Volume 8, Issue 6, June – 2023 International Journal of Innovative Science and Research Technology

ISSN No:-2456-2165

Setting up of a Mathematical Model using MIKE

Software for a Coastal Project
Vivek Chandrakant Jadhav
Dr. A. R. Deshmukh (Guide)
Dr. M. Phani Kumar (scientist-D, CWPRS)(Co-Guide)
Department of Civil Engineering
JSPM’s Rajarshi Shahu College of Engineering, Tathawade, Pune

Abstract:- This project work involves setting up a Problem solving process in Coastal Engineering :
mathematical model using MIKE 21 BW software.  Identify Problem
MIKE 21 BW is based on the numerical solution of time  Identify Problem Solving Technique
domain formulations of Boussinesq type equations. For  Select Appropriate Tool
the simulation, a two-Dimensional Boussinesq wave  Apply Problem Solving Tools & Collect Results
module has been used. Mathematical model studies were  Interprete Results
carried out for assessment of wave tranquility inside the  Solution
port basin at Kamarajar port, Tamil Nadu. The Port has
developed terminals through private sector participation Physical Models involve the reproduction of real life
to handle liquids, coal and iron ore. To meet the growing processes at a reduced scale. The model is designed so that
demand in the hinterland and trade, Kamarajar Port the dominant forces affecting the system are reproduced in
has plan for expansion of port facilities. The model correct proportion, by
simulation is carried out to ascertain the wave satisfying one of several scaling criteria. Unlike numerical
disturbance and surface elevation inside the harbour models which are required to be calibrated prior to being
basin for a predominant wave direction. The model set used as an accurate prediction tool, if a physical model is
up is successful in obtaining the model results pertaining scaled appropriately, the results are expected to be
to wave tranquility. Wave heights at all the berthing representative. However, model- prototype conformity
locations are within the permissible tranquility limit for based on the available data helps improving the efficacy of
the incident wave direction. model results.
Keywords:- Wave Transformation, Wave Tranquility, Numerical modeling is a process of creating
Permissible Tranquility Limit mathematical models and using computational algorithms to
simulate and analyze complex systems or phenomena. It
I. INTRODUCTION involves representing real-world systems or processes using
mathematical equations and then solving those equations
Kamarajar Port, located on the East coast of India, using computers.
about 24 km North of Chennai Port. It is located on the east Here are some key steps involved in the numerical modeling
coast at Latitude 13° 15’ 30” N and Longitude 80° 21’ 00” process:
E. It is one of the major Ports of India and first corporate
 Problem Formulation: Clearly defining the system or
port in the country with autonomous management. phenomenon to be modeled and identifying the relevant
Kamarajar Port was commissioned by the then Prime
variables, parameters, and governing equations.
Minister of India on 1st February 2001. This port has
 Discretization: Breaking down the continuous system or
adequate road and rail links. Kamarajar Port was originally
phenomenon into discrete elements or grid points.
conceived as a satellite port to the Chennai Port, primarily to
handle thermal coal to meet the requirement of Tamil Nadu  Mathematical Representation: Expressing the governing
Electricity Board (TNEB), to decongest the busy Chennai equations as a set of discrete algebraic equations or
differential equations, depending on the nature of the
Port, Kamarajar Port is evolving itself into a full-fledged
port with the capacity to handle a wide range of products problem.
and it handled 30.45 MMT cargo in 2017-18. Terminal  Numerical Solution: Employing numerical algorithms
facilities at the port comprises of Two coal wharves and methods to solve the discrete equations iteratively.
(16MTPA), Common marine liquid terminal (3MTPA), These methods may include finite difference, finite
Common user coal terminal (10MTPA), Automobile export element, finite volume, or other numerical techniques.
terminal (3MTPA) as working & container terminal and  Validation and Verification: Comparing the numerical
multi cargo terminal is under development. KPL has results with experimental data or analytical solutions, if
proposed to invest towards capacity enhancement projects, available, to ensure the accuracy and reliability of the
Capital dredging, Road connectivity, Rail connectivity, model. This step helps validate the model's predictive
Contribution to SPV projects, ECPP liabilities in the coming capabilities.
years. After completion of master plan the harbor basin  Sensitivity Analysis: Investigating the influence of
would be able to handle about 158.6 MTPA cargo of different input parameters and boundary conditions on
different commodities by 2035. the model output. Sensitivity analysis helps identify key

