OPERATIONAL PROCEDURES

RICHARDS BAY HARBOUR

by
J A Zwamborn* and P J Cox**

ABSTRACT
The new port of Richards Bay on the east coast of South
Africa (Figure 1), was officially opened in April 1976 and
was mainly built for the export of bituminous coal.
Exports increased from an initial 2,5 million tons per
annum to 26,5 million tons per annum in 1981. Extensions
are now under way to increase this further to 44 million
tons per annum by 1987.

Fig. 1 Richards Bay Harbour

* Ship Dynamics Division, Coastal Engineering and Hydrau-

lics, National Research Institute for Oceanology, South
African Council for Scientific and Industrial Research
** Port Captain, Cape Town (previously Richards Bay), South
African Transport Services

2700
 RICHARDS BAY HARBOUR 2701

Because near-beam long swells occur frequently at Richards

Bay, special care was taken with the design of the entrance
channel. These swells cause much greater vertical ship
motions than normally occur in other ports around the world
and a 24 m deep outer channel was therefore provided for
the 17 m draught design ship (40 per cent underkeel allow-
ance, based on physical model tests).
Vertical motions recorded at Richards Bay as part of a com-
prehensive research project into ship motions in shallow
water confirmed that this large underkeel allowance is
realistic. Experience with ship manoeuvring also indicated
that the channel width (300 to 400 m) and the stopping
length (6,1 km) are adequate, probably for ships up to
about 250 000 dwt.
To assist the port operating staff in deciding whether a
particular entry or departure of a loaded vessel under
adverse conditions is safe, particularly with regard to
underkeel clearance, a Port Operation Manual, Mark I, was
prepared. This manual describes the procedures for
collecting ship and environmental data and contains dia-
grams from which the limiting wave height or the minimum
required tide level can be read off as function of wave
direction and the ship's draught.
This manual has been in use since October 1981 and has
already been found very valuable in the operation of the
port. As the research into ship motions progresses, the
manual will be updated.

INTRODUCTION
Richards Bay harbour was officially opened to traffic on
1 April 1976. The harbour was built for the handling of
bulk cargoes, initially, mainly the export of bituminous
coal. Situated on the Zululand coast between Durban and
Maputo, it was the nearest suitable site to the Transvaal
and the Orange Free State coal fields. Total cargo handled
during 1981 was 29,4 million tons of which 26,5 million
tons was coal.
A detailed description of the design and construction of
the harbour was given by Campbell and Zwamborn (1977).
Layout
The overall harbour layout is shown in Figure 2. The rele-
vant dimensions of the entrance channel are as follows:
length, outer channel ~ 3,5 km
inner channel 6,1 km (available stopping length)
width, seaward end 400 m
tapering to 300 m (inside breakwaters)
2702 COASTAL ENGINEERING—1982

LEGEND
Bulk Congo B*rlha:
I Wcitcrn 6«rlh (JOOro)
5NoHh«m B«Hh»(500.JSO,35Om)
F. Coal Berth
Extension, under
Construction
r- ||8 RICHARDS BAY
(J50,J£O-m)
HAf\B0t^
B. * Bulk Cool Berths (ISO, SSOm)

C Repair &«Hh I Administration Craft Berth* V1* Leading light M:1. aoo tooo-

D. WomkrortC" DrtOger Berth Rcclomalior

^<y«
E Port Control Office Or»dojng

Fig. 2 Harbour layout

 RICHARDS BAY HARBOUR 2703

depth, outer channel - 24 ra CD (Chart Datum - LWOST)

transition area - 22 m CD
inner channel - 19,5 ra CD
turning and
mooring area - 19 m CD.
The foundation level of the coal quays was set at -23 m CD.
A turning area with a diameter of 1000 m was provided.
Design Criteria
The channel dimensions were originally determined to allow
the entry and departure of 17 m draught ships (about
150 000 dwt) for 99 per cent of the time, with a tide level
assumed to be at 0,0 CD (Campbell and Zwamborn, 1977).
However, the possibility of handling larger ships, up to
20 m draught (about 250 000 dwt), was taken into account
throughout the design stage. For this reason, the coal
quays were founded at -23 m, to allow for possible future
dredging to -22 m CD and the breakwaters were placed in
such a way that the entrance channel could be widened
and/or deepened if necessary.
Design Studies
The harbour design was assisted by a detailed programme of
field measurements, sediment model studies, breakwater sta-
bility tests, wave penetration studies and physical ship
model tests (Campbell and Zwamborn, 1977; Zwamborn and
Grieve, 1974).
The latter were undertaken to assist in the determination
of the entrance channel dimensions. They were carried out
in the 1 in 100 scale wave penetration model using a self-
propelled radio-controlled model of a 150 000 dwt, 17 m
draught bulk carrier (Hoppe, 1972). Most tests were
carried out with near-beam regular waves of near-resonance
frequencies, conditions, which occur frequently at Richards
Bay. The test results indicated that:
a maximum overdraught ('sinkage') of 6 m is to be
expected for the 1 per cent occurrence SSW'ly swell,
indicating a minimum channel depth of 24 m, allowing
1 m underkeel clearance (thus underkeel allowance is
7 m or 40 per cent of the design draught);
a channel width of 300 to 400 m would be sufficient
for single-lane traffic during all but the SSW design
waves for entry speeds of 3,5 to 4 m/s (7 to 8 kn) and
for ships leaving under design conditions at a speed
of 3,5 to 4,5 m/s (7 to 9 kn) ;

