Professional Documents
Culture Documents
CONTENTS
OBJECTIVE............................................................................................................... 2
PORT....................................................................................................................... 2
PORT PLANNING ....................................................................................................... 2
PORT PLANNING AT THE NATIONAL LEVEL.................................................................... 3
National Port Policy ................................................................................................ 3
PORT PLANNING AT THE INDIVIDUAL PORT LEVEL (LOCAL LEVEL) ................................... 4
Port Development and Master Planning ..................................................................... 4
Long-Term Planning ............................................................................................... 5
Medium-Term Planning ........................................................................................... 5
PORT PLANNING AT THE TERMINAL LEVEL.................................................................... 6
Phases of Port Development .................................................................................... 6
FACTORS AFFECTING PORT PLANNING......................................................................... 6
TRAFFIC FORECAST & HINTERLAND............................................................................. 7
SITE / LOCATION RELATED FACTORS .......................................................................... 7
Wind.................................................................................................................... 7
Waves.................................................................................................................. 8
Tide ..................................................................................................................... 9
Draft (Draught) ....................................................................................................10
Harbour Layout ....................................................................................................11
CARGO & SHIP RELATED FACTORS .............................................................................14
Ship Features.......................................................................................................14
Ship Types...........................................................................................................14
Shipping Terminology............................................................................................14
Ship Length .........................................................................................................15
Ship Cross-section ................................................................................................15
Ship Movements ...................................................................................................16
Type of Ships depending upon the Cargo..................................................................16
Types of Terminals based on Cargo they handle ........................................................18
PORT STRUCTURES ..................................................................................................19
Classification........................................................................................................19
Port Components ..................................................................................................20
Breakwater ..........................................................................................................20
Wharf / Quay / Jetty .............................................................................................20
HYDRAUGRAPHIC SURVEYS AND CHARTS....................................................................20
FAQs ......................................................................................................................22
QUESTIONS ............................................................................................................23
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Port Planning & Development
OBJECTIVE
To provide basic information of Port Planning & Development so as to gain suitable
understanding regarding the topic of Port Planning.
PORT
A port is a facility for receiving ships and transferring cargo to and from them. They are
usually situated at the edge of an ocean or sea, river, or lake. The terms "port" and "seaport"
are used for ports that handle ocean-going vessels, and "river port" is used for facilities that
handle river traffic, such as barges and other shallow draft vessels.
PORT PLANNING
Effective port planning is essential to support the primary role of the port which is to
facilitate trade.
Good planning will ensure that the port has the appropriate infrastructure to meet trade
demands, that cargo can be moved efficiently between ship and shore, that the necessary
transport linkages are available to assist the movement of the various cargoes through the
transport chain, and that all this can be done in a sustainable, safe and efficient manner.
Planning for the Port has two distinct elements, namely, planning within and external to the
port boundary. There are also many aspects to port planning, including port facility, land use,
transport, heritage and buffer zone planning.
Within the port boundary it is essential that the ports major facilities, such as wharves,
jetties, shipping channels, land areas, internal road and rail connections, are planned in a
manner that supports trade growth within a sustainability context.
Externally, it is important that land uses around the port are compatible with port operations
and that there are good road and rail transport corridors that link with the port. The
transport corridors have to be designed to carry the forecast transport volumes, and need to
have compatible land uses around them which will not constrain their use.
Moreover, following things are to be kept in mind while carrying out Port Planning:
• Primary traffic forecasts
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Port Planning & Development
Port development can refer either to the creation of a new port or to the expansion of an
existing one, usually aimed at increasing its capacity or upgrading port operations. The issue
of port development is examined at three different levels:
PORT PLANNING
The competitive tendencies relate to the foreign trade of the country, foreign goods in
transit, and goods being transshipped: the international flows that evidence potential for
development as opposed to internal transports, which have more-or-less preset movement
patterns. These trade flows can be defined as follows:
• Foreign trade flows relate to the exports and imports of a country, and consequently,
have their origin or destination in that country.
• Goods in transit are those goods in international flow whose land transport leg uses the
territory of the country and one of its ports.
• Goods being transshipped, where both origin and destination are located outside the
country but both of whose transport modes are marine. Consequently, in this flow only
the specific ports of the country are used, not overland transport.
The latter two flows in general make up the target of the competition between ports in a
country.