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Volume 8, Issue 6, June – 2023 International Journal of Innovative Science and Research Technology
ISSN No:-2456-2165
factors and understand the system's response to Table 1A: Percentage Occurrence of Wave Height &
variations in these factors. Direction off Kamarajar Port South-West Monsoon Period
(June-September)
 Aim
Aim of the project is to set up a Mathematical Model
for a typical port project on east coast of India viz.
Kamarajar Port by acquiring sufficient knowledge of MIKE
software and coastal engineering aspects.

 Objective
 Setting up of mathematical models using MIKE 21
Boussinesq wave (BW) Module software to ascertain
wave hydrodynamic conditions using a mathematical
model for a Kamarajar Port.
 To impose suitable boundary conditions to represent site-
specific, critical and vulnerable wave flux.
 Useful to optimize the development scheme to achieve
desirable tranquility inside the harbour basin.
 Simulation of wave propagation in the Kamarajar Port,
to compute wave heights in the Port area for the
proposed port layout using mathematical model
MIKE21-BW.
Table 1B: Percentage Occurrence of Wave Height &
II. METHODOLOGY Direction off Kamarajar Port North -East Monsoon Period
(October-January)
This chapter describes the basic methodology adopted
for the study. The mathematical model was setup using
MIKE 21 Boussinesq Wave (BW) Module. MIKE Software
was used to digitize the study area. The wave pattern has
been studied in a modeled area. The basic input data needed
for model includes Bathymetry, wave data to impose
Boundary condition, layout and structural details of berthing
structures. Wave and other input data files are prepared
using MIKE 21 tool box. The model runs include a Baseline
model to model the present site conditions and the model
was evaluated, and then followed by harbour basin area. The
model simulations were successfully completed, and the
results were analyzed. The detailed model setup is discussed
in the following sections.

III. SITE CONDITIONS

Table 1C: Percentage Occurrence of Wave Height &
 Wave Data In Deep Sea Direction off Kamarajar Port Non Monsoon Period
The offshore wave data of 33 years of Kamarajar port, (February-May)
reported by India Meteorological Department as observed
from ships plying in deep waters were analyzed. The
frequency distribution of wave heights from different
directions during south-west monsoon (June-September),
north-east monsoon (October-January), non-monsoon period
(February-May) and entire year for the above offshore wave
data is given in Tables.

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Volume 8, Issue 6, June – 2023 International Journal of Innovative Science and Research Technology
ISSN No:-2456-2165
Table 1D: Percentage Occurrence of Wave Height & Hi = Wave height at the inshore Point
Direction off Kamarajar Port Entire year (January- Ho = Offshore wave height
December)
Above transformation was applied to the deep water
wave data [Tables 1A to 1D] to obtain the frequency
distribution of waves at the Inshore Point in 20 m depth for
SW monsoon, NE monsoon, non-monsoon and entire year
[Tables 4A to 4D]. The corresponding wave rose diagrams
are shown in fig 7 below.