an approximately 150 m wider entrance channel would be

necessary for entry under the SSW'ly design wave con-
2704 COASTAL ENGINEERING—1982

dition, alternatively the entry speed would have to be

increased to 4,8 m/s (9,5 kn) to avoid transgression
of the 300 to 400 ra wide channel bounderies.
Based on information on stopping distances available at the
time, it was accepted that 150 000 to 250 000 dwt loaded
ships entering the harbour at <_ 4 m/s (8 kn) could be
stopped within the available 6,1 km stopping length, provi-
ded powerful tugs could attach and assist when the ship was
moving at a speed of <^ 2 m/s (4 kn).
A group of 20 pilots who were also asked to operate the
model concluded that the handling of the model ship was
generally realistic but they thought that its movements
were somewhat excessive and initially they were reluctant
to enter at speeds much in excess of 1,5 to 2 m/s (3 to 4
kn).
Future Expansion
The first-phase development at Richards Bay was mainly
based on a 2,5 million tons per year export contract of
bituminous coal and anthracite, as from April 1976. As a
result of the oil crisis in the early seventies, the demand
for coal increased dramatically and the export rate
increased rapidly to the present (1981) figure of 26,5
million tons per year.
Extensions to the coal berths and loading facilities (Fig-
ure 2) are under way at present to increase the export
capacity to 44 million tons per year. These extensions are
scheduled to be completed by 1987. Moreover, the South
African Government has approved export permits up to a
total of 80 million tons per year and further extensions to
the harbour must therefore be expected in the future.
The harbour was originally designed for 17 m draught
ships. From the start the official draught restriction was
17,1 m (10 per cent underkeel clearance in the inner har-
bour) although draughts up to 17,3 m were allowed at cer-
tain times to assist with the ship motion monitoring pro-
gramme. Shipping agents approached the harbour authority
during 1980 for use of 17,6 m draught ships for early 1983
(about 185 000 dwt). This increase of draught to 17,6 m
could be achieved by using the tide, but any further
increase would require a certain amount of dredging in the
turning/mooring areas and in the inner channel.
Finally, as mentioned above, allowance was made in the
foundation level of the coal quay for 20 m draught ships
(250 000 dwt) and studies are underway at present to deter-
mine the dredging depths in the outer and inner entrance
channels required to accommodate these ships for 99 per
cent accessibility.
 RICHARDS BAY HARBOUR 2705

EXPERIENCE IN THE OPERATION OF THE PORT

A maximum degree of flexibility was aimed at in the design
of the entrance cha nnel because it was realised that, as
experience was gain ed in the operation of the port, parti-
cularly with regard to negotiating the entrance channel,
adjustments in the channel dimension or in the limiting
operational conditi ons might have to be made at a later
stage. It was, the refore, important to gather any informa-
tion on possible pr oblems experienced during operation re-
lated to the channe 1 depth, width and length.
Ship Statistics

Because Richards Bay is mainly an export port for coal,

large bulk carriers normally enter the port light (about 10
to 12 m draught) and leave loaded (up to 17,1 m draught).
This reduced the entry problem for this traffic because
light ships are much easier to stop than a fully loaded
ship although the ship's larger freeboard could cause addi-
tional manoeuvring problems during strong SW or NE wind (a
150 000 dwt bulk carrier has a displacement of about
180 000 t when fully laden but only 110 000 t when in full
ballast).
However, there are occasions on which fully or near-fully
laden bulk carriers come in to 'top up' their coal load or
for bunkers and these occurrences were of particular
interest in checking the design.
The use of the port by VLC's in excess of 100 000 dwt can
be summarised as follows (1981 data):

Ship size
(dwt) < 50 000 50-100 000 100 - 150 000 > 150

Number of
ships 367 106 160 29

This gives a total of 662 ship movements (compared with 522

in 1979 or a growth rate of 13,5 per cent per year).
The deepest draught for a sailing VLC in 1981 was 17,37 m.
During the year eight ships entered in almost fully loaded
condition (to 'top up') with a deepest draught of 16,8 m.
2706 COASTAL ENGINEERING—1982

Port Control

Apart from the usual lights on the ends of the breakwaters

the centre line of the channel is marked by leading lights
situated at 6,7 and 9,2 km from the end of the main break-
water at 27 and 50 m above CD, respectively (Figure 2).
The lights consist of sealed beam units with the following
light power:
front light, red: 4 800 000 candelas during the day
(fixed) and 57 200 candelas at night (flashing);
rear light, white: 3 600 000 candelas during the day
(fixed) and 57 200 candelas at night (flashing).
Radar Responder Beacons (Racons) have been provided on the
leading light towers to mark the channel centre line on the
ship's radar should the leading lights become obscured by
rain or mist (radar particulars: 9 300 to 9 500 MHz, 72 s
sweep, 360° coverage, 20 km range, continuous trans-
mission) .
The port control office is situated 1,5 km north of the
harbour entrance at 55 m above sea level. Apart from the
usual radio equipment, 30 and 100 mm wavelength radar sets
are installed in the operating room. The pilots and the
Assistant Port Captain are also stationed at the port con-
trol office (Figure 2, E).

