream beach.

9.2.3 Considerations on Construction and Operations of the Port

(1) Difficulty of Construction Works on the Sea

It is to be well recognized that, during the typhoon and NE monsoon season, construction works on the sea are to be substantially suspended to avoid accidents when the rough sea is anticipated.

(2) Conditions on Construction Period

The Project involves marine construction works with heavy equipment and large amount of rock and concrete works on the sea.

In the construction plan of the Sea Port, the actual construction period on the site is planned to take two years. It is to be noted that the period depends heavily on the weather and sea conditions, and possible stock of construction materials.

(3) Considerations on Quality and Safety Construction Work Plan

The construction works are difficult and hard to be carried out under severe maritime environment. In order to secure good quality of completion of the facilities and safe construction works, the contractor should prepare proper and adequate “Project Quality and Safety Plan” before commencement of the construction.

(4) Considerations for Future Expansion

In cases where expansion of berths will become necessary in the future, the methods to expand the berths can be as follows:

1) To extend the L-shaped Berth to the same direction or to the opposite direction, and 2) To newly branch out from the Bridge, and 3) To construct a new set of port facilities, including Breakwater, Berth(s) and Bridge.

In any case, for example the above case 1) to extend the jetty to the other side of L-shaped jetty to form T-shaped jetty, extension of the breakwater to the same direction will be necessary. This is because the planned berths in this Report are protected by the minimum required length of the Island Breakwater.

In expanding the port, it is imperative to re-assess in advance the impacts of the expansion on the coastal system, based on not only theoretical simulations and analyses, but also various follow-up surveys on site after construction of Phase1 facilities. 9.2.4 Overall Evaluation of the Sea Port Project

The Sea Port Project constitutes only a part of the overall project of the Cement Plant Project. It is not possible and proper to draw any conclusion on feasibility of the overall project from the result of this Study.

It is also noted that this Report has dealt with only technical subjects of the Sea Port, but no economic and financial aspects of the entire project. It is to be understood that the Sea Port Project



is technically possible, and state-of the-art plan is proposed in this Report. It is necessary, however, to judge feasibility in consideration of the overall project not only from technical viewpoint, but also from economic, financial, managerial, and other viewpoints of the all-out project components.

9.3 Recommendations

The Consultant would like to submit the Employer the following recommendations.

9.3.1 Introduction of Management Information System (MIS)

Construction and operation of the Sea Port are so closely related and affected by the sea conditions such as wind and wave by typhoons and monsoons, it is recommended to introduce MIS on weather forecast and prediction of the sea conditions and establish institutional manual on operations of the Port.

9.3.2 Establishment of Coastal Observatory

In order to accumulate the baseline data and follow-up the effect of the Project on natural and environmental conditions, establishment of an On-Site Coastal Observation Station on a Ten-year basis is recommended, including the following measurements:

(1) Continuous measurement of water level at the same location (for 2 minutes at intervals of 1 hour),

(2) Continuous measurement of waves at a water depth over 20m (for 15 minutes at intervals of 2 hours), and

(3) Continuous measurement of wind on the beach during construction and on the Jetty after completion of the quay at the height of 10m above the Mean Sea Level (for 10 minutes at intervals of 1 hour),

(4) Regular survey of shoreline location (for 20 km long, twice a year in September and March).

9.3.3 Execution of Additional Geotechnical Investigation

In order to confirm the soil conditions in the sea before executing detailed design, it is recommended to carry out an additional geotechnical investigation at three locations on the sea, i.e. the bridge, the jetty, and the breakwater during the SW monsoon season, only when the boring work on the sea can be done.

Alternative Construction Method of Breakwater

Dong Lam Cement Specialized Port Project 1

ATTACHMENTS



ATTACHMENT A1

References



ATTACHMENT A1-1

List of Related Studies

1) Oceanographic Institute, 1995. Data and Analysis Results of Water Current at Tam Giang - Cau Hai Area, Project Code KT-ĐL-95.09, Hanoi.

2) 2000. Project on Training Study of Thuan An Sea Mounth, Thừa Thiên Huế Province.

3) Hue University of Sciences, 2001. Grain size analysis offshore Thuận An Hue, Geomechanical center, Huế.

4) 2004. National Strategic Action Plan for Conservation and Sustainable Development of Vietnam Coastal Wtlands, Hanoi.

5) An, Q.N., Trung, N.Q. and Huong, N.T., 1997. Report on the environmental investigation of the Cau Hai lagoon and surrounding area.

6) An, T.V., 2000. Oceanographic, hydrologic and topographic survey of the coastal area from Thuan An to Hoa Duan, Vietnam Institute for Water Resources Research, Hanoi.

7) An, T.V., Hau, L.P., Kanh, H.H. and Vu, L.G., 1999. Synthesis report "The general research and solution for preventing sedimentation in the Thuan An inlet and for protection from erosion of the coastline from Thuan An to Hoa Duan", VIWRR, Hanoi.

8) Cat, V.M., Tuc, D.T., Bang, D.V., Hai, P.N. and Quoc, P.V., 2000. Synthesis report on Investigation of storms and floods in November and December 1999 in the Central Region (from Quang Binh to Quang Nam), Water Resources University, Hanoi.

9) Cu, N.H. et al., 2001. Synthesic and analyse basic surveyed data of natural conditions and resources of the provinces in North Central Vietnam (from Thanh Hoa to Thua Thien-Hue), Sub-institute of Oceanography in Haiphong, Haiphong.

10) Cuong, P.C., 2002. Report on Hydrologic and Oceanographic Survey, VIWRR, Hanoi.

11) Cường, P.C., 2002. Report on Topographic Survey, Feasibility Study on Costal Protection Construction of Thuận An - Hoà Duân Coastal Area, Hydraulic Institute, Hà Nội.

12) Dao, L.T., Hoi, N.T., Bon, T.V. and Thong, B.X., 2000. Storm Surge Disaster Study, Disaster Management Unit, UNDP Project VIE/97/002, Hanoi.

13) DARD, 1998. The Project On An Emergency Solution for Protection the Coastal Narrow Strip at Eo Bau in 1998, Hue.



14) DARD, T.-H., 1997. Evaluation of the coastal protection project at Eo Bau, Phu Thuan Commune, Phu Vang District, Thua Thien-Hue province.

15) DMU, 2002. Report on establishment of inundation map for Thua Thien Hue, Da Nang and Quang Nam provinces, Center of Consultancy & Technical Support of Meteorology, Hydrology and Environment.

16) Du, C.D. et al., 2002. Investigation and study for flood warning and disaster mitigation in the central river basins, Institute of Hydro-Meteorology, Hydrologic Research Center, Hanoi.

17) Dzung, N.K., 2003. Report on hydrological and water quality survey, Ta Trach reservoir project, Phase 2, Hydraulic Engineering Consultants Corporation, Hanoi.

18) Ham, L.T., 2000. Brief report: protection against silattion of Thuan An inlet, linking Hoa Duan inlet and protection against erosion of the beach from Thuan An to Hoa Duan, Thua Thien-Hue Province, The Huong River Projects Management Board

19) Hoi, N.C., Nam, D., Thanh, T.D. and Mien, N., 1996. Research on potential and sustainable exploitation and utilisation of the Tam Giang lagoon, Haiphong.

20) Hoi, T.D., Cu, N.V. and Phu, H.N., 2001. Synthesis report “Rehabilitative and adaptive alternatives for the coastal area from Thuan An to Tu Hien and the Tam Giang-Cau Hai lagoon system”, Hanoi.

21) Hợi, T.Đ. et al., 2002. Report on Feasibility Study on Costal Protection Construction of Thuận An - Hoà Duân Coastal Area, Hydraulic Institute, Hà Nội.

22) Hong, P.V., 2000. Inundation situation surrounding the Tam Giang-Cau Hai lagoon and adaptive socio-economic development orientation, Conference on coastal lagoons, Hue University.