Table 4A: Percentage Occurrence of Wave Height &

Direction Near Kamarajar Port in 20 m Depth during South-
West Monsoon (June- September)

 Tide Levels
Tidal levels at Chennai were considered for the model
studies and are given in table
Table 4B: Percentage Occurrence of Wave Height &
Table 2 : Tide Levels Direction Near Kamarajar Port in 20 m Depth during North -
East Monsoon (October-January)

Table 4C: Percentage Occurrence of Wave Height &

IV. WAVE TRANSFORMATION STUDIES Direction Near Kamarajar Port in 20 m Depth during Non
Monsoon (February-May)
 Wave Transformation For Assessment Of Near-Shore
Wave Climate
The wave climate near Kamarajar Port was obtained by
transforming the ship observed deepwater wave data, using
MIKE 21 SW model. Bathymetry in the model region of
about 34 km X 78 km and extending up to 150 m depth
contour was schematized with an unstructured triangular
mesh. The model was run to obtain near-shore wave climate
at the inshore point in 20 m depth contour. The wave
direction and the transfer function (ratio of wave heights) Table 4D: Percentage Occurrence of Wave Height &
at the inshore Point for waves with 12 sec wave period Direction Near Kamarajar Port in 20 m Depth during Entire
with different directions of wave incidence at the offshore Year (January-December)
boundary are given in the following Table.

Table 3 : Transformation From Deep To Shallow Coastal

Waters

It is seen from these studies that the predominant

directions at 20 m depth are ENE, East, ESE and SE. The
95%occurenece values of wave heights from Table 4(D)
from different directions were considered for assessment of
wave tranquility in Kamarajar port basin and are as given
below.

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Volume 8, Issue 6, June – 2023 International Journal of Innovative Science and Research Technology
ISSN No:-2456-2165
Table 5: Input Wave Conditions for MIKE-21 BW Model
WAVE WAVE PERIOD WAVE HEIGHT
DIRECTION (Sec) (m)
(Degree N)
East 11 2.5

V. SETTING UP THE MODEL

“Setting up the model” is actually another way of

saying transforming real world events and data into a format
which can be understood by the numerical model MIKE 21
BW. Thus generally speaking, all the data collected have to
be resolved on the spatial grid selected.

 Bathymetry
Bathymetric data provides information about the shape, Fig 2: Sponge Layer provided at model Boundaries of
relief, and features of the underwater terrain, including the Kamarajar Port Model(.dfs2 file)
location of underwater mountains, valleys, canyons, and
other geological formations. You have to specify the  Porosity Layer
bathymetry as a type 2 or type 1 data file containing the In mathematical modeling, a porosity layer is a concept
water depth covering the model area. used to represent a region with varying levels of
permeability or porosity within a mathematical model. It is
commonly used in the field of fluid dynamics, particularly in
the study of flow through porous media.

Fig 1:Bathymetry created for tranquility study of Kamarajar

Port (.dfs2 file)
Fig 3; Porosity Layer
 Sponge Layer
In mathematical modeling, a "sponge layer" refers to a Modeling of partial reflection/transmission requires
technique used to absorb or dampen waves near the preparation of maps (2DH) or files (1DH). This can be done
boundaries of a computational domain. This technique is by preparing porosity layers for inclusion in the
commonly used in numerical simulations that involve specification file of the model.
solving partial differential equations (PDEs) in unbounded
domains or domains with open boundaries.  Boundary Data
In most cases you will force the model by waves
In practical for all MIKE 21 BW applications one has generated inside the model domain. The internal wave
to prepare maps (2DH, dfs2- file) or profile series (1DH, generation of waves allows you to absorb all waves leaving
dfs1-file) for efficient absorption of short and long period the model domain (radiation type boundaries). This input
waves and to avoid unrealistic reflections. file has to be prepared based on the site-specific conditions
using Mike-21 tool box

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Volume 8, Issue 6, June – 2023 International Journal of Innovative Science and Research Technology
ISSN No:-2456-2165
Table 6 : Values of Surface Elevation at various location
inside port simulation of Model