Given that major ports constitute integral elements of the transport network of a country, it
is evident that some sort of framework for centralized coordination of port development
efforts is required at a national level. A significant service that such coordination would
produce refers to determination of the most suitable ports for attracting transit or
transshipment movement on a national level. This acquires particular significance nowadays,
where such cargo movement is conducted mainly in containers, and the corresponding port
installations are very costly.
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Port Planning & Development
In more general terms, the existence of a national port policy could broadly define the role of
each port in a country, so that in the context of the national economy, the available funding
can be employed as productively as possible. Depending on a country’s development and its
tendency for privatization, the allocation of roles to each port may be conducted in such a
manner as to permit a large percentage of these ports to be released from national
coordination and to undertake their own development.
The main quantity that may be affected by a suitably implemented national port policy lies in
international cargo flow. Consequently, the initial and basic step in formulating a country’s
port system includes the determination of those ports that will undertake to serve the flows
of foreign trade, transshipment, or transit. These flows operate more-or-less independently
of one another, and thus for simplification of the analysis, may be studied individually.
After each of the three independent international flows has been examined, the findings
should be pooled, to define the core of the country’s port system. Thus, the role of each port
that participates in international cargo flow will be specified and the basic cargo throughputs
can be determined. Considering these throughput values, and factoring in the national flows,
master plans can be drawn up for individual ports.
Apart from international cargo flow, other aspects of the overall port development study are
usually examined. Although these are not of primary significance in the formulation of the
core of a national port system, they do have a role in evaluation of the main subsystems and
in developing the final proposal. Such aspects include:
• Special bulk cargoes, such as coal, cement, petroleum products, grains
• Industrial ports
• Shipbuilding and ship repair
• Free zones
• Coastal shipping
• Passenger movement
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Port Planning & Development
Long-Term Planning
In the event that a national ports plan does not exist, the consultant should proceed with
drafting a master plan, after studying the following components of long-term planning:
1. The role of the port—in particular:
• The servicing of its inland area as regards foreign trade
• The support that the port may offer to the region’s commercial and industrial
development
• The attraction of transiting and transshipment traffic
2. The responsibility of the port for the construction of both port and land works. Frequently,
more than one agency becomes involved: for example, when a port area is serviced by a
railroad.
3. The land use in the area and the potential for expansion of the port. It is important that
there be general agreement between interested parties over the proposed expansions
and land use so that the resulting master plan meets with wide acceptance.
4. The policy for financing the port development, which may be formulated on the basis of
its own resources and/or through a state grant.
In general, in modern port development the basic requirement is for large expanses of land
to ensure productive operation of the individual terminals. Therefore, a careful examination
of point 3 assumes particular importance.
Medium-Term Planning
As stated, each port development scheme should be incorporated in the master plan and
should proceed to implementation following the results of an appropriate feasibility study.
The latter study should refer individually to each independent section of the overall
development proposal, such as a container terminal or a bulk cargo terminal. Thus, under a
positive but reduced yield from the overall proposal, the risk of concealment of a
nonproductive section is avoided. The drafting of a port development plan calls for the
conduct of the following special studies:
1. Analysis of the functionality of the port as regards the services offered in conjunction with
capacity
2. Designs, with budgets
3. Operational design, with budget
4. Financial and financing study
Moreover, since ports interact in many ways with the surrounding township, port master
planning should take into account, apart from strictly engineering issues, such aspects as
social, economic, and environmental constraints and should easily fit within the relevant
town and regional plans. This frequently calls for a compromise between the requirements of
the port and the local authorities.
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Port Planning & Development
Phase 1: Traditional General Cargo Flow. A port with break-bulk or packaged bulk cargo
terminals, such as for bagged grains or petroleum in barrels.
Phase 3: Unit Loads. Unit loads start being carried on conventional vessels in small
quantities in units such as palettes, containers, or packaged lumber. At the same time,
break-bulk cargo flows, particularly those of bulked breakbulk cargoes, start diminishing to
levels that require separation of cargo terminals for various cargo categories.
Phase 5: Specialized Terminal. With an increase in unit loads beyond certain levels,
specialized cargo terminals are created for handling containers, packaged lumber, and Ro-
Ro. The multipurpose terminal of phase 4 is converted into a specialized terminal, with the
addition of specialized cargo handling equipment. Break-bulk general cargo is reduced
further. It should be noted that in normal situations, the transition from phase 3 to Phase 5
should progress through phase 4, so as to provide an opportunity to the port to increase
unitized cargo traffic to volumes that will enable economically feasible development of a
specialized terminal in phase 5. Moreover, in the event that a port has entered phase 3 of its
development, care should be taken to avoid creating additional general cargo berths.