24) HRPMB, 2000. Stabilization of the Thuan An inlet channel, Thua Thien-Hue Province, The Huong River Projects Management Board, Hue.

25) Huan, P.V., 1996. Theme report "Hydrologic characteristics of the Tam Giang-Cau Hai Lagoon".

26) JBIC, 2003. Special Assistance for project formation (SAPROF) for Ta Trach Reservoir Project phase II. Draft final report, Japan Bank for International Cooperation.

27) Kanh, H.H., 1996. River Hydrology and the roles of hydraulic structures in the Tam Giang lagoon system, TT-Hue DARD, Hue.

28) Khanh, D.V., 1998. The Project On An Emergency Solution for Protection the Coastal Narrow Strip at Eo Bau, Thua Thien-Hue Province, in 1998, TT-Hue DARD, Hue.

29) Khanh, D.V. and Tuyen, T.H., 2002. Report on the coastal dynamics monitoring: results of CCP-2002, Coastal Co-operative Program 2002 – CCP2002, Hue.

30) Khanh, D.V. and Tuyen, T.H., 2003. Final report Task 7: Monitoring of Coastal Dynamics in TT-Hué coastal zone, Coastal Co-operative Program 2003 – CCP2003, Hue.



31) Khanh, D.V. and Tuyen, T.H., 2003. Report on the coastal dynamics monitoring results of CCP-2003, CCP2003 - Task 7, Contract number 71030165, CCP2003 Hue.

32) KHCN-06, M.R.P., Report on the Activities and Investigation Results on Coastal Erosion and Deposition of the National Marine Research Program, Period 1991-2000, Conference on coastal lagoons. National Marine Research Program KHCN-06, Hue University.

33) MOSTE, 1995. Report of National Project KT-03-11: Study on reasonable utilisation of coastal ecosystem in Central Vietnam, Hanoi.

34) Nam, D., 2000. On the environmental risk in the historical flood in the lagoon Tam Giang-Cau Hai, Thua Thien Hue. Journal of Environment Protection, 2000(1).

35) NEA, 2000. Sub-region technical assistance project ADB 5712-REG on East Sea and coastal environment management Journal of Environment Protection, 2000(8).

36) Nghia, N.K., Hoa, N.T. and Cuong, N.H., 1999. Report on geologic survey, VIWRR, Hanoi.

37) Tien, N.Q.T., Binh, N.Q.V. and Dao, P.T.Q., 2001. Theme Report “The history of the development of the Tam Giang–Cau Hai lagoon, Thua Thien-Hue province”, Association of Thua Thien-Hue Historical Research, Hanoi.

38) Tien, P.H. and Cu, N.V., 2001. Research on coastal errosion prediction and prevention for Central Coast of Vietnam (from Thanh Hoa to Binh Thuan), Institute of Geography, Hanoi.

39) Toms, G., de Vries, M. and van der Weck, A., 2004. State of the Coastal Zone – 2004, Thua Thien Hue Province, Vietnam, Vietnam Netherlands Integrated Coastal Zone Management Project, Hue.

40) VVA, 1996. Vietnam Coastal Zone Vulnerability Assessment and First Steps Towards Integrated Coastal Zone Management, Report No. 5, Pilot study: Flooding and Lagoon Management, Thua Thien-Hue Province.

41) Overseas Economic Cooperation Find , Japan, (OECF)1998, “Final Report – OECF Special Assistance for Project Formation (SAPROF) for Da Nang Port Expansion Project.”

42) The Overseas Coastal Area Development Institute of Japan (OCDI), Japan Port Consultants, Ltd (JPC) , 1998, “Final Report - The Study on The Port Development Plan in the Key Area of The Central Region in The Socialist Republic of Vietnam,” JICA

43) TEDIPORT, 2008, “Report on Hydro-Meteorological Data Collection– Donglam Specialized Port Project,” Dong Lam Cement J S Company, 08-CDT-043-KTHV.

44) TEDIPORT, 2008, “Report on Geotechnical Investigation – Donglam Specialized Port Project” Dong Lam Cement J S Company, 08-CDT-043-KS DC

45) TEDIPORT, 2008, “Report on Topographic & Bathymetric Survey – Donglam Specialized Port Project” Dong Lam Cement J S Company, 08-CDT-043-KS DH.



46) TEDIPORT, 2008, “Report on Oceanographic Survey - Donglam Specialized Port Project”; Dong Lam Cement J S Company, 08-CDT-043-KS HV

47) TEDIPORT, 2008, “Meteor and Hydrography from 1995 to 2006, Hue Area (CD)

48) Nagai K., Kono, Dao X. Q., 1998, “Wave Characteristics on the Central Coast of Vietnam in the South China Sea,” Coastal Engineering Journal, Vol.40, No. 4 49) Nguyen N. T., Nagai K., Kubota H., Nguyen N. H. , Dao X.Q., 2004, “Statistical Charac- teristics of Unusual Waves Observed at Danang, Vietnam,” Proceedings of Asian and Pacific Coasts 2003 50) EGS (Vietnam) Limited, 2009, ” Dong Lam Cement Plant Project ,The Survey for Dien Loc Port Investment Project in Dien Loc Commute – Phong Dien District Thua Thien – Hue Province , VolumeⅠ:Topographic Survey Final Report. 51) EGS (Vietnam) Limited, 2009, ” Dong Lam Cement Plant Project ,The Survey for Dien Loc Port Investment Project in Dien Loc Commute – Phong Dien District Thua Thien – Hue Province , VolumeⅡ:Shoreline Investigation Final Report. 52) EGS (Vietnam) Limited, 2009, ” Dong Lam Cement Plant Project ,The Survey for Dien Loc Port Investment Project in Dien Loc Commute – Phong Dien District Thua Thien – Hue Province , VolumeⅢ:Data Collection and Analysis tide and current Measurement Final Report. 53) EGS (Vietnam) Limited, 2009, ” Dong Lam Cement Plant Project ,The Survey for Dien Loc Port Investment Project in Dien Loc Commute – Phong Dien District Thua Thien – Hue Province , VolumeⅣ:Soil Investigation Final Report 54) EGS (Vietnam) Limited, 2009, ” Dong Lam Cement Plant Project ,The Survey for Dien Loc Port Investment Project in Dien Loc Commute – Phong Dien District Thua Thien – Hue Province , VolumeⅤ:Seabed Materials Sampling Final Report



ATTACHMENT A1-2

Introduction to Loading and Unloading Equipment for Clinker and Coal

1. Ship Loader for Clinker

Ship loader is equipment for loading cargoes onto vessels continuously such as clinker, coal, and other materials in the form of bulk by means of a belt conveyor system from the stockpile and drop the cargo in the different holds of the ship. The loading rate, or efficiency, of a ship loader can vary from as low as a hundred tph (tones per hour) to 10,000tph and greater.

There are several types of ship loaders, which have been discussed in the following. The most suitable type is selected among these, depending on the related facilities, handling materials and the working conditions.

The choice of ship loader comes down to an economic analysis. Higher capital costs will result in lower operating costs and for high volumes of material, these higher costs can be justified. With lower volumes, the higher up-front costs usually cannot be justified and the best solution will be a less expensive ship loader with a slower loading rate.

(1) Portable Ship loader

A portable ship loader can be nothing more than a portable stacker, or it can be a unit specifically designed for loading ships. The ship loader is set in position on a jetty or a quay wall for discharging cargos directly through opening hatches into the ship. The material is usually brought in by trucks and fed through a mobile hopper on the jetty. Sometimes a series of portable conveyors is used between the unloading truck and the ship loader. So, the unloading operations can be located some distance from the jetty face. Different holds of the ship can be reached either by moving the ship loader along the jetty, or by moving the ship.

These units have the advantage that they do not permanently occupy the jetty. In the case of an existing jetty which must be kept clear for other operations, a portable unit may be the only acceptable option.