Tugs and Pilotage

The following tugs are available at Richards Bay to assist
with entry/departure manoeuvres:

Bollard Pull (t)

Type Number Power HP/kW
Ahead Astern

Kort-Nozzle 2 4400/3200 52 28/32

Voith-Schneider 1 4000/2940 40 34

Compulsory pilot service is provided by the South African

Transport Services, at present only during daylight hours,
extended to 21h00 on special request for unberthing loaded
coal vessels.
For entry, the pilot boards 5 to 9 km offshore, depending
on whether the ship is light or fully laden. A 21,5 m long
pilot boat is used for this purpose; it goes alongside the
ship which makes a lee from the wind and sea. It is vir-
tually always possible for the ship to provide a lee to the
pilot boat but during heavy swell and sea conditions (winds
 RICHARDS BAY HARBOUR 2707

exceeding about 40 kn or 20 ra/s) the pilot boat itself

becomes difficult to handle.
For departing ships, the pilot boards at the coal quay and
normally disembarks just before the ship leaves the protec-
tion of the main breakwater. Thereafter, further advice is
provided by port control on the basis of the ship's radar
image which is carefully monitored as the ship passes
through the outer channel.
Entry Manoeuvres
Typically, an entry manoeuvre of a VLC at Richards Bay goes
as follows (Figure 3, a):
pilot boards 7 to 9 km offshore
ship lines up with leading lights, speed 6 to 8 kn
approaches entrance with engines slow to dead slow,
speed 5 to 7 kn
- enters between breakwaters with engines dead slow to
stopped, speed 4 to 6 kn
tugs attach in inner channel, one or two for'd and one
aft
ship turns to port towards coal quay, reverse power
starboard turn, reverse towards coal quay
pilot leaves the ship at the coal quay.

SCALE I. Z5 000

'« LEAVING

Fig. 3 Typical manoeuvres

2708 COASTAL ENGINEERING—1982

Departure Manoeuvres
Normally, the departure manoeuvre goes as follows Fig-
ure 3, b) :
pilot boards at the coal quay
ship lifts off and turns into inner channel, slow to
half ahead, one tug in attendance
ship moves through inner channel, half ahead, speed 5 to
8 kn
pilot leaves ship between breakwaters
ship moves through outer channel half to full ahead,
speed > 9 kn
progress and position is monitored on radar at port
control from where advice is given on course adjust-
ments, if necessary.
Discussion and Comparison with Model Predictions
Ships enter Richards Bay at minimum speeds of between 4 to
6 kn (2 to 3 m/s), depending on the conditions. Entering
at these speeds allows, mostly, light ships of the
150 000 dwt class to be stopped and turned in the coal
berth area which means a stopping length of 4 to 4,5 km.
Further data on the entry of laden vessels under near-
design conditions will be collected but, based on present
experience, there is little doubt that the 6,1 km available
stopping length will be sufficient for up to 250 000 dwt
loaded vessels entering at speeds of up to 8 kn (4 m/s),
perhaps even 9 kn (4,5 m/s).
Also, tugs can make fast at virtually any manoeuvring speed
but only tractor-type tugs can start to assist with steer-
age at speeds of 4 to 5 kn (2 to 2,5 m/s); conventional
tugs cannot 'open-up' at speeds above 2 to 3 kn (1 to
1,5 m/s) and can thus only assist a little by reducing the
ship's speed. Thus, when tractor tugs are available (at
present there is only one tractor tug, the Voith-Schneider
tug), relatively higher entry speeds will be possible, if
required, for the control of the ship during adverse condi-
tions; alternatively, larger ships could probably be
stopped within the available stopping length.
Finally, the available channel width was found to be ade-
quate in most circumstances. However, it is imperative
that under southerly wind and wave conditions {near-beam
conditions) sufficient speed be maintained to ensure con-
trol of the ship, as indicated by the model tests (that is,
7 to 8 kn for entry and 7 to 9 kn for departure). This is
borne out by an occurrence where a departing loaded VLC was
forced over the north channel bank under these conditions
while travelling at only 5 kn (2,5 m/s) and two recent
occurrences where similar ships leaving at a speed of about
9 kn were able to remain in the channel although leaving
 RICHARDS BAY HARBOUR 2709

under near-design conditions (measured wave height, Hs =

2,7 m, wave period, Tz = 10 s, wave directions, j3 = 160°,
25 kn, SSW wind). Both ships first took a sharp turn to
port (north) just outside the breakwaters, probably due to
a local northbound current. After nearly 'locking' into
the waves (heading parallel to the waves) the ships took a
very strong 'sheer' to starboard. Although these manoeu-
vres included course changes of + and -15°, the ships re-
mained in the channel.
SHIP MOTION STUDIES FOR RICHARDS BAY HARBOUR
A programme of free moving ship motion studies has been
undertaken for Richards Bay, including prototype measure-
ments, mathematical modelling and physical modelling. The
diagram given in Figure 4 shows all the elements of the
studies, and also the various interactions between the
'three-legged' approach (the moored ship studies are done
for Saldanha Bay harbour and are not discussed here).
Purpose of Studies