Location Surface Elevation

Min Max Mean
Point A (300,500) -0.043 0.041 0.005
Point B(228,266) -0.059 0.052 -0.0008
Point C(357,638) -0.050 0.040 0.0005
Coal Berth No. 4 -0.076 0.048 -0.003
Coal Berth No. 3 -0.069 0.071 -0.004
Proposed Dock Basin II -0.075 0.046 -0.004
ProposedMulti cargo -0.071 0.054 -0.004
Terminal
Proposed LNG Berth -0.061 0.052 -0.002
MLT- I -0.040 0.037 -0.001
MLT -II -0.046 0.044 0.0008
Fig 4: Wave Setup created for the internal wave generation
during Simulation of Model (.dfs1 file) Visualisation using MIKE Zero Plot Composer (Time
Series Plot). Time series of surface elevation at three
 Calibrating And Verifying The Model
different locations is given in fig.
The purpose of the calibration is to tune the model in
order to reproduce known/measured wave conditions. The
calibrated/tuned model is then verified by running one or
more simulations for which measurements are available
without changing any tuning parameters. Once the model
results are validated, the prepared model can be utilised for
various simulations / conditions by suitably changing the
boundary conditions or geometry. Model simulations for
different scenario help evolving the optimum layout and the
best possible development strategy.

VI. RESULTS AND DISCUSSIONS

 Surface Elevation
The surface elevation is a basic model parameter and
should always be included in your model specifications. It is
calculated on basis of computed water depth and
bathymetry. Fig 6: Time Series plot of Surface Elevation at various
Locations inside Harbour Basin

 Wave Disturbance Coefficient

Wave disturbance coefficients are typically derived
from experimental or numerical studies and are specific to
different types of structures. They are used in the calculation
of wave forces and moments acting on the structure, which
are essential for structural design and analysis.

By incorporating wave disturbance coefficients into

design calculations, engineers can assess the structural
integrity, stability, and overall safety of coastal structures
under wave loading conditions. These coefficients play a
crucial role in ensuring that structures are appropriately
designed to withstand the forces exerted by waves and
provide effective protection in coastal environments.

Fig 5: Generated 2D output file of Surface Elevation after

complete

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Volume 8, Issue 6, June – 2023 International Journal of Innovative Science and Research Technology
ISSN No:-2456-2165
 Significant Wave Height
Significant wave height is a parameter commonly used
in oceanography, coastal engineering, and marine
forecasting to describe the average height of the highest one-
third of waves in a given wave dataset. It provides a measure
of the overall wave energy and is a key parameter for
understanding and predicting wave conditions.

Fig 7: Statistical Results- 2D visualization using MIKE zero

Plot Composer Grid Plot. Wave disturbance coefficient at
Kamarajar Port.

Table 7 : Values of Wave Disturbance Coefficient at various

Location.
Sr Location Wave
.No disturbance
coefficient
Fig 9: Map of Wave Height simulated by MIKE 21 BW
1. Point A(300,500) 0.0404
2. Point B(357,638) 0.0355
Table 8 : Values of Significant Wave Height at different
3. Point C(228,266) 0.0495 location
4. Coal Berth No. 4 0.0462
Sr Location Wave Height
5. Coal Berth No. 3 0.0453 .No (m)
6. Proposed Dock Basin II 0.0651
7. Proposed Multi cargo Terminal 0.0504 1. Point A(300,500) 0.091
8. Proposed LNG Berth 0.0438 2. Point B(357,638) 0.080
9. MLT- I 0.0270 3. Point C(228,266) 0.106
10. MLT -II 0.0393 4. Coal Berth No. 4 0.106
5. Coal Berth No. 3 0.099
6. Proposed Dock Basin II 0.145
7. Proposed Multi cargo Terminal 0.113
8. Proposed LNG Berth 0.096
9. MLT- I 0.060
10. MLT -II 0.086