Portable stackers are generally not suited for loading ships. Their capacity is usually too low, often in the 100–500tph range. Furthermore, their shape is not suitable enough. Ships, especially when they are empty, are often 10–15 meters above the dock face. The stacker must provide the lift to get over the edge of the ship, and then must flatten out and extend at least to the centre of the hold, and preferably beyond. Most stackers cannot provide enough lift to get over the side of the ship.

Stackers can be made to work for small volumes, in an emergency where no other equipment is available, or for a trial basis. They are unlikely to be cost effective in the long term.

A specifically designed portable ship loader will eliminate these problems. There is, however, still the problem of providing sufficient lift to get from the dock to the ship. Belt conveyors are usually limited to a maximum slope of 15° to 18°, which means the feed point must be 30 to 60 meters back from the wharf face to be able to get over the side of the ship.

A portable ship loader must have a long arm to provide the required lift to reach the ship, and high enough capacity to provide a reasonable loading time. Consequently, the portable ship



loader ends up costing many times more than a comparable portable stacker, and often the high cost is difficult to justify.

(2) Fixed Ship loader

A fixed ship loader consists of a conveyor on a truss that lowers to load cargos into the ship and lifts out of the way when the ship enters or leaves the wharf. It is the simplest and least expensive ship loader, usually less expensive than a travelable ship loader.

A single conveyor can extend from the loading point onto the ship loader, making the mechanical design very simple. It consists of nothing more than a single conveyor and a winch to raise and lower the discharge end.

The disadvantage is the extremely limited range of loading. A fixed ship loader can only load a single point along the ship. By either raising the boom, or tilting the loading spout, it can load a limited range across the ship. Often mobile equipment will be required to spread the material across the hold. The ship will have to move several times even to load a single hold, and dozens of times to load a full ship. For this reason, a fixed ship loader would be mostly justified for loading small volumes of material.

(3) Pedestal Ship loader

A pedestal ship loader is similar to a fixed ship loader, but has a greater degree of movement and thus a better ability to spread the material in the hold of a ship. A pedestal ship loader typically has the ability to shuttle in and out and to slew over a limited range. It may also have the ability to luff up and down. The feed conveyor discharges at the pivot point of the ship loader onto a second belt on the ship loader boom.

Typically a unit of this type will be able to reach across the full width of the hold, and over two or three adjacent holds. The ship will have to move in order to load a complete ship, but the amount of movement will be much less than with the fixed ship loader. If the ship has deck cranes or other equipment between the hatches, the pedestal ship loader may have difficulty slewing between different holds.

The photo given in Photo A1-2-2 shows a pedestal ship loader designed for loading coke into 15000 DWT-sized ships. This ship loader can provide complete hatch coverage of the ship without having to move the ship.

(4) Quadrant Ship loader

A quadrant ship loader consists of a fixed pivot near the back end of the ship loader, and a circular or straight rail near the wharf face. The bridge spans between the pivot and the rail. On top of the bridge is a shuttling, luffing ship loader. This gives the quadrant ship loader the advantages of the pedestal ship loader (a single loading point and the associated lower costs) and of travelling ship loader (the ability to cover a wide area of the ship).

Typically, a quadrant loader can cover the full hatch area of a ship up to Panamax size. For Capesize ships, a single unit will not be able to provide full coverage. Variations of the quadrant ship loader are available that can increase the loading range.

Deck equipment on the ship can interfere with the ability of the ship loader to reach all the holds. Often two quadrant ship loaders are built side by side, which offers several advantages. The two ship loaders can provide a larger coverage area than a single unit, and can double the loading rate.



Furthermore, loading the ship at two points simultaneously provides a more balanced loading of the ship, and only a limited number of hold changes will be required. In general, the quadrant ship loader is more or less similar to the pedestal ship loader in term of working conditions. However, the cost of quadrant ship loaders is much higher in comparison with pedestal ship loaders

(5) Travelling Ship loader

This type of ship loader offers the maximum versatility and is most commonly used for bulk cargo terminals. It travels on rails along the wharf face, luffs up to clear the ship and any obstructions on the deck, and usually has shuttling capability to provide coverage across the full width of the hatch opening. The length of travel is limited only by the rail length, so the travelling ship loader can provide complete coverage of ships of any size, and can provide coverage of two or three (or more) ships along the dock. Because the ship loader boom is always perpendicular to the ship, deck cranes on the ship will not interfere with the loading operation.

This ship loader is fed from a wharf conveyor running the length of the ship loader travel range. A tripper is attached to the ship loader and discharges the material from the wharf conveyor on to the ship loader. The travelling ship loader is the most expensive ship loader. In addition to the cost of the ship loader, there is the cost of the feed conveyor running the full length of the dock and a tripper. The wheel loads are generally high, which will require expensive foundations for the rails. The photo above shows a travelling ship loader designed and built by ThyssenKrupp.

As far as the design conditions of Dong Lam Cement Specialized Port concerns, which are medium volume of clinker handling, medium size of design ship, high loading rate due to strict natural conditions, and environmental protection, the fixed and travelling ship loader types would be considered for the overall comparison.

For optimization of the berth-crane capacity purpose, a various capacities and specifications of two these types have been studied and given in Table A1-2-1.

Photo A1-2-1 Rail-Mounted Travelling Ship loader



Photo A1-2-2 Pedestal Ship loader 2. Ship Unloader for Coal

There is a variety of unloading systems and equipment, some continuous, some discontinuous, and with a wide range of capacities. As far as the coal loading concerns with medium size of designed ship and small throughput, the most common unloading system is crab typed-crane. The crab typed-crane is discontinuously unloading type, which offers its operators a multitude of applications as mobile, stationary or autonomous units with their own energy supply, electric power supply, or combined. The (coal) material is typically transferred to permanent conveying systems or directly to road or rail vehicles.

As far as the optimization of the berth-crane capacity concerns, a range of the effective capacity from 100 t/h to 500 t/h would be taken into consideration.

Table A1-2-1 Specification of Ship Loaders

Items Specifications No. Type of ship loader Unit Pedestal type Travelling type

01 Loading process - Continuously loaded materials in bulk to ship

Continuously loaded materials in bulk to ship

02 Capacity t/h 200, 400, 600, 800, and 1000

200, 400, 600, 800, and 1000

03 Max/min boom outreach (from sea side rail center)

m 20.3/0.5 20.3/0.5

04 Rail span m NA Varies from 5m to 15m

05 Boom conveyor width m Varies from 1m to 1.4m

Varies from 1m to 1.4m



Photo A1-2-3 Stationary Grab Crane for Unloading Coal



ATTACHMENT A1-3

Handling System for Clinker & Coal

1. Shipping and Unloading Condition

1-1 Shipping of Clinker

Phase 1 Capacity of shiploader 1,000t/h Transportation of clinker Dump truck Operation 300days/year, 8hs/day Handling Quantity 990,000 t/y Vessel 15,000 DWT Annual Shipping 66 ships/y Phase 2 ※） Capacity of shiploader 1,000t/h×1 Transportation of clinker Belt Conveyor Operation 320days/year, 20hs/day Handling Quantity 3300,000 t/y Vessel 15,000 DWT Annual Shipping 220 ships/y

1-2 Unloading of Coal

Phase 1 Capacity of ship-Unloader 400t/h Transportation of coal Dump truck Operation days/year, 8hs/day Handling Quantity 215,000 t/y Vessel 7,000 DWT Annual Shipping 31 ships/y Phase 2 ※） Capacity of ship-Unloader 400t/h Transportation of coal Dump truck Operation 300days/year, 8hs/day Handling Quantity 645,000 t/y Vessel (7,000～15,000DWT) 11,000 DWT(Ave) 15,000DWT(Max) Annual Shipping 59 ships/y 43 ships/y ※）Phase 2 plan will be finalized after completion of Phase 1.



2. PROCESS DESCRIPTION

2-1 GENERAL

Refer to Layout (DWG No.10344-M09-0001) and Flow sheet (DWG No. 10344-M09-001and 002). Clinker (1) Clinker is transported by dump trucks from the plant site to the intermediate

storage yard and is dumped into two clinker receiving hoppers (Item No.101, 104), which are installed beside a clinker silo.