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Port Planning & Development
The western sea-board of India, on its north has the flourishing major port of Mumbai, the
major port of Kandla and Gujarat state ports in between. It is difficult to define the
boundaries of the port’s economic hinterland. For zoning of hinterland, generally a study for
alternative modes of transport, say a rail route distance study is made.
Geographically, say, for a port in south Gujarat, the hinterland extends from Rajasthan, to
Delhi, parts of UP and Madhya Pradesh, Haryana and Punjab. With port facilities on the coast
of south Gujarat, preferably an all weather deep draught port, some of the traffic originating
from central and southern Gujarat, Rajasthan, Madhya Pradesh, Haryana, Punjab and UP,
presently going to Kandla and Mumbai could be available at such a port.
Traffic forecasts should be made based on the available data of the growth rates, and the
known methods of forecasting. The traffic forecasting is very essential for efficient port
planning as it is necessary to provide sufficient port facilities for present and future traffic
that passes through the port. According to the Manual prepared by the United Nations
Conference on Trade and Development (UNCTAD) Secretariat, the main objectives of
forecasting are:
• To assess the kind and quantity of commodities that is likely to be generated in the
hinterland.
• To ascertain the extent to which cargoes could be transformed as maritime cargo, that
would pass through the port.
• To estimate the types of ships and their arrivals to lift the cargo.
Before instrumental meteorology, the speed of wind was estimated by its effects. In 1805,
Admiral Beaufort, of the British Navy, devised a scale of wind force, widely known after his
name. This scale has figures, 0 to 12, and higher numerals are indicative of higher speeds.
In common parlance, the descriptive phrases, “calm”, “slight breeze”, “strong breeze”, etc.
are being used. Table below gives the phrases along with the corresponding Beaufort scales.
Approximate velocities of winds are also given.
Description of
Beaufort No. Velocity (mph) Velocity (kmph)
Wind
Clam 0 1 1.6
Light 1 2 3.2
Slight Breeze 2 5 8
Gentle Breeze 3 10 16
Moderate Breeze 4 15 24
Fresh Breeze 5 21 34
Strong Breeze 6 27 43
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Port Planning & Development
Moderate Gale 7 35 56
Gale 8 42 67
Strong Gale 9 50 80
Whole Gale 10 59 95
Storm 11 68 110
Hurricane 12 Greater than 75 Greater than 120
Waves
When wind blows over water, it exerts a drag
on water surface, and water by virtue of its
fluidity gets disturbed, giving rise to waves.
Such waves are referred to as wind waves or
storm waves. They cause most of the damage
to the sea coast. There is another type of
waves created by earthquakes or other
tectonic disturbances on the sea bottom.
Referred to as tsunamis, they have caused
spectacular damages at times, “but
fortunately, major tsunamis do not occur
frequently”.
In the first three types, gravity is the major force acting and is called gravity waves. In the
last type, the important force is surface tension and these waves are necessarily of very
short length and of small height.
When local strong winds blow towards the shores, the waves generated will reach in nearly
the form in which they are generated. The waves, under these conditions, are steep, that is
the wavelength is 10 to 20 times the wave height. Such waves are called Seas.
When waves generated long distance away, they may travel through hundreds or even
thousands of miles of calm areas before reaching the shore. It means that waves decay and
short steep waves are eliminated, and only relatively long low waves reach the shore. Such
waves have length from 30 to more than 500 times the wave height, and are called Swell.
The figure below shows the Motion of a Particle in Deep Water Wave & Shallow Water Wave.
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Port Planning & Development
Tide
Standing on the shore we observe an unending train of
waves approaching and striking the shore. Apart from
undulations of the waves, it is observed that the
general water level rises and falls, approximately in a
period of twelve hours and twenty five minutes. This
rise and fall of the sea level is known as the
phenomenon of Tides.
Low Water refers to the lowest level of water in one oscillation. The phrases Low Water
Spring, Low Water Ordinary Spring Tide (LWOST), etc. refers to the lowest water level of the
corresponding tides at a given place.