Fig 8: Time Series of Wave Disturbance Coefficient at

Various Locations

Fig 10: Time Series of Significant Wave Height is plotted at

Different Locations

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Volume 8, Issue 6, June – 2023 International Journal of Innovative Science and Research Technology
ISSN No:-2456-2165
VII. CONCLUSION [5]. M. Phani Kumar et al. (2011);’Littoral Drift
Management – A Success Story of Visakhapatnam
Mathematical model studies carried out for simulation Port’, ISH Journal of Hydraulics Engineering, Vol 17,
of wave tranquility at Kamarajar port indicated that: No.2,2011.
 In the near-shore of Kamarajar port, in 20 m depth, the [6]. HYDRAULIC MODELING TECHNIQUES IN
predominant wave directions are from ENE, East, ESE COASTAL ENGINEERING
and SE. [7]. A.A. Purohit Scientist – “E” CWPRS; Numerical and
 Wave heights at all the proposed berths were seen to be physical modelling of port andharbour.
within the permissible tranquility limit for all the [8]. Significants of Bathymetry Survey Coastal
incident waves from East direction i.e. (90°) Engineering Project; Dr M. PhaniKumar, Scientist-D,
 Providing a gentle slope at the container terminals CWPRS 2022; Study of water depth of Ocean floor
reduces the wave heights in the port basin and the wave ,river or lake floor.
height at all the berths are seen to be within the [9]. MIKE 21 BW, Boussinesq Waves Module ,User Guide
permissible tranquility limit for all the incident waves Powered by DHI.https://www.mikepoweredbydhi.com/
from East direction. [10]. MIKE Zero, User Guide provided by DHI (2019):
 Average wave height near the proposed MLT –II and https://www.mikepoweredbydhi.com/
MLT –III berth for both alternative layouts is found to be [11]. MIKE 21 BW Step By Step Training Guide by DHI
generally within the permissible wave height of 1.0m for (2017):https://www.mikepoweredbydhi.com/
2,00,000 DWT ships. Therefore the proposal of MLT [12]. Hydraulic model studies for development of ports by
berths along North Breakwater is feasible from CWPRS Khadakwasla, Pune
considerations of wave tranquillity at the berth https://cwprs.gov.in/Page/Coastal-Engineering.aspx
 Wave height in front of North breakwater shows results [13]. Mathematical modeling — A tool for coastal water
on higher side due to reflection effect of North quality management Author links open overlay panel
breakwater. However wave height at approach channel A.U.Mahajan, C.V.Chalapatirao S.K.Gadkari National
shows lower wave height due to the dredged depth of Environmental Engineering Research Institute Nagpur,
approach channel. India.
 It was noticed that under normal wave climate, the https://www.sciencedirect.com/science/article/abs/pii/S
existing breakwaters would provide adequate tranquility 0273122399004394
at the entrance where a wave disturbance of 0.90m only
would prevail due to diffraction effects from the outer
i.e. northern breakwater. From the visual observations
and record of wave disturbance, it was noticed that there
was considerable wave attenuation as the wave flux pass
through outer basin due to diffraction effect due to tip of
inner i.e. southern breakwater.
 By creating mathematical model, we can simulate
different scenarios and predict the behavior of the port
under different conditions, enabling us to make informed
decisions about the design and management of the port.
These model can also aid in identifying potential safety
hazards, improving the efficiency of the port operations,
and optimizing the use of resources. Overall,
mathematical modelling of a port is an essential tool for
engineers and managers to ensure the safety,
sustainability, and profitability of the port.

REFERENCES

[1]. Book written by Christopher G. Koutitas on

“Mathematical Models in Coastal Engineering”,
Pentech Press Limited London,1988
[2]. Singh, A.K., Ranganath, L.R., Karthikeyan, M. (2019).
Hydrodynamic Modelling for Development of a Port in
an Estuary, CWPRS Pune
[3]. Technical report No.6042 (August,2022) on “wave
tranquillity studies on upgraded physical model of
Kamarajar Port Chennai, Tamilnadu” by Central water
and Power Research Station Khadakwasla, Pune-
411024, Ports and Harbour-II Division.
[4]. ROLE OF CWPRS FOR PORT DEVELOPMENT IN
INDIA-Edited by: Dr. Prabhat Chandra, Scientist-E &
Shri T Nagendra, Scientist-E.

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