(2) Clinker is extracted with apron feeders (Item No.102, 105) from the respective

hoppers and is transported by belt conveyors (Item No.103, 106, 107) to a bucket elevator (Item No.108). At the top of the bucket elevator, clinker is transported to belt conveyor (Item No.109) and fed into clinker storage silo (Item No.120) with a capacity of 20,000t.

(3) The clinker is extracted from the storage silo (Item No.120) by feeders (Item

No.121～130) of gravity type into belt conveyors (Item No.131,132,133) and is transferred to shipping conveyors (Item No.134,135) and then transported to a traveling type a ship loader which is installed on the jetty.

(4) The clinker is loaded into a vessel by the traveling type shiploader. Coal (5) Coal is unloaded with a Grab Racket type of traveling shipunloader from a

vessel and is transported by a belt conveyor (Item No.301). (6) The coal is transported with a tripper conveyor (Item No.302) and fed to a

coal storage yard (Item No.320). (7) Coal in the coal storage yard is extracted and transported by a shovel loader

and is dumped by the loader into coal dump hoppers (Item No.321, 333) which are installed aside of the coal storage yard.

(8) The coal is extracted with a belt feeders (Item No.322, 334) from the dump

hoppers, and is transported by a belt conveyer (Item No.335) and a bucket elevator (Item No.336)in sequence to the shipping bin (Item No.338).

(9) The coal extracted from the shipping bin is measured by load cell and is

loaded on dump trucks. (10) The coal is transported to the plant site by dump trucks and is dumped to the

receiving hopper (L11HP1 Refer to DRW No.07301-02-11 REV3), which is installed in the plant site.



2-2 STORAGE YARD OF CLINKER, COAL AND OTHER MATERIALS

(1) Proper spaces for clinker silo and storage of coal and other material shall be

provided respectively at the intermediate stockyard located near the wharf. (2) Clinker from the Plant shall be stored in the clinker silo(s). (3) The coal and other materials unloaded from vessels shall be stored in the

storage yards which shall be covered with roof and wall. (4) The environmental protection facilities of storage yard inclusive of those of

the jetty shall be designed so adequately as to satisfy the relevant Vietnamese regulation on dust and air pollution.

3. EQUIPMENT SPECIFICATION

3-1 SPECIFCATION OF CLINKER STORAGE AND SHIPPING

Phase 1 (1) Receiving Hoppers (Item No.101, 104) No. of sets : 2 Type : Steel construction Capacity : 30 t Size : 4.0m×4.0m×2.7mH Weight : 8ton Accessories : Rod damper (2) Apron Feeders (Item No.102, 105) No. of sets : 2 Type : Apron type (Heavy duty) Capacity : 250 t/h Size : 1,000mmW×3.0mL Motor : 15kW Weight : 10ton/set Accessories : Flow detector Flow gate Chutes and skirt plates (3) Belt Conveyors (Item No.103, 106) No. of sets : 2 Type : Stringer type Capacity : 250t/h Size : 650mmW×38.0mL Belt speed : 80m/min



Motor : 15kW Weight : 8ton/set Accessories : Backstop, Belt cleaners Chutes and skirt plates (4) Belt Conveyor (Item No.107) No. of sets : 1 Type : Stringer and Girder type Capacity : 500 t/h Size : 1,000mmW×30.0mL Belt speed : 75m/min Motor : 22kW Weight : 12ton Accessories : Backstop, Belt cleaners Chutes and skirt plates (5) Bucket Elevator (Item No.108) No. Of sets : 1 Type : Chain type Capacity : 500t/h Height : 40.0mH Chain speed : 25m/min Motor : 90kW Weight : 60ton Accessories : Backstop, Shock relay (6) Belt Conveyor (Item No.109) No. of sets : 1 Type : Girder type Capacity : 500t/h Size : 1,000mmW×18.0mL Belt speed : 75m/min Motor : 15kW Weight : 8ton Accessories : Backstop Belt cleaners Chutes and skirt plates (7) Bag Filters and Fans (Item No.111, 112) No. of sets : 2 Type bag filter : Air pulse jet type Capacity : 250m3/min Filtering area : 200m2 Type of fan : Turbo Capacity : 250m3/min Pressure : －300mmH2O Motor : 15kW Weight (Bfi and Fan) : 7.8ton/set



(8) Bag Filters and Fans (Item No.113, 114) No. of sets : 2 Type of bag filter : Air pulse jet type Capacity : 80m3/min Filtering area : 60m2



Type of fan : Turbo Capacity : 80m3/min Pressure : －250mmH2O Motor : 5.5kW Weight (Bfi and Fan) : 3.6ton/set (9) Bag Filters and Fans (Item No.115) No. of sets : 1 Type of bag filter : Air pulse jet type Capacity : 250m3/min Filtering area : 180m2 Type of fan : Turbo Capacity : 250m3/min Pressure : －350mmH2O Motor : 22kW Weight (Bfi and Fan) : 6.9ton/set (10) Clinker Silo (Item No.120) No. of sets : 1 Type : RC Cylindrical Capacity : 20,000ton Size : ID26mφ×40.5mH (11) Discharge Gate (Item No.121～130) No. of sets : 10 Type : Gravity type Capacity : 250t/h Accessories : Manual damper Weight : 0.3ton/set (12) Belt Conveyors (Item No.131, 132, 133) No. of sets : 3 Type : Stringer type Capacity : 500t/h Size : 1,000mmW×27.5mL (Note : Item No.132 is 30.5mL) Belt speed : 75m/min Motor : 11kW Weight : 8.3ton/set (13) Belt Conveyor (Item No.134) No. of sets : 1 Type : Stringer type Capacity : 1,000t/h Size : 1,200mmW×29.0mL Belt speed : 100m/min Motor : 22kW Weight : 11.0ton



(14) Belt Conveyor (Item No.135) For reference No. of sets : 1 Capacity : 1,000t/h Size : 1,200mmW (15) Bag Filters and Fans (Item No.141, 142, 143) No. of sets : 3 Type bagfilter : Air pulse jet type Capacity : 100m3/min Filtering area : 80m2 Type of fan : Turbo Capacity : 100m3/min Pressure : －250mmH2O Motor : 7.5kW Weight (Bfi and Fan) : 4.5ton/set (16) Bag Filters and Fans (Item No.144) No. of sets : 1 Type bagfilter : Air pulse jet type Capacity : 120m3/min Filtering area : 100m2 Type of fan : Turbo Capacity : 120m3/min Pressure : －250mmH2O Motor : 7.5kW Weight (Bfi and Fan) : 5.6ton/set (17) Air Compressor (Item No.151, 152, 153) No. of sets : 3 (1set is stand by) Type : Screw type Capacity : 6m3/min Pressure : 7kg/cm2 Motor : 45 kW Net weight : 1.0 ton/set Accessories : Air dryer Mist separator Receiver tank Phase 2 (18) Belt Conveyor (Item No.201) For reference No. of sets : 1 Capacity : 600t/h Size : 1,000mmW (19) Bucket Elevator (Item No.202)



No. of sets : 1 Type : Chain type Capacity : 600t/h Height : 40.0mH Chain speed : 25m/min Motor : 110kW Weight : 70ton Accessories : Back stop, Shock relay (20) Belt Conveyor (Item No.203) No. of sets : 1 Type : Stringer and Girder type (with 2 fixed trippers) Capacity : 600t/h Size : 1,000mmW×80.0mL Belt speed : 100m/min Motor : 22kW Weight : 40ton Accessories : Back stop, Belt cleaners Chutes and skirt plates (21) Bag Filters and Fans (Item No.211) No. of sets : 1 Type bagfilter : Air pulse jet type Capacity : 250 m3/min Filtering area : 200m2 Type of fan : Turbo Capacity : 250m3/min Pressure : －350mmH2O Motor : 22kW Weight (Bfi and Fan) : 7.8ton/set (22) Bag Filters and Fans (Item No.212, 213) No. of sets : 2 Type bagfilter : Air pulse jet type Capacity : 80m3/min Filtering area : 60m2 Type of fan : Turbo Capacity : 80m3/min Pressure : －250mmH2O Motor : 5.5kW Weight (Bfi and Fan) : 4.0ton/set (23) Clinker Silo (Item No.220, 240) No. of sets : 2 Type : RC Cylindrical Capacity : 20,000ton Size : ID26mφ×40.5mH