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Port Planning & Development
movements of the water, generally horizontal, in the sea, due to the periodic forces. But
currents are the non-periodic movements of water, also generally horizontal, and some of
these may be permanent and others may be temporary. They may be due to different
temperatures or prevalent winds or other similar causes.
Tides with a period of about a day are called Diurnal Tides; those with a period of about half
a day are called Semi-diurnal Tides. Normally, the tides are semi-diurnal and the average
interval, between corresponding tides on successive days, is 24 hours 51 minutes. Some
tides are same as semidiurnal except high and low tide levels vary; these are called Semi-
diurnal mixed Tides.
Draft (Draught)
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Port Planning & Development
The draft (or draught) of a port is the vertical distance between the waterline and the
seabed. Draft determines the maximum size of ship or boat which can be safely navigated.
The draft of any port determines the size of vessel it can accommodate.
Harbour Layout
A harbour is a place where ships may shelter from the weather or are stored. Harbors can be
man-made or natural. A man-made harbor will have sea walls or breakwaters and may
require dredging. A natural harbor is surrounded on most sides by land.
Harbors and ports are often confused. A port is a man-made coastal or riverine facility where
boats and ships can load and unload. It may consist of quays, wharfs, jetties, piers and
slipways with cranes or ramps.
Various alternates are possible for the port construction and development. The table below
shows benefits of various alternates.
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Port Planning & Development
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Port Planning & Development
Features of Harbour
Main function of a harbour is to accommodation for vessels seeking repairs or the transfer of
cargo and provides safe and suitable refuge, supplies, refueling passengers.
In a harbour there are a variety of elements such as entrance approach channel, breakwater,
wharves, jetties, locks and dry docks, depending on the necessity of these. Such elements
can be of different types.
Approach Channel: Ideally, the depth of water naturally available in the entire harbour
area should be sufficient for navigation of design vessel at all the times. When such ideal
conditions do not prevail, a channel with sufficient depth and width must be dredged to
provide for a passage of ships between the harbour entrance and the docks. The alignment
and the dimensions of channel determined after considering factors involved in channel
design. The terminology, approach channel, is used for the dredged fairway through which
ships proceed from the open sea to the harbour basin. The portion of channel which lies
beyond the harbour entrance in the open sea is called an outer channel. The portion lying
between the harbour entrance and harbour basin is called inner channel. The inner channel is
protected from storms and waves by natural configurations or by breakwaters.
Turning Basin: It is the area required for maneuvering the ship when it goes to or leaves
the berth, so that a ship can leave head-on. The size of the turning basin primarily depends
on the design vessel. It should preferably be designed to have a ship turn under continuous
headway without help of a tug. This means that the turning basin should be large enough to
permit a free turning.
Sheltered Basin: It is the area protected by shore and breakwaters. In this basin are
located other elements of harbour including area for anchorage of vessels.
Locks and Locked Basin: Locked basin is an enclosed basin wherein a number of vessels
can be berthed and has an entrance which is controlled by lock gate(s). The water within
locked basin can be independent of outside water level changes.
Harbour Planning
The harbour area required depends on the number and size of ships to be accommodated at
one time in the harbour. It also depends on the length and width needed for movement of
ships to and from berths and the type of cargo being carried. The harbour should not, at the
same time, be too big to generate waves within.
In order that the harbour is useful for operating and dispatching ships, the water depth in the
entrance, approach channel and harbour basin should be sufficient even at the lower low
water spring tide. If, however, this type of working is either not required or if it amounts to
excessive capital and maintenance dredging a compromise condition for ship working has to
be thought of. Normally, then, the ships are planned to be navigated near high tide and the
berth basins are deepened to ensure floatation of ships at all stages of the tides.
Of great importance is the positioning i.e. locationing and alignment of various elements like
entrance, approach channel, turning basin, breakwater, wharves or jetties and docks
catering to the requirements of the vessels in order to ensure easy maneuverability and
adequate navigational facilities.
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Port Planning & Development
Ship Features
Harbour is meant for ships, and port is planned and equipped to handle ship cargo. As ships
have increased in size and also have become far more expensive, the harbour planning and
port equipment should aim at most expeditious handling of cargo. Shipping has enormously
expanded and harbours and ports have correspondingly gained in importance.