Fig. 4 Ship motion studies flow diagram

2710 COASTAL ENGINEERING—1982

The above studies were undertaken for Richards Bay:

(a) to confirm the predictions based on the original
hydraulic model tests,
(b) to determine the conditions under which 18 m draught
ships could use the present entrance channel safely,
(c) to determine minimum required dredging depths to allow
20 m draught ships to use the port with a maximum
downtime of 1 per cent (regarding underkeel clear-
ance), and
(d) to develop guidelines to assist with the safe opera-
tion of the port, particularly with regard to required
underkeel allowance under various conditions.
Prototype Measurements
A photographic technique has been developed which enables
the accurate monitoring of the course, speeds and vertical
motions of all ships using Richards Bay harbour (Zwamborn
and Van Wyk, 1981). Since August 1978, 175 ships with a
dead weight tonnage exceeding 100 000 dwt have been moni-
tored and some of the results are presented in another
paper to this conference (Van Wyk, 1982). The results of
these measurements provided valuable data with regard to
entry and departure speeds vis-a-vis stopping distances and
ship handling (discussed above) and they indicated that the
adopted underkeel allowances are of the right order.
More data on near-design conditions (small underkeel clear-
ances) are, however, required and arrangements have been
made to charter loaded bulk carriers when these conditions
occur, to carry out special monitoring runs.
Mathematical Modelling
To determine the required channel depths for ships larger
than those using the port at present, a mathematical model
will be used. This model will first be calibrated against
available prototype data obtained from the measurements. A
deep-water strip-theory model was tried first but the re-
sults were not satisfactory. A shallow-water version and a
shallow-water three-dimensional source technique model are
therefore being used at present.
Once properly calibrated, the mathematical model will be
invaluable in the operation of the port.
physical Modelling
As soon as a fully-irregular wave basin becomes available,
model runs will be made reproducing typical prototype
 RICHARDS BAY HARBOUR 2711

measuring runs, to check possible scale efffects. There-

after, the physical model will be used to provide addi-
tional calibration data for the mathematical model, parti-
cularly regarding different wave directions, as well as for
a final check on the required dredging depths to accommo-
date ships up to 250 000 dwt.
APPLICATION OF SHIP MOTION STUDIES TO PORT OPERATION
The large underkeel allowances at Richards Bay, reducing
from 7 m in the outer channel to 2 m inside (at low water),
were dictated by the regular occurrence of long waves with
near-beam directions. These long waves cause considerably
greater sinkages than those due to the squat and trim,
which are determinative in many other ports. It was there-
fore considered necessary to use available information on
ship motions due to waves, to determine the expected over-
draught during the passage of the ship through the outer
and inner entrance channels in order to decide under what
heavy weather conditions vessels would be permitted to
negotiate the channel. This procedure also requires know-
ledge of the environmental conditions at or near the time
of passage.
Wave Directions
Vertical ship motions are greatly influenced by wave direc-
tion and it was therefore necessary to determine the wave
directions,preferably those in the entrance channel. This
is done by using radar, wave clinometer or by pilot boat
observations.
Wave direction in the channel can be read off the radar
screen, provided there is sufficient backscatter from the
water surface,that is, a wind chop superimposed on the
swell. For better definition, the short wave length (3 cm)
or X band is used. Wave direction is observed in the chan-
nel about 1 to 2 km out to sea.

If no radar direction can be observed, a wave clinometer

direction reading is used. The wave clinometer is an
inclined (3°) graduated telescope directed onto a buoy
anchored in 13 m water depth at about 800 m offshore and
1600 m north of the entrance channel.
If both methods were to fail or when conditions are such
that confirmation is advisable, the pilot boat can be used
to record/check the swell directions in the channel by
heading into the swell and reading the compass direction.
Wave Height
Vertical ship motions are generally assumed to be propor-
tional to wave height. Preferably, the wave heights should
2712 COASTAL ENGINEERING—1982

again be measured in the entrance channel but this is im-

practicable. The measurements are normally made with a
waverider buoy, anchored in 20 m water 1 km south of the
channel and about 1,5 km out to sea, and with a receiver at
the port control station.