(24) Discharge Gate (Item No.221～230, 241～250) No. Of sets : 20 Type : Gravity type Capacity : 250t/h Accessories : Manual damper Weight : 0.3ton/set (25) Belt Conveyors (Item No.231, 232, 233, 251, 252, 253) No. Of sets : 6 Type : Stringer type Capacity : 500 t/h Size : 1,000mmW×31.0mL (Note : Item 232 and 252 is 34mL) Belt speed : 75m/min Motor : 11kW Weight : 9.5ton/set (26) Belt Conveyor (Item No.254) No. of sets : 1 Type : Stringer and Girder type Capacity : 1,000t/h Size : 1,200mmW×91.0mL Belt speed : 100m/min Motor : 45kW Weight : 22ton/set Accessories : Back stop, Belt cleaners Chutes and skirt plates (27) Belt Conveyor (Item No.255) For reference No. of sets : 1 Capacity : 1,000t/h Size : 1,200mmW (28) Bag Filters and Fans (Item No.261～266) No. of sets : 6 Type bagfilter : Air pulse jet type Capacity : 100m3/min Filtering area : 80m2 Type of fan : Turbo Capacity : 100m3/min Pressure : －250mmH2O Motor : 7.5kW Weight (Bfi and Fan) : 4.5ton/set (29) Bag Filters and Fans(Item No.267) No. of sets : 1 Type bagfilter : Air pulse jet type Capacity : 120m3/min



Filtering area : 100m2 Type of fan : Turbo Capacity : 120m3/min Pressure : －250mmH2O Motor : 7.5kW Weight (Bfi and Fan) : 5.6ton/set



3-2 SPECIFCATION OF COAL STORAGE AND SHIPPING

Phase 1 (1) Belt Conveyor (Item No.301) For reference No. of sets : 1 Capacity : 400t/h Size : 1,000mmW (2) Belt Conveyor (Item No.302) No. of sets : 1 Type : Stringer and Girder type (with movable tripper) Capacity : 400t/h Size : 1,000mmW×90.0mL Belt speed : 100m/min Motor : 22kW Weight : 30ton Accessories : Back stop, Belt cleaners Chutes and skirt plates (3) Bag Filters and Fans (Item No.311) No. of sets : 1 Type bagfilter : Air pulse jet type Capacity : 80m3/min Filtering area : 60m2 Type of fan : Turbo Capacity : 80m3/min Pressure : －250mmH2O Motor : 5.5kW Weight (Bfi and Fan) : 4.0ton/set (4) Coal storage yard (Item No.320) No. of sets : 1 Type : Longitudinal type Capacity : 8,000ton Size : 30mW×68mL×20mH (5) Coal dump hoppers (Item No.321, 333) No. Of sets: : 2 Type: : Steel construction Capacity: : 15 t Size : 3.4m×3.4m×2.4mH Weight : 6ton/set Accessories : Rod damper (6) Belt Feeders (Item No.322, 334) No. of sets : 2



Type : Belt type Capacity : 150t/h Size : 1,000mmW×4.0mL Motor : 3.7kW Weight : 2ton/set (7) Belt Conveyor (Item No.335) No. of sets : 1 Type : Stringer and Girder type Capacity : 150t/h Size : 800mmW×67.0mL Belt speed : 60m/min Motor : 11kW Weight : 15ton Accessories : Back stop, Belt cleaners Chutes and skirt plates (8) Bucket Elevator (Item No.336) No. of sets : 1 Type : Chain type Capacity : 150t/h Height : 17.0mH Chain speed : 25m/min Motor : 15kW Weight : 20ton Accessories : Back stop, Shock relay (9) Belt Conveyor (Item No.337) No. of sets : 1 Type : Stringer type Capacity : 150t/h Size : 800mmW×6.5mL Belt speed : 60m/min Motor : 2.2kW Weight : 2ton Accessories : Belt cleaners Chutes and skirt plates (10) Shipping Bin (Item No.338) No. of sets : 1 Type : Steel construction Capacity : 60ton Size : 4.5mφ×9.5mH Weight : 15ton Accessories : Load cell, Level indicator Manual damper (11) Loading device (Item No.339) No. of sets : 1



Type : Telescopic type Capacity : 180t/h Accessories : Manual damper Weight : 0.5ton



(12) Bag Filters and Fans (Item No.341) No. of sets : 1 Type bagfilter : Air pulse jet type Capacity : 220m3/min Filtering area : 180m2 Type of fan : Turbo Capacity : 220m3/min Pressure : －350mmH2O Motor : 22kW Weight (Bfi and Fan) : 7.9ton/set (13) Other materials storage yard (Item No.350) No. of sets : 1 Type : Longitudinal type Capacity : 2,500ton Size : 28mW×15mL×20mH Phase 2 (14) Belt Conveyor (Item No.401) No. of sets : 1 Type : Girder type Capacity : 400 t/h Size : 1,000mmW×61.5mL Belt speed : 100m/min Motor : 22kW Weight : 25ton Accessories : Back stop Belt cleaners Chutes and skirt plates (15) Belt Conveyor (Item No.402) No. of sets : 1 Type : Stringer and Girder type (with movable tripper) Capacity : 400t/h Size : 1,000mmW×89.0mL Belt speed : 100m/min Motor : 22kW Weight : 30ton Accessories : Back stop, Belt cleaners Chutes and skirt plates (16) Bag Filters and Fans(Item No.411) No. of sets : 1 Type bagfilter : Air pulse jet type Capacity : 80m3/min Filtering area : 60m2



Type of fan : Turbo Capacity : 80m3/min Pressure : －250mmH2O Motor : 5.5kW Weight (Bfi and Fan) : 4.0ton (17) Coal storage yard (Item No.420) No. of sets : 1 Type : Longitudinal type Capacity : 10,000ton Size : 30mW×82mL×20mH (18) Coal dump hoppers (Item No.421, 433) No. Of sets: : 2 Type: : Steel construction Capacity: : 15t Size : 3.4m×3.4m×2.4mH Weight : 6ton/set Accessories : Rod damper (19) Belt Feeders (Item No.432, 434) No. of sets : 2 Type : Belt type Capacity : 150t/h Size : 1,000mmW×4.0mL Motor : 3.7kW Weight : 2ton/set (20) Belt Conveyor (Item No.435) : Modification of Belt Conveyor (Item No.335) No. of sets : 1 Type : Stringer and Girder type Capacity : 300t/h Size : 800mmW×75.0mL (Extension of tail) Belt speed : 75m/min (Speed up) Motor : 22kW (Replacing) Weight : 5ton Accessories : Chutes and skirt plates (21) Bucket Elevator (Item No.436) : Modification of Bucket

Elevator (Item No.336) No. of sets : 1 Type : Chain type Capacity : 300t/h Height : 20mH (Extension of intermediate case) Chain speed : 40m/min (Speed up) Motor : 30kW (Replacing)



Weight : 5ton



(22) Belt Conveyor (Item No.437) No. of sets : 1 Type : Stringer type( with fixed tripper) Capacity : 300t/h Size : 800mmW×12.5mL Belt speed : 100m/min Motor : 7.5kW Weight : 5ton Accessories : Back stop Belt cleaners Chutes and skirt plates (23) Shipping Bin (Item No.438) No. of sets : 1 Type : Steel construction Capacity : 60ton Size : 4.5mφ×9.5mH Weight : 15ton Accessories : Manual damper Load cell, Level indicator (24) Loading device (Item No.439) No. of sets : 1 Type : Telescopic type Capacity : 180t/h Accessories : Manual damper Weight : 0.5ton (25) Bag Filters and Fans (Item No.441) No. of sets : 1 Type bagfilter : Air pulse jet type Capacity : 120m3/min Filtering area : 100m2 Type of fan : Turbo Capacity : 120m3/min Pressure : －300mmH2O Motor : 11kW Weight (Bfi and Fan) : 5.6ton/set