Ship Types
Trade-wise, a ship is a liner or a tramp. A ship travelling between definite ports and having
particular departure and arrival date is termed a liner. A ship designed to carry no specific
type of cargo and travels anywhere in the world is a cargo tramp, or simply a tramp.
Function-wise, a ship is a dry cargo vessel or a tanker. A tanker carries oil or other liquid in
bulk; oil being the most usual cargo. That carrying oil is termed oil tanker. Designwise, in dry
cargo ships, there are two broad classifications of General cargo vessel and Bulk carrier. The
first term, general cargo vessel, is self-explanatory. The bulk carrier is a vessel built to carry
cargoes such as ore, coal, clinker, grain and sugar in large quantities. That built to carry coal
is a collier; it is usually much smaller than the usual range of bulk carriers, being used
mainly for coastal trading.
Sometimes, a combination vessel is built. As for example an OBO, one built to carry Ore in
Bulk or Oil.
Lloyd’s Register of Shipping in World Fleet Statistics, gives information on World Fleet trading
commercially. Lloyd’s classify types of ships, depending on the functions, in:
1. Oil tankers
2. Liquefied gas carriers
3. Chemical tankers
4. Bulk/Oil carriers
5. Ore and bulk carriers
6. General cargo carriers
7. Container Ships
8. RO-RO Cargo Carriers
9. Refrigerated Cargo Carriers
10. Other Vessels
Shipping Terminology
Shipping has its phraseology which the port and harbour engineer has to know. Otherwise, it
creates confusion amongst non-maritime persons. The size of a ship is given in terms of its
gross registered tonnage, which is actually a measurement of internal space. The word
tonnage, thus, misleads those who are not acquainted with the shipping terminology.
Gross Registered Tonnage (GRT): It is the total measured internal cubic capacity of a ship
expressed in units of 2.83 cu. m. (or 100 cu. ft.). In 1967 the Tonnage Rules were
completely revised in an attempt to improve the safety of ships. But, a registered ton,
representing 100 cubic feet of volume was not changed even with the introduction of SI
units.
Net Registered Tonnage (NRT): It is the carrying capacity of a ship expressed in units of 2.83
cu. m. (or 100 cu. ft.). It is ascertained according to Government regulations and is the
space intended for revenue earning, It is arrived at by deducting from the gross internal
cubic capacity (i.e. GRT) the volume of crew living space, engine room, machinery, fuel and
provisions.
Deadweight Tonnage (DWT): It is the carrying capacity of a ship, by weight, in units of 1016
kg (2240 lb). It is the weight in units of 1.016 tonnes of cargo, stores, fuel, passengers, crew
and provisions carried by the ship when loaded to her maximum summer load line. It is the
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Port Planning & Development
difference between the displacement when loaded to the load line and displacement when
light.
Displacement Tonnage (DT): It is the actual weight of the ship in units of 1.016 tonnes. It is
the weight of water she displaces when afloat and may be either ‘loaded’ or ‘light’.
Displacement, loaded, is the weight, in units of 1.016 tonnes, of the ship and its contents
when fully loaded with cargo, to the plimsoll mark or the load line. Displacement, light, is the
weight, in units of 1.016 tonnes, of the ship without cargo, fuel and stores. When not
otherwise stated, displacement tonnage (DT) refers to displacement loaded.
Ship Length
Ship Cross-section
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Port Planning & Development
Ship Movements
Container ships are cargo ships that carry their entire load
in truck-size containers, in a technique called
containerization. They form a common means of commercial
intermodal freight transport. Informally known as "box
boats," they carry the majority of the world's dry cargo.
Most container ships are propelled by diesel engines, and
have crews of between 20 and 40 people. They generally
have a large accommodation block at the stern, directly
above the engine room.
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Port Planning & Development
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Port Planning & Development
open sea or through rivers and canals. They are also used to tow barges, disabled ships, or
other equipment like towboats.
LNG Terminal
The LNG receiving terminal receives liquefied natural gas
from special ships, stores the liquid in special storage
tanks, vaporises the LNG, and then delivers the natural gas
into a distribution pipeline. The receiving terminal is
designed to deliver a specified gas rate into a distribution
pipeline and to maintain a reserve capacity of LNG.
RO-RO Terminal
Roll-on/roll-off (RORO or ro-ro) terminal is designed to
transport wheeled cargo such as automobiles, trucks, semi-
trailer trucks, trailers or railroad cars. This is in contrast to
lo-lo (lift on-lift off), which use a crane to load and unload
cargo.
