Lecture 9 (Water Transport).pptx
- 1. CE 391: TRANSPORTATION ENGINEERING Water Transport By Sumaiya Afrose Suma 1
- 2. Introduction to Water Transport ◗ Water transport can be broadly divided into two groups- ◗ Inland water transport (IWT) ◗ Shipping ◗ Shipping, in turn, can again be divided into two categories Coastal shipping and Overseas shipping. ◗ IWT includes natural modes as navigable rivers and artificial modes such as canals. IWT, including rivers and canals, represents an important, alternative and environmentally friendly way of transporting goods and passengers. 2
- 3. Advantages of Water Transport ◗ Cheapest traffic means ◗ Possesses high load carrying capacity ◗ Requires cheap motor powers than for airplanes ◗ Does not require any specialinfrastructure like roads, and airports ◗ Environmental 3
- 4. Disadvantages of Water Transport ◗ Slow in speed ◗ More chances of attack on boat sailing through ◗ Only can be used when sufficient water is available ◗ Does not work well in water bodies with high drafts (e.g. near waterfalls) ◗ Highly weather susceptible 4
- 5. Criteria to Ensure an Efficient Water Transport ◗ Navigability ◗ Well-planned loading and unloading points ◗ Efficient terminals 5
- 6. IWT Status in Bangladesh ◗ The inland waterways have played an important role in the transport system of our sub-continent since ancient times. ◗ However, in recent times the importance of this mode of transport has declined considerably with the expansion of road and rail transport. ◗ In addition, diversion of river water for irrigation has also reduced the importance of inland water transport. The decline is also due to accumulation of silt in rivers and failure to modernize the fleet to suit local conditions. 6
- 7. IWT Status in Bangladesh ◗ Bangladesh has about 24,000 km of rivers, streams and canals that together cover about 7% of the country's surface. Most part of the country is linked by a complex network of waterways which reaches its extensive size in the monsoon period. ◗ Out of 24,000 km of rivers, streams and canals only about 5,968 km is navigable by mechanized vessels during monsoon period which shrinks to about 3,865km during dry period. ◗ The IWT sector carries over 50% of all arterial freight traffic and one quarter of all passenger traffic. 7
- 8. IWT Status in Bangladesh Length of inland waterways 24,000 km Length of navigable waterways Monsoon Dry season 5968 km 3865 km Least available depth range 3.90 m to 1.50 m Annual water discharge (Source: BWDB) 1400 billion cubic meter Annual quantum of silt (Source: BWDB) 2.5 billion tons No. of passenger carried (In year) 87.80 million Quantum of cargo carried (In year) 0.58 million ton 8
- 9. IWT Status in Bangladesh Name of Route Minimu m Depth Length of Route and Percenta ge Minimum Vertical Clearanc e Minimum Horizonta l Clearanc e Class-I 3.66m 683km (11.39 %) 18.30m 76.22m Class-II 2.13m 1027k m (17.13 %) 12.20m 76.22m Class-III 1.52m 1885k m (31.44 %) 7.62m 30.48m Class-IV Less than 1.52m 2400km (40.04%) 5.00m 20.00m 9
- 10. Waterways in Dhaka The Buriganga River, the Turag River, the Balu River, and the Sitalakhya River together, encircle all of Dhaka City. They also serve nearby areas that are in the process of being developed and are most likely to experience significant development in the future. At one time, there were also a number of open water canals and inland lakes throughout Dhaka. However, many of these canals and lakes have been filled-in or blocked. 10
- 11. Waterways in Dhaka Buriganga River that borders on the southern edge of the old city area • At one level such activity consists of innumerable small boats (human powered) that ferry people and goods across the river between the old city area and the southern bank of the river. • At another level, there are a many large passenger launches that transport people to distant locations outside the Dhaka area normally as overnight travel and primarily to locations south of Dhaka. • At a third level, there are a variety of river craft that transport goods and materials to and within the Dhaka area. 11
- 12. Waterways in Dhaka Sadarghat on the bank of Buriganga River is the main river port in Dhaka. The main terminal at Sadarghat, which has berthing capacity for 40 vessels, serves an average of 100 arrivals and 100 departures each day. There are also a number of other terminals and landing stations, some formal, others less so, in this same area. These terminals are located in a congested area of the Old City. Approach roads are narrow and road traffic moves very slowly because portions of the roads are occupied by traders and parked vehicles. Turag River and Balu River have moderate level of activity.. 12