4. Plan of Marine Conveyor System

4-1 Condition of Transportation

(1) Transportation of Clinker Clinker Size: 40 mm Apparent Specific Gravity (γ): 1.5 t/m3


(2) Transportation of Coal Coal Size: 15 mm Apparent Specific Gravity (γ): 0.8 t/m3

Transportation Volume (Q1): 400 t/h

4-2Distance and Raise

(1) No.1: Single Belt Conveyor on Bridge (upper: for Clinker, Lower: for Coal) Distance: 805m

Lift: Clinker: 3m Coal: 6m

(2) No.2: Two Separate Belt Conveyors on Jetty (1 conveyor for Clinker, 1 conveyor for Coal)

Distance: 200m Lift: 7m

4-3 Calculation of Belt Width and Speed (Refer to Figure 6-5)

(1) Belt width: 1,050m Trough angle of Roller: Clinker 40° Coal 30°


(2) Belt Speed Belt Speed (V): 120m/minute

(3) Analysis under clinker loading operation Theoretical transportation volume, Q:

Q = 60 x A x V x γ (6.1)

where A: 0.1238 m2 V: 120 m/min γ: 1.5 t/m3 Q = 60 x 0.1238 x 120 x 1.5 = 1,337 ton/hour

Loading Ratio (LR) in transport condition 1,000 t/h (Q1);

LR = 100 x Q1 / Q = 100 x 1,000 / 1337 = 75% < 80 % (value for safety)

4-4 Analysis at the time of transportation of coal

Theoretical transportation Volume, Q A: 0.1096 V: 120 m/min γ: t/m3



Q = 60 x 0.1096 x 120 x 0.8 = 631 ton/hour

Loading Ratio (LR) in transport condition 400 t/h (Q2); LR = 100 x Q2 / Q = 100 x 400 / 631 = 64% < 80 % (value for safety)

4-5 Specification of Conveyors

Specifications of the belt conveyors are summarized as follow:

(1) No. 1: Single Belt Conveyor on Bridge

Belt: Steel Cord Belt ST-500 or equivalent

Cover Rubber: Upper 7 mm

Lower 5 mm

Motor: 135 kW x 1

Accessory: Washing device for Belt

(2) No.2: Two Separate Belt Conveyors

Belt: Canvas belt EP-500/4 or equivalent

Cover Rubber: Upper 7 mm

Lower 3 mm

Motor: 55 kW x 1

Accessory: Nil

5. VEHICLE

It is assumed that the client owns following vehicles, and so their weight and cost are not included in the equipment weight and cost (Refer to 7. APPROX.EQUIPMENT WEIGHT AND COST).

(1) A shovel loader with a capacity of 3.3m3 is necessary in order to load coal and

other materials on coal dump hoppers (Item No.321, 333). (2) A dump truck with a carrying capacity of 15 ton is necessary in order to carry

clinker from the plant site and dump it into clinker receiving hoppers (Item No.101, 104).

(3) A dump truck with a carrying capacity of 10 ton is necessary in order to carry

coal and other materials from coal shipping bins (Item No.338, 438) and dump them into receiving hopper (L11HP1: Refer to DWG No. 07301-02-11 REV 3) at plant site.



Flow Sheets Clinker Storage & Shipping



Flow Sheets Coal Storage & Shipping



ATTACHMENT A2

Tables and Figures



Table A.2-1 Bulk Carriers registered to Vietnam Register

No Ship's name Year built Type of ships DWT Loa Beam Max

draft 1 ANV Bravo 2008 M.Bulk Carrier modified 3,075 79.20 12.62 5.30 2 Asean Sea 01 1981 M.Bulk Carrier 25,854 178.30 23.02 10.02 3 Bac Son 126-ALCI 2008 M.Bulk Carrier modified 3,139 78.63 12.62 5.22 4 Bien Nam 2008 M.Bulk Carrier modified 4,375 90.72 13.00 6.16 5 Bien Nam 16 2008 M.Bulk Carrier modified 4,375 90.74 13.00 6.16 6 Blue Vship 1986 M.Bulk Carrier 12,359 121.80 20.03 8.29 7 Dai Luc 07 2008 M.Bulk Carrier modified 3,009 79.94 12.62 5.30 8 Development 1989 Cement Carrier 10,579 133.50 19.40 10.20 9 Diamond Falcon 2008 M.Bulk Carrier modified 22,695 153.20 26.04 9.50

10 Eastern Star 1994 M.Bulk/lumber Carrier 23,724 150.52 26.28 9.57 11 Eastern Sun 1993 M.Bulk Carrier 22,201 157.50 25.04 9.10 12 Energy Falcom 1976 M.Bulk Carrier 26,874 177.03 22.95 10.04 13 Friendly Falcom 1977 M.Bulk Carrier 27,741 175.00 24.83 10.37 14 Glory Falcom 1977 M.Bulk Carrier 33,721 179.00 27.04 10.95 15 Golden Falcom 2007 M.Bulk Carrier modified 22,502 153.20 26.36 9.50 16 Hai Phong 27 2008 M.Bulk Carrier modified 2,959 79.57 12.62 5.14 17 Hai Phong 36 2008 M.Bulk Carrier modified 2,959 79.57 12.62 5.14 18 Harmony Falcom 1982 M.Bulk Carrier 65,960 224.75 32.24 12.89 19 Hoang Anh 2008 M.Bulk Carrier modified 4,375 90.74 13.00 6.16 20 Hoang Anh 36 2007 M.Bulk Carrier modified 4,374 90.74 13.00 6.16 21 Hoang Long 68 2008 M.Bulk Carrier modified 4,374 90.74 13.00 6.16 22 Hoang Trieu 27 2008 M.Bulk Carrier modified 2,969 79.80 12.82 5.03 23 Hoang Tuan 25 2009 M.Bulk Carrier modified 2,663 73.90 12.02 5.20 24 Hong Linh 2008 M.Bulk Carrier modified 13,292 136.40 20.23 8.35 25 ITC Dragon 1977 M.Bulk Carrier 27,088 168.91 24.84 10.32 26 Limco 2008 M.Bulk Carrier modified 1,852 69.95 10.82 4.47 27 Lively Falcom 1977 M.Bulk Carrier 29,127 179.00 26.04 10.30 28 Long Thinh Star 2008 M.Bulk Carrier modified 4,374 90.74 13.00 6.16 29 Lovely Falcom 1981 M.Bulk Carrier 64,919 227.99 32.26 12.77 30 LS Venture 1977 M.Bulk Carrier 34,213 179.00 27.03 10.94 31 Merry Falcom 1977 M.Bulk Carrier 22,670 164.33 22.92 9.85 32 Minh Ha 08 2008 M.Bulk Carrier modified 1,877 69.85 10.82 4.40 33 My Thinh 1990 M.Bulk Carrier 14,348 134.04 21.23 7.92 34 My Vuong 1989 M.Bulk Carrier 14,339 134.04 21.22 7.92 35 Naptune Star 1996 M.Bulk/lumber Carrier 25,398 159.94 26.03 9.81 36 Nosco Glory 1995 M.Bulk Carrier 68,591 224.00 32.24 13.29 37 Nosco Victory 1996 M.Bulk Carrier 45,585 185.74 30.44 11.62 38 Ocean Bright 2008 M.Bulk Carrier modified 7,126 105.67 16.83 6.88 39 Ocean Star 2000 M.Bulk Carrier 18,367 144.80 24.00 12.80