Oil Terminal
An Oil Terminal is an industrial facility for the storage of oil
and/or petrochemical products and from which these
products are usually transported to end users or further
storage facilities. An oil depot typically has tankage, either
above ground or underground, and gantries for the
discharge of products into road tankers or other vehicles
(such as barges) or pipelines. Oil Terminals are usually
situated close to oil refineries or in locations where marine
tankers containing products can discharge their cargo.
Some depots are attached to pipelines from which they
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Port Planning & Development
draw their supplies and depots can also be fed by rail, by barge and by road tanker
PORT STRUCTURES
Classification
Port Structures
On-shore
Protection Work Loading/Unloading
Structures
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Port Planning & Development
Port Components
Breakwater
Container Staking Area
Tug Boat
Quay wall
Gantry Crane
Ship
Wharf Wall Jetty
Breakwater
Breakwaters, also called bulkheads, reduce the intensity of
wave action in inshore waters and thereby reduce coastal
erosion. They are constructed some distance away from the
coast or built with one end linked to the coast. The
breakwaters may be small structures, placed one to three
hundred feet offshore in relatively shallow water, designed to
protect a gently sloping beach. Breakwaters may be either
fixed or floating; the choice depends on normal water depth
and tidal range.
In mariner’s language, the phrase sea mile, or nautical mile, is often used. The sea mile is
defined as being the length of an arc on the earth that subtends a minute of latitude at the
centre. It is, therefore, intimately connected with the radius of curvature in the meridian. A
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Port Planning & Development
sea mile is least on the equator and greatest at the poles. The Admiralty had standardized it
at 6080 feet. Now, in metric units, the International Nautical Mile equals 1852 metres.
The surface of the earth is spheroidal and the measurements and observations are to be
recorded on a flat sheet of paper. This cannot be done without introducing some degree of
distortion. But, the distortion can be limited and controlled by the choice of the projection
formula which is used to effect the conversion. A projection is simply a means of
representing the earth’s spheroidal surface on a plane. Numerous types of projections have
been devised, each with a particular purpose in view, but the two most useful in navigation
are the Mercator and the Gnomonic. A third, Polyconic, is used for large scale charts.
Gerhard Kramer (Mercator) published his well-known world map in 1569, on the projection
which bears his name. His was the first real attempt to base a map on a mathematical
projection. In it meridians and parallels are represented by straight parallel lines intersecting
one another at right angles. The meridians being equally spaced on this form of projection,
the intervals between the parallels of latitude are increased proportionately, varying with the
secant of the latitude, to compensate for the actual convergence of the meridians on the
earth.
The gnomonic is a perspective projection upon a tangent plane, the projecting lines radiating
from the centre of the sphere. Obviously, only small areas can be represented on this
projection. But, what is of special value to seamen is that any line of sight, or a part of great
circle, is represented by a straight line on this projection. Thus all plotted bearings, either
visual or radio, are straight lines, and by it a mariner can readily determine the shortest
route between any two points.
In a harbour survey, which has a limited area, the surface of the earth, for all practical
purposes, is a plane surface. For an area, with about 20 km radius from a point, the errors
introduced by assuming earth to be flat will be less than those of measurement of angles and
distances. The chart so prepared can be considered as a small scale gnomonic chart.
In the Polyconic projection each parallel is constructed with radius as though it were the
standard parallel of a simple conical projection, but with different centres, so that the
distances apart of the parallel, where they cut the central meridian, are correctly
represented. Each parallel is then correctly divided into units of longitude. The meridians
project as curves. The scale along the central meridian only is correct. This projection is used
by the U.S. Coast and Geodetic Survey. In slightly modified forms, in which the meridians
project as straight lines, the polyconic projection is used for 1:1 million scale International
Maps and for most large scale Admiralty Charts.
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Port Planning & Development
FAQs
1. What is Port?
A port is a facility for receiving ships and transferring cargo to and from them. They are
usually situated at the edge of an ocean or sea, river, or lake.
5. Which are the types of terminals depending upon the cargo they handle?
1. Container Terminal
2. Dry Bulk Terminal
3. Break Bulk Terminal
4. RO-RO Terminal
5. LNG Terminal
6. Oil / Liquid Terminal
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QUESTIONS
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