Available data on ship motions, that is, the maximum expec-

ted sinkage during passage through the channel is related
to the significant wave height, Hs. A quick estimate of
Hs can be made by reading off the waverider chart the
maximum wave heights for three consecutive 3 min records
H1+H2+H3
and calculating the mean, that is, Hs = Hrep = *• .
This wave height, Hrep» is a conservative value.
Assuming Rayleigh wave height distribution and considering
that a ship will on average be 20 min in the channel,
Hrep * Hs-20 min (Longuet-Higgins, 1952).
In the event of waverider failure, an estimated wave height
is obtained from the wave clinometer. The average vertical
movements of the anchored buoy, relative to fixed gradua-
tions in the telescope, is determined over a period of
three to five minutes.
Wave Period
Vertical ship motions are also very dependent on the wave
periods. Because of the regular occurrence of long-period
swells, near-resonance conditions normally occur, particu-
larly under moderate to heavy swell conditions. Although
wave period records are available from the waverider and
the wave clinometer, these are not used in the present
operational procedures, which assume that most of the wave
energy is concentrated near the natural roll/pitch periods
of the ships.
Tide Levels and Water Depths
The lowest tide level, Z0, during the passage of a ship
through the channel (on average 20 min) must be used to
determine available water depth relative to the proclaimed
channel bottom level (taking into account possible silta-
tion, AZ).
Tide levels are read from an automatic tide recorder or, in
the absence thereof, from the tide tables.
Ship Motions in the Outer Channel
Because of the lack of sufficient directional spread in the
conditions during prototype monitoring, the first version
of an 'operational model1 was based on the results of model
 RICHARDS BAY HARBOUR 2713

tests with a 200 000 dwt tanker (Koele and Hooft, 1969) and
a 150 000 dwt bulk carrier (CSIR, 1976).
Figure 5 gives the expected maximum sinkages as functions
of wavedirection for a 18,9 m draught ship, proceeding at
4 m/s (8 kn) in a 10 km long channel of various depths,
under irregular swell with Hs = 1,5 m and Tz = 10 s
(zero-crossing wave period). The sinkages also include
squat, linearly extrapolated for greater underkeel clear-
ances (CSIR, 1979).

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:TION RELATIVE TO SHIP

Fig. 5 Sinkage of 200 000 dwt Fig. 6 Limiting signifi-

model tanker as function of cant wave height for which
wave direction and water depth a ship may touch the bot-
tom
Figure 5 was converted into Figure 6 giving the limiting
significant wave heights as functions of wave direction and
underkeel allowance. In this conversion, linearity was
assumed between (a) sinkage due to waves and wave height
and (b) sinkage due to squat and trim and underkeel allow-
ance; the latter reduces from 0,7 m for 10 per cent to
0,0 m for 50 per cent underkeel allowance. For example,
for a wave direction of 240° and 15 per cent underkeel
 2714 COASTAL ENGINEERING—1982

allowance. Figure 5 gives a total sinkage of 2,4 ra of which

0,65 m is due to squat and trim. The limiting Hs then
H
c i •, ,. s-lim
follows from 0,15 D = "175— (2,4 - 0,65) + 0,65 or, since
D = 18,9 m, Hs_iim =1,87 (see Figure 6).
Using Figure 5 and a ssuming linearity between sinkage and
wave height the expe cted maximum sinkages for the
200 000 dwt model sh ip in the Richards Bay channel are
compared with the ma ximum sinkages measured in the original
Richards Bay tests u sing a 150 000 dwt model in Figure 7
(CSIR, 1979). The re suits are seen to be compatible with a
maximum sinkage for beam waves of about 6 m and Figures 5
and 6 were therefore considered to be a safe basis for
determining maximum sinkages for bulk carriers up to about
250 000 dwt passing through the Richards Bay outer entrance
channel.

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OVER DEPTH

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**VE DIRECTION RELATIVE TO SHIPS HEADING

Fig. 7 Comparison of maximum sinkages of 150 000 dwt and

200 000 dwt ships

§^iEJl°ti°£15_in_the Inner Channel

The waves entering the harbour will run parallel to the
channel axis and will therefore be either following (0°) or
heading (180°) waves for entering and leaving, respectively
(see Figure 6). To determine the ship motions in the inner
channel the local wave heights must be known. These were
obtained from the results of the Richards Bay physical
model tests which showed maximum wave penetration for the
 RICHARDS BAY HARBOUR 2715

deep-sea wave direction of 146° and very low penetration

for ESE, the direction parallel to the channel axis
(Zwamborn and Grieve, 1974).

Two specific areas were chosen for ship motions determina-

tion, namely, the 'top of slope', where the channel depth
changes from -22 m to -19,5 m CD and 'Sandy Point', just
before the channel widens into the coal berth area (-19,5 m
CD). Figure 8 shows the relationships between wave pene-
tration and wave direction for these two areas using wave
refraction data to convert deep-sea to entrance channel
wave directions (Moes and Van Niekerk, 1981). Accepted
penetration values for the entrance channel directions are
also shown in this figure. For example, for the direction
sector SE, the penetration factor is 0,6 at 'top of slope'
and 0,2 at 'Sandy Point'.