No Ship's name Year built Type of ships DWT Loa Beam Max

draft 40 Pacific Sun 1976 M.Bulk Carrier 33,926 183.50 26.03 11.07 41 Pharos One 2008 M.Bulk Carrier modified 4,022 87.50 13.62 5.90 42 Phuc Hai Star 1977 M.Bulk Carrier 27,106 178.60 22.89 10.31 43 Polar Star 1984 M.Bulk Carrier 24,835 160.00 25.04 9.95 44 Quang Dinh 36-ALCI 2008 M.Bulk Carrier modified 1,922 69.86 10.82 4.50 45 Rosy Falcom 1977 M.Bulk Carrier 27,687 172.35 24.64 10.21 46 Sail 36 2007 M.Bulk Carrier modified 4,374 90.74 13.00 6.16 47 Sea Home Shine 2008 M.Bulk Carrier modified 4,374 90.74 13.01 6.16 48 Speedy Falcom 1981 M.Bulk Carrier 64,285 224.50 32.24 12.96 49 Tan Binh 20 1982 M.Bulk Carrier 11,274 119.50 20.00 50 Thai Long 2008 M.Bulk Carrier modified 4,375 90.72 13.00 6.16 51 TJ Anddromeda 1977 M.Bulk Carrier 38,931 185.02 27.84 11.43 52 Trai Thien 08 2008 M.Bulk Carrier modified 3,762 78.40 12.60 5.90 53 Truong Phat 18 2008 M.Bulk Carrier modified 3,029 74.52 12.62 5.25 54 Tu Cuong 2008 TM.BulkCarrier modified 1,876 68.86 11.72 3.70 55 Tuan Cuong 45 1974 M.Bulk Carrier 8,332 117.96 18.06 7.21 56 Vega Star 1994 M.Bulk/lumber Carrier 22,035 157.60 25.04 9.11 57 Viet Hung 05 2008 M.Bulk Carrier modified 2,947 79.60 12.82 4.91 58 Viet Thuan 68 2008 M.Bulk Carrier modified 3,095 79.6 12.82 5.05 59 Vinalines Global 1994 M.Bulk Carrier 73,350 225.00 32.29 19.00 60 Vinalines Might 2007 M.Bulk Carrier modified 22,502 153.20 26.36 9.50 61 Vinalines Ocean 2007 M.Bulk/lumber Carrier 26,465 167.20 26.03 9.52 62 Vinalines Pacific 1978 M.Bulk/lumber Carrier 26,272 173.16 26.67 9.73 63 Vinalines Sky 1997 M.Bulk/ore Carrier 42,717 181.50 30.50 11.35 64 Vinalines Star 1993 M.Bulk Carrier 26,456 167.20 26.03 9.52 65 Vinalines Unity 2007 M.Bulk Carrier modified 22,723 153.20 26.04 9.50 66 Vinashin Bay 2008 TM.Bulk Carrier 20,036 165.45 25.06 7.80 67 Vinashin Beach 2007 M.Bulk Carrier modified 13,239 136.40 20.23 8.33 68 Vinaship Gold 2008 M.Bulk Carrier modified 13,245 136.40 20.23 8.35 69 Vinaship Ocean 1986 M.Bulk/lumber carrier 12,367 121.80 20.00 8.31 70 Vosco Star 1999 M.Bulk Carrier 46,671 189.80 31.04 11.62 71 VTC Dragon 2007 M.Bulk carrier modified 22,662 153.20 26.04 9.50 72 VTC Globe 1995 M.Bulk carrier 23,726 150.52 26.02 9.55 73 VTC Light 1995 M.Bulk/lumber carrier 21,964 157.79 25.04 9.10 74 VTC Ocean 1999 M.Bulk/lumber carrier 23,492 154.38 26.04 9.10 75 VTC Pheonix 2009 M.Bulk carrier modified 22,763 153.20 26.04 9.50 76 VTC Planet 1993 M.Bulk carrier 22,176 157.50 25.04 9.10 77 VTC Sky 1997 M.Bulk/lumber carrier 24,260 154.35 26.03 9.70 78 VTC Star 1990 M.Bulk carrier 22,273 157.50 25.03 9.10 79 VTC Sun 1996 M.Bulk carrier 23,581 154.50 26.03 9.52 80 Whale 2009 M.Bulk Carrier modified 4,375 90.72 13.00 6.16

Scour: Vietnam Register, 2009 Notes: Yellow color is ships ≥ 6,000DWT; Bolded ships are between 10,000DWT and 25,000DWT. Red colored ships are those referred to by Donglam Cement JSC and RHVN.



Table A. 3-1 Frequency Distribution of Hindcast Offshore Deepwater Waves

Location: N17.5 deg. and E107.5 deg. (Unit: %)

Hs N NNE NE ENE E ESE SE SSE 0.00 0.25 0.50 0.99 3.25 0.75 15.14 13.60 0.07 0.45 1.00 11.23 6.78 0.14 0.24 0.07 1.25 8.63 4.45 0.21 0.14 0.17 1.50 6.75 2.50 0.07 1.75 0.03 4.97 1.16 0.07 2.00 0.10 0.03 3.56 0.82 2.25 0.14 3.22 0.65 2.50 0.07 1.44 0.51 2.75 1.54 0.51 3.00 0.86 0.24 3.25 0.03 0.82 0.48 3.50 0.48 3.75 0.38 4.00 0.41 4.25 0.14 Total 0.14 0.24 0.03 60.55 34.97 0.34 0.58 0.68

Hs S SSW SW WSW W WNW NW NNW Total

0.00 0.25 0.50 4.25 0.75 0.10 29.35 1.00 0.03 0.07 0.07 0.17 18.80 1.25 0.03 0.24 0.34 0.17 14.38 1.50 0.31 0.34 0.03 10.00 1.75 0.10 0.27 6.61 2.00 0.10 4.62 2.25 0.07 4.08 2.50 2.02 2.75 2.05 3.00 1.10 3.25 1.34 3.50 0.48 3.75 0.38 4.00 0.41 4.25 0.14 Total 0.17 0.00 0.62 0.92 0.75 0.00 0.00 0.00 100.00

Notes: Hs stands for significant wave height in meter. Total number of data is 2,920.



Source: JICA (1998) : ”The Study on the Port Development Plan in the Key Area of the Central Region in the SR of Vietnam, Final Report, Chan May”

Table A. 3-2 Typhoons most Affected the Central Coast of Vietnam (1961-1997)



Figure A. 3-1 Field and Points of Wave Hindcast Calculation


Table A 3-3 Hindcast Waves by Typhoons affected the Central Coast of Vietnam (1961-1997)

Location: Chan May

No. Typhoon

No. Name Time※ Height

(m) Period (sec)

Direction

1 9721 Fritz 09/25 11:12 5.8 9.5 E 2 9622 Beth 10/21 02:30 1.2 8.8 ENE 3 9521 Zack 11/01 11:06 4.9 10.0 ESE 4 9325 Kyle 11/24 00:24 3.1 9.8 ESE 5 9226 Colleen 10/28 13:54 2.7 9.2 ESE 6 9224 Angela 10/23 10:42 2.8 8.2 ESE 7 9025 Mike 11/15 17 48 4.7 12.0 ESE 8 9018 Ed 09/18 14:48 6.0 9.9 ENE 9 8926 Dan 10/13 06:00 4.8 10.7 ENE 10 8904 Cccil 05/25 01:12 6.5 9.9 ENE

11 8829 Skip 11/12 23:00 1.4 6.1 ESE 12 8709 Bety 08/15 20:54 6.4 10.8 NE 13 8622 Georgia 10/22 09:54 4.1 9.2 ESE 14 8619 Dom 10/11 06:12 1.5 6.9 NE 15 8521 Cecil 10/15 22:36 8.6 11.6 ENE 16 8424 Agnes 11/07 21:54 5.6 10.6 ESE 17 8401 Vernon 06/10 17:12 3.0 7.8 ESE 18 8316 Lex 10/26 02:30 2.6 8.3 NE 19 8301 Sarah 06/25 23:12 3.0 7.7 E 20 8216 Hode 09/06 22:48 7.4 10.8 ENE

21 7919 Sarah 10/11 23:48 2.5 8.7 ESE 22 7427 Faye 11/04 18:06 6.2 9.9 E 23 7218 Elsie 09/16 06:00 4.5 8.7 ESE 24 7217 Flossie 09/04 12:54 5.5 9.3 ESE 25 7134 Hester 10/23 16:30 5.4 9.6 ESE



26 7112 Harriot 07/06 04:48 10.6 12.9 ESE 27 7020 Kate 10/25 11:54 6.0 9.8 E 28 6904 Tess 07/11 09:36 5.9 10.0 E 29 6419 Tilea 09/22 01:12 6.5 10.6 NE 30 6121 Ruby 09/24 12:18 5.8 9.8 ENE

※［Month/day and Local time］when the waves in significant wave occurred




Table A.5-1 Expected Change in Shoreline due to Construction of Port

Dien Loc Port Site Alternative Time after

Construction Thuan An

Exit Max Advance Max Retreat Cua Viet

Exit

1 year 0.0m 62m -27m -0.2m

3 years 0.4 75 -34 -0.8

5 years 0.5 82 -37 -1

Alternative-I.