- 13. ◗ Concept of a Circular Waterways System Increased emphasis is given to the development and use of water transport as a means to serve passenger and freight transport needs. The plan envisions a network of landing stations positioned along the Buriganga, Turag, and Balu Rivers providing passenger and freight access to a variety of water-borne transport vehicles. In addition to the landing stations, land based transport services to and from the landing stations are required. Also required, is a major dredging effort, in some areas, in order to establish and maintain sufficient depth for navigational purposes. Waterways in Dhaka 13
- 14. ◗ Information from the BIWTA regarding the existing Circular Waterway i. a substantial level of existing (2001) passenger and freight volume already using the western section of the Circular Waterway between Ashulia and Sadarghat, and a substantial increase is projected for the future target years (2010 & 2020). ii. The data also indicates that the most important landing station with respect to passengers is Swarighat, accounting for approximately 38% of all passengers, while the four designated major landing stations (Swarighat, Amin Bazar, Gabtali, and Ashulia), together account for approximately 95% of all of the freight traffic. Waterways in Dhaka 14
- 15. ◗ Information from the BIWTA regarding the existing Circular Waterway An initial study to evaluate the feasibility of such a concept was completed in 2001, for the western section of the Circular Waterway (Ashulia to Sadarghat). The feasibility study included • hydrographic surveys • soil investigations • landing station locations and designs, and • projected levels of passenger and freight use Waterways in Dhaka 15
- 16. ◗ Information from the BIWTA regarding the existing Circular Waterway Since the completion of the feasibility study, BIWTA has proceeded with the implementation of the recommendations for the western section of the Circular Waterways System, including dredging and construction of landing stations. Waterways in Dhaka 16
- 17. ◗ Information from the BIWTA regarding the existing Circular Waterway • Cost information, associated with the implementation of landing stations in the western section, indicates that the total cost to construct the four major landing stations is Tk 2.5 crore ($416,000) or an average of Tk 6.25 million ($104,000) per major landing station. Similar information for the four minor landing stations is a total cost of Tk 1.5 crore ($250,000) or an average of Tk 3.75 million ($63,000) per minor landing station. • The cost of constructing one of the other landing stations (concrete steps and toll office is Tk 12 lakhs ($20,000) per location. Waterways in Dhaka 17
- 18. ◗ Information from the BIWTA regarding the existing Circular Waterway • BIWTA has initiated another feasibility study for the eastern section of the Circular Waterways System (Ashulia to Demra), including waterway linkages to some of the existing canals. • Implementation of the Circular Waterway system from Ashulia to Kachpur through Tongi over a five year period (2004-2009) is Tk 147 crore ($25 million). This includes provision for 15 landing stations plus improvements at Tongi River Port and redevelopment of three canals. • Local Government Engineering Department and Dhaka City Corporation, both with responsibility for the construction of 15 roads connecting to the landing stations. The estimated cost of the project has been increased to Tk 294 crore ($49 million) with anticipated financing to include 30% from the Government of Bangladesh and 70% from donor agencies. Waterways in Dhaka 18
- 19. Water Bus ◗ Waterbus • Capacity>12 • Multiple stops along/across rivers/canals • Fixed route and schedule • Mostly caters to commuter traffic ◗ Water taxi • Similar to regular taxi, operates in water ◗ Ferry • Shuttles across rivers 19
- 20. Water Bus ◗ Vaporetto: Venetian Water bus • Mainly serves tourists since Venice’s # economic sector is tourism • Good connection with station, airport and port ◗ Thailand Water bus • Large vessels with quick boarding facilities • Popular both among tourists and commuters Some successful case studies: 20
- 21. Water Bus ◗ Boston Water taxi • 4 competing companies • On-call services • Very popular for travel to and from airport, complemented by free shuttle to and from airport • Fare higher than surface transport but travel time is much shorter Some successful case studies: 21
- 22. Water Bus ◗ Good coverage ◗ Frequent service ◗ Good intermodal connectivity to and from the marine stations, including public bus stops near stations, more bus routes with good frequency, and more parking spaces for private cars (in developed countries). ◗ Affordable fares (fare elasticity is very high) ◗ Better facilities at stations, including better shading and air-conditioned waiting locations, toilets, and washrooms ◗ Passenger information Features of successful waterbus services 22