COBflESPONOING

Fig. 8 Wave pene-

tration at 'top of
slope1 and 'Sandy
Point' versus wave
direction
ENTRNKC ClWMCL W>V£ OMCTION

On the basis of the above and using Figure 5 (following and

heading waves), the limiting wave heights at the positions
in the inner channel could be found. For example, taking
the available depth at the 'top of slope'at -20 m CD and
allowing a minimum underkeel clearance of 1 m, the availa-
ble depth at low water in this area is 19,0 m. For a ship
entering under SE'ly waves, the wave penetration factor is
0,6 while the total sinkage for 1,5 m high waves is 1,4 m.
Assuming 0,5 m squat and trim the sinkage due to waves is
thus 0,9 m. Now the maximum permissible sinkage Zmax =
19,0 - D = 0,5 + ^i| x 0,6 Hs_lim = 0,5 + 0,36 Hs_lira or
H
s-lim = o'36 , which is a linear relationship between
draught D and Hs_iim. For a ship leaving under SE'ly
waves, the total sinkage for heading waves must be used,
namely, 2,0 m for 1,5 m high waves. Thus the sinkage due
to waves is 1,5 m (0,5 m squat). This leads to the
following relationships:
2716 COASTAL ENGINEERING—1982

Zmax = 19'° - D = 0,5 + iiA x 0,6 Hs_iim = 0,5 + 0,6 Hs_lin

1,5
„v Ha
or - 18,5-D -
s-liin 0T5T"

RICHARDS BAY PORT OPERATION

PROCEDURES
RICHARDS BAY PORT OPERATION
LOGISTICS

PERMISSION
FOR SHIP
MANOEUVRE SOUGHT

Jr
SHIP DATA
- DIMENSIONS
- TYPE OF LOAD
HionnuR FNftINFER SIGNAL STATION
• LOADING CONDITIONS
DETERMINATION OF ENVIRONMENTAL DATA
COLLECTION AND
• DRAUGHT

ALLOWABLE DRAUGHT/
INFORMATION
TRANSMISSION
*
LIMITING WAVE HEIGHT ENVIRONMENTAL DATA
- WAVE DIRECTION
- WAVE HEIGHT
- WIND, CURRENT
POBT COHTROL
- VISIBILITY
CONSIDERATION Of
NAUTICAL AND
SAFETY ASPECTS AND
*
DECISION ON SHIP
HARBOUR CONDITIONS
- TIDAL LEVELS
- WATER DEPTH
Pig. 9 Port operation logistics - LENGTH OF STAY

*
ALLOWABLE DRAUGHT OR LIMITING WAVE HEIGHT

- OUTER CHANNEL
- INNER CHANNEL
- MOORING AREA

i
NAUTICAL AND SAFETY ASPECTS
- SEA CONDITIONS
- TYPE-OF-L0A0 RESTRICTIONS
- TUGS
- PILOTAGE

*
DECISION
ON SHIP
MANOEUVRE

*
TRANSMISSION
OF DECISION TO
SHIPMASTER

Fig. 10 port operation

procedures
 RICHARDS BAY HARBOUR 2717

PORT OPERATION MANUAL, MARK I

The first version of a port operation manual (CSIR, 1981)
was drawn up on the basis of the data and assumptions dis-
cussed above. It is realised that the data are limited and
that the problems have been over-simplified; this is the
reason for a conservative approach throughout. The main
purpose of Operation Manual, Mark I was to provide the
nautical operating staff at Richards Bay with a first tool
to assist in their decision making, with regard to under-
keel clearance, on acceptable conditions for entry/depar-
ture of VLC's under severe conditions.

Logistics and Procedures

Port operation logistics are shown diagrammatically in Fig-
ure 9. Although for routine operations Port Control can
apply the operation manual directly, it is the Harbour
Engineer's responsibility to ensure that the manual is
correctly interpreted, kept up to date and amended when
necessary. The Harbour Engineer should also be consulted
on special cases (e.g. emergency entry of larger then
design vessels) and he is responsible for providing up-to-
date information on possible channel siltation.
Operation procedures are shown diagrammatically in Fig-
ure 10. Operation Manual, Mark I, forms an important part
of these general procedures. It contains the following
steps/instructions:
(i) Obtain details on the ship's draught, D (maximum
stationary value), from the ship's master;
(ii) record environmental conditions, including wave
direction, 0, wave height, Hrep, and tide level,
z0;
(iii) check available water depths in the area concerned
and calculate the equivalent draught (De„ = D -
Z0) ; and
(iv) determine the limiting wave height, Hrep#^^m, for
a ship with equivalent draught Deq and angle of
wave approach, J0, and check whether the recorded
wave height is equal to or smaller than the limiting
wave height, that is, Hrep < Hrep/iim;
alternatively
determine the minimum tide level, Z0 min, required
for a ship with a draught, D, angle of wave
approach, J0, and wave height, Hrep» and check
whether the actual tide is equal to or higher than
the limiting tide level, that is, Z0 > Z0 min-
2718 COASTAL ENGINEERING—1982