Island Breakwater Port

10 years 0.7 93 -41 -3

1 year 0.3 151 -125 -1

3 years 1.5 287 -218 -4

5 years 5 388 -275 -6

Alternative-II. Land Excavation Port 10 years 23 585 -370 -13

1 year -2 140 -92 0.1

3 years -2 258 -190 0.4

5 years -3 331 -259 0.4

Alternative-III Enclosed Offshore Por

t 10 years -6 403 -378 0.6

1 year 0.3 100 -121 -1

3 years 2 274 -201 -4

5 years 5 374 -249 -6

Alternative-IV.

Enclosed Onshore Port

10 years 21 569 -329 -13

Source: JPC

Figure A.3-3 Planar Distribution of Medium Diameter of Seabed Soil



A3. Construction of Caissons



Construction of Caissons in Thuan An Port Area (Optional)

Option 2a: Construction of Caissons on Specialized Barge

1. Current Situation of Thuan An Port

Thuan An Port is located inside of Tam Giang Lagoon which is distant from Thuan An Coastal about 3 km and from construction location of the breakwater about 23km.

The length of Thuan An Berth is 280m which can receive the ship of 2000 DWT. Depth of basin is about -3.0m (CDL).

Because entrance channel of the port is relatively shallow; hence; Thuan An Port is only operated about 30-40% of its capacity.

Yard beside the Port is relatively large. During construction stage of bank revetment and channel protection dikes; the port’s yard was rent by the contractors for construction material stock and fabrication with total area of 100,000 m2. As investigated, construction of revetment has been completed and at the present, the yard is vacated. The below photos are taken in Thuan An during that time period.

The yard beside the Port is used to construct Tetapod blocks.

Thuan An port onshore view



Construction and installation of protection blocks for Dike of Thuan An Channel

2. Major Execution and Construction Methods

Preparing yard for construction material mobilization and assembling with area of

50,000 m2. Constructing temporary berth for calling of specialized barges to construct caissons. Dredging basin in front of the temporary berth. Fabricating and assembling steel reinforcement components in the yard. Preparing sheet form; transporting; loading steel reinforcement components onto the

specialized barge. Constructing caissons in the barge, concrete shall be pumped from a concrete mixing

plant in the land area. Transporting caissons by the barge to selected location in the Thuan An beach area. Sinking and inclining the barge to launch caissons. Transport the caissons to the site (23km) Executing next steps as the same proposed in the Basic Design Report After finishing construction of caissons, removing the temporary berth to re-use steel

sheet pile material.

3. Structure of the Temporary Berth and Technical Information of Specialized Barge

In order to utilize construction materials as well as remove easily after finishing the construction; the temporary berth is typed of steel sheet pile walls.

Total length of berth is 120m, with the bottom level of -4.0m; and crown level of +4.0m. The structure of the berth is shown in attached drawings. The all construction materials and steel structures are transported and loaded via this berth.

The specialized barge with capacity of 5,400 DWT to be used to construct the caissons are operating by companies of Vietnam Petrolimex for transporting and launching components and modules of drilling platform. Dimensions of the specialized barge are as follows:

LOA : 101.2 m Breadth : 27.4 m Side height : 6.70 m Design draft : 3.30 m



With the above dimensions and capacity, two caissons can be constructed simultaneously in the barge. Details of parameters are as follows

Photo of a specialized barge

4. Cost estimation for construction Total time expected for construction of caisson is expected to be 24 months. Cost estimation for the construction is prepared in the following table. Option 2b: Construction of Caissons on Floating Dock 6000 DWT During this report preparation, we have contacted with PentaOcean, one of a leading Japanese Contractor, for renting cost of floating dock 6000 DWT. The dock can contain 2 caissons being constructed at the same time. Construction cost of the breakwater for this option has been estimated and presented in the table below.



Option 2a - Specialized Barge: Construction Cost of Breakwater (Optional)

No Items Unit Quantity Unit Price (USD)

Total (USD)

I Structure of graded rock (same alternative 1) 2,401,965

II Concrete blocks (same alternative 1) 2,748,634

III Concrete Caisson Work (same alternative 1) 9,096,142

1 Caisson (Formworks) 831,600

2 Preliminaries Scaffolding 301,000

3 Caisson (Steel) 3,939,936

4 Caisson (Concrete) 1,626,240

5 Asphalt mat 152,000

6 Caisson installation 480,000

7 Deck (Concrete) 191,750

8 Sand filling in caisson 1,022,125

9 Other works for caisson 551,491

IV Temporary Berths at Thuan An M 120 5,510 661,168

IV.1 Steel sheet Piles Larsen FSP IIIA m 4320 75 322,930

10 Supply steel sheet plies FSP IIIA L18m, t=13,1mm ton 378.1188 560 211,831

11 Handling and transport to the site no. 240 18 4,370

12 Driving piles into water m 864 18 15,247

13 Driving piles into ground m 3456 13 45,741

14 Remove piles after completion of the work m 4320 11 45,741

IV.2 Coping Concrete M 300 m3 216 242 74,826

15 Preliminaries Scaffolding m2 702 10 6,686

16 Steel ton 54 964 52,034

17 Concrete m3 216 75 16,106

IV.3 Rock fill behind the berth m3 6240 25 157,848




Total (USD)

18 Rock fill m3 6240 24 148,571

19 Geotextile m2 1440 1 1,613

20 Crushed stone m3 288 27 7,664

IV.4 Anchored slab m 120 823 98,800

21 Preliminaries Scaffolding m2 648 7 4,356

22 Steel ton 38.88 964 37,464

23 Concrete m3 216 75 16,106

24 Crushed stone m3 210 27 5,588

25 Rock m3 1482 24 35,286

IV.5 Anchored bars Ton 4.7350 1,429 6,764

26 Supply steel bars D32 ton 4.7350 1,289 6,101

27 Installation D32 ton 4.7350 140 663

V Construction Yard m2 40777 12 496,862

V.1 Reclamation m3 20388.5 2 39,977

28 Sand fill m3 20388.5 2 39,977

V.2 Paving m2 40777 11 456,885

29 Paving m2 40777 11 456,885

VI Revestment m 295 308 90,896

30 Revestment m 295 308 90,896

VII Transportation cassions to the sites LS 1 2,617,421 2,617,421

31 Transport 3 km from temporary berth to Thuan An beach LS 1 11,204 11,204

32 Lauching Cassions from barge to the water LS 1 480,000 480,000

33 Transport 20 km from Thuan An to the Site LS 1 86,217 86,217

34 Barge rent cost months 24 85,000 2,040,000

VIII Land Fee at Thuan An Port LS 1 28,011 28,011




Total (USD)

35 Fee for land m2 50000 0.224 11,204

35 Fee for water occupancy ha 10 1,681 16,807

VII Grand Total 18,141,099


Basic Design Report A-1