- 23. Water Bus ◗ The water bus services with a capacity of carrying 35 passengers every trip from Gabtoli to Sadarghat after a pause of one and half hours. The fare for 16 km journey from Sadarghat to Gabtoli was fixed at Tk 30. ◗ The buses scheduled to carry passengers from 7:00 am to 6:00pm would take 30 minutes. ◗ The companies would add 10 water buses on the Turag-Buriganga route. Water bus in Dhaka 23
- 24. Water Bus ◗ In reality however, the trips take 1hr 15 mins. Moreover, the landing station of Gabtoli was far away from the bus station. The service has very low frequency. Though a vessel is supposed to be leave either station every 90 minutes, though the actual waiting time often crosses the 120- minute mark. There are no information centres at the two landing stations, and passengers are often seen leaving the stations in the absence of any official. The design of vessel does not allow simultaneous boarding and alighting (as the waterbuses in other countries). Significantly, BIWTC, which introduced the waterbus service, is yet to recruit necessary hands. Till now the two launches — MV Turag and MV Buriganga — are operating with masters (drivers) hired from BIWTA. Senior BWITC officials are also helping out. Water bus in Dhaka 24
- 25. Water Bus ◗ With inadequate hands on board, both vessels have had a brush with mishaps within the first five days. While MV Buriganga was slightly damaged on the second day of operation due to lack of experienced masters, sources said MV Turag was seriously damaged while anchoring at Sadarghat station. ◗ Last but not the least, the waterbus service does not have a good intermodal connection and passengers who have destinations in the city center still have to experience severe traffic congestion to get from the waterbus terminal to the city center. ◗ It is apprehended that passengers would abandon the service if the state of affairs drag on for long. Water bus in Dhaka 25
- 26. Design of Water Terminals ◗ River port or marine terminal provide facilities for transshipment of ships’ cargo and of cargo transported to and from inland locations by rail, road, internal waterway and pipeline o Ships need to be safely accommodated o Efficient handling of cargo between ship and shore o Storage of cargo (rate of transshipment > arrival and removal of cargo inland) • Older port->slower handling-> larger warehouses • Newer port-> conveyor belt, faster trucks, General Considerations 26
- 27. Design of Water Terminals ◗ Extreme high water causing flooding of quays and disruptions in cargo handling ◗ Extreme low water causing ships to leave berths or not to enter port ◗ Extreme wind conditions causing i. Interruption of cargo handling operations ii. Ships to leave berths or not to come alongside berths iii. Damage to buildings Major design parameters 27
- 28. Design of Water Terminals ◗ Extreme currents causing i. Damage to breakwater ii. Interruption of cargo handling iii. Ships to leave berths or not to come near berths iv. Siltation Major design parameters 28
- 29. Design ◗ Number of Berths: Poisson arrival time i. Queuing theory: exponential service time 29
- 30. Design ◗ Size of Storage Facility General cargo storage requirements for new ports are difficult to determine; the mix of numerous cargo units, which have different stowage factors (volume-to-weight ratios), is uncertain, the average storage time is uncertain and the short term, peak throughputs are difficult to relate to average throughput. For existing ports these important parameters should be well known, which makes determination of storage requirements for extensions much more reliable than for new ports. 30
- 31. Design ◗ Size of Storage Facility The required storage area is proportional to the throughput during the period of time in question, the weighted average stowage factor for the forecast cargo mix, and the average storage time. It is inversely proportional to the average stacking height, the length of the period of time in question, and the fraction of the total area that is actually used for storage and not for operating equipment or for giving access to cargo. 31
- 32. Design ◗ Size of Storage Facility To accommodate above-average throughput, stowage factor and storage time, as well as below-average stacking height, one or more correction factors have to be employed. Reliable values for such factors are only available in existing ports, where relevant data are properly collected processed. Storage facilities, which are meant to serve one berth only, should be sufficiently large to hold cargo left by ships which have departed, plus the cargo to be unloaded from the ship presently alongside that is not directly unloaded to land transport. 32