Specific instructions on how to determine the environmental

and other data are included in the Manual (CSIR, 1981).
Draught Allowance Criteria
To facilitate step (iv) above, easy-to-read coloured
draught allowance diagrams were prepared and are also
included in the manual, one for entry and one for departure
(the latter is shown in Figure 11). These diagrams allow
for a minimum underkeel clearance of 1 m anywhere in the
harbour or entrance channel. The straight lines in Fig-
ure 11 represent the conditions in the inner channel (exam-
ple equations derived in the above), the dotted vertical
line is the limit for the turning and mooring area (see
Figure 11, maximum Deg = 19 - 1 = 18 m) and the curved
lines represent the limiting conditions in the outer chan-
nel .
The latter are obtained from Figure 6. For example, taking
the S direction sector (169° to 191°), the wave angles
relative to a leaving ship travelling on the channel centre
line (111° to north, corresponding to 180° relative to the
ship) will be 122° to 100°. Considering the limiting wave
height of 2,5 m, the largest required depth for this wave
height in the S direction sector is 1,225 D (Figure 6).
With a channel depth of 24 m and 1 m underkeel clearance,
the allowable draught follows from 1,225 D = 24 - 1 or D =
18,7 m. This gives one point of the curve for S'ly waves
(see Figure 11).
It is clear from Figure 11 that a ship with D = 18,7 m
would be able to be in the port only when its equivalent
draught, Deq = 18 m or with a minimum tide of 0,7 m.
This brings out the interesting point that, with the
present channel depths, the inner channel forms a greater
limitation to large draught ships than the outer channel,
particularly for SE'ly waves (see Figure 11).
Example Applications

Example 1: Loaded carrier to leave port

Ship draught D = 17,0 m
Recorded wave direction j0 = 169°
Recorded representative wave height Hrep = 3,8 m
Tide level at time of manoeuvre Z0 0 m
Can this ship leave the port?
Determine Deg = D - Z0 = 17,0 - 0 = 17,0 m.
For S direction sector, Figure 11 yields Hrep/iim = 3,45 m.
Since this is 0,35 m less than the recorded value, the ship
cannot leave the port.
 RICHARDS BAY HARBOUR 2719

jq
_> — —
s *

" r - - _"""-_ -- —*'£,- --

.of. _. __! _ ______ - __
j V, 77 I ---V 8
—1 *>'—y—::._:: --'•,; --
J.ii. * •• —c_---
_ i _ __'/ *z__
•p ii _. «_: __vz-
5
—===* % \ r S . '. -/_/ " - --
&sr_-=- i:* —<"":":gs:z_
7 7 <,_ __
===== i: - : 2 -i-.ili - _-,-
-"•v^ i -___=L:::___i_.-_:-_- :.:_": _ »
_,_•-=- in -'-?»- ^ ,c -- -
r =
_ _ :' _ _ ,_ _ ' -s'. ' _____
r ^r^
i • __ , _ /.
>--*,'--- -i _ _ _
;___E "j _' ' ,_.__ - ,--5?
_t__ '5 _ Z...L -Z 4 - _ __ _ __ _--"_*
_t: —si:z::2_ r ~ * _,-_- __7S:
• --t:__::ii__:;
i -« ' ____•
/ s
._
_-•' ,--= ^ __:_,_*_r m
__'*_t__:*"3__:2i'"^''ii"'""';:" "'"i-i i_*~_-?'_£_==*' ~
_t;__ _.::_:_ ,,__-- ___=:;s___^:
~_ T-"/:--- = _ = s:'-y:-* - _---~"~: ~i,L"
?! _t;;i_:'f::_::,:::__;;" ::
ia.-_E__ ::_:;2;;__=:_:;:: _r
"_•" :; __
_ ~
»".: -E2 -7;:"^
A 5 :— _^ _
_?-_±___- _z ___ __ - _ _
is--3_.!:___:__:2: _::_ :^
_ Tt... _— __;:_; :;— _ _' _t_t :_ _ __ _-
_ _J2 __• _ : z : ____ ±± ±
"Z-!^ 7 _^_T" "" •
/.//,'"> /r
_
- 2 ;__ v ,_"" i"" •".. - j 4—#&•'
' - ' /' -X*\ / T^"'^
_^ v^--^3—^1
--ZC.-ZJ.-ZZ __ "" r^Ts-A
»__ _ __ _ _ \ ./.', .• 1 *
_-!_*
2 „ __v
-/ -v- _-
-- 3-.V-..'//f'
1— ^jA'/'/A '
/ /^ J_j~^ hi •]
-~ "_'__ "_ "" \rT?
=5 ik
,,_ _ ::_ ' V7'\v
__ __.."" ~ •""_"" —
_
~T -
2 - - __
,___ _^"~_ j__ ~_ _
« -C rt « (SI - O
(uiJWji'dWH'^H '1H0I3H 3AV« 3AllVlN3S3Ud3H ONIIIWH

Fig. 11 Allowable draughts during departure

2720 COASTAL ENGINEERING—1982

Example 2: Loaded carrier to leave port

Taking the same ship as in Example 1 and assuming that the
sea conditions remain the same, what is the minimum tide
required for the ship to leave?
For Hrep = 3,8 m, Deg = 16,4 m (Figure 11, S direction
sector).
Thus, Z0#min = 17,0 - 16,4 = 0,6 m.
Under these severe conditions this ship will thus have to
wait until a minimum tidal level of + 0,6 m CD is reached.
Practical Experience in Using the Manual
The "Richards Bay Harbour Port Operation Manual, Mark I"
has been in use since October 1981. Records of ships in
excess of 100 000 dwt which enter or leave the port under
fairly rough conditions are kept on special record sheets
provided to 'port control1. These records include informa-
tion on the ship, its loaded condition, recorded wave
direction and height during passage through the channel and
tide records. The calculated equivalent draught (Deg)
and the limiting wave height (Hrepriim) read from the
draught allowance diagrams and the decision taken are also
recorded on these sheets.
So far (August 1982), 97 departures and one entry of loaded
coal carriers between 101 600 dwt and 169 080 dwt have been
recorded on the special record sheets (maximum draught up
to 17,3 m). Of these there were six occasions on which
ships had to be held back, either for the high swell to
subside or until the tide level had increased. In one
case, the swell height was more than 1 m too high.
Future Improvement to the Manual
It is expected that the manual will be improved in two
ways, firstly, by improving the recording system of the
environmental data and, secondly, by improving the techni-
ques for determining maximum expected vertical motions.
Wave heights are already recorded on magnetic tape and it
is intended to replace the present graphic technique to
determine Hrep by a spectral analysis technique. Provi-
ded the response functions of the ships are known (these
will be determined from the prototype measurements), the
effect of wave period can then also be included. Since
ship motions are very dependent on wave direction, it is
also expected that an automatic wave direction recording
system will be used in the future.
The results of the present prototype measurements of ver-
tical ship motions and additional physical model tests will
be used to calibrate available mathematical ship motion
 RICHARDS BAY HARBOUR 2721

models. The final aim would be to replace the present

draught allowance diagrams by a simplified version of such
a model, which would predict the maximum expected vertical
motions for a given ship under various wave and tide con-
ditions.
CONCLUSIONS
The main cargo through Richards Bay harbour consists of
coal exports using bulk carriers up to about 170 000 dwt,
loaded to 17,1 m draught (in certain cases, 17,3 m was
allowed).
Experience with the operation of the port indicates that
the available stopping distance (6,1 km) is more than ade-
quate for ships, presently calling at Richards Bay, enter-
ing at 6 to 8 kn (3 to 4 m/s) although further data on
loaded design ships is still needed. Provided outer chan-
nel speeds of at least 7 to 8 kn (3,5 to 4 m/s), indicated
by the hydraulic model test, are maintained, there is no
serious problem in holding the ships in the 300 to 400 m
wide channel.
Ship motion research is aimed at determining the minimum
required dredging depths for ships up to 20 m draught
(about 250 000 dwt) and at developing guidelines to assist
in the safe operation of the port. The results of the pro-
totype measurements showed that the underkeel allowance of
7 m accepted in the original design is of the right order
of magnitude.
Because of the lack of sufficient direction coverage in
prototype data, the Port Operation Manual, Mark I, was
based on physical model tests with a 200 000 dwt and a
150 000 dwt model ship. Data on these test results were
used to draw up easy to apply draught allowance diagrams
which relate equivalent draught and limiting wave height
for various wave directions. These diagrams allow for a
minimum underkeel clearance of _1 m in the outer channel,
the inner channel and the turning/mooring areas. To apply
these diagrams to port operation, reliable data on wave
heights and directions, tide levels and channel depths must
be available.
The manual has been in use at Richards Bay port control
since October 1981 and has been found to be of great value
in assisting in the safe operation of the port.
The success of this project depended largely on the under-
standing and co-operation of the various disciplines in-
volved, namely, those of the harbour engineers (civil engi-
neering), the nautical staff and the research engineers
(civil and mechanical/naval engineering).
2722 COASTAL ENGINEERING—1982

Acknowledgement
The permission from the South African Transport Services to
publish this paper is gratefully acknowledged.

REFERENCES
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CSIR (1976). Manoeuvring tests with a 150 000 dwt model
ship in the recommended final Richards Bay harbour
entrance. CSIR Report C/SEA 7603, Stellenbosch.

CSIR (1979). Conditional allowance criteria for deeper

draught ships using Richards Bay harbour. CSIR Report
C/SEA 7906, Stellenbosch.
CSIR (1981). Richards Bay Harbour Port Operation Manual,
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HOPPE, K G (1972). Scale effects in manoeuvring tests with
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KOELe, L A and HOOFT, J P (1969). The behaviour of a
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LONGUET-HIGGINS, M S (1952). On the statistical
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MOES, J and VAN NIEKERK, M (1981). Refraction studies for
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VAN WYK, A C (1982). Wave induced motions in harbour
entrances: a field study. Proc. 18th International Coast.
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ZWAMBORN, J A and GRIEVE, G (1974). Wave attenuation
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