Navigational Channel Design – Ship characteristics,

design approach; environmental site conditions –

water depth, water levels, winds, waves, currents,
visibility; Design methods – channel depth, channel
width, basins and maneuvering areas, side slopes,
simulation models, aids to navigation; tanker
properties, computation of vessel squat, wave
response, steady state and wave conditions; Problem
session.
Navigation Channel Design
Ship characteristics (channel design)  length, beam, draft and displacement

Design Approach
i. Identify design vessel  basis of overall economic interest of the port.
ii. Environmental site condition  water depth, tide, current, wave and
wind conditions having direct impact on maneuverability of moving vessel.
iii. Establish vessel speeds, tug assistance and other maneuvering
procedures.
iv. Estimate required channel depth and width requirements.
v. Confirm channel dimensions with ship simulation model.
vi. Determine requirements for navigational aids.
vii. Develop channel quantities, dredging costs and environmental
feasibility.
Environmental Site Conditions
Design and operation of navigation channels  water depth, bathymetry, water
levels, winds, waves, currents, visibility, salinity, sedimentation and dredging
requirements.
• Water depths  preferably on deeper waters to minimize initial and long-term
dredging requirements  avoid channel bends which are too sharp – difficult
navigation conditions.
• Water levels  astronomical tides, river flood levels. Datum levels used in USA
 mean higher high water (MHHW), mean high water (MHW), mean sea level
(MSL), National Geodetic Vertical Datum (NGVD), mean low water (MLW),
mean lower low water (MLLW)  Tidal datum levels: NOAA – National Ocean
Service (NOS) also available from www.co-ops.nos.noaa.gov (tidal sheets).
• Winds  have a large bearing on ship maneuvering characteristics. Available
through wind rose diagrams for site specific locations – also from climatologies.
• Waves affect channel depth and width – wave statistics available for most
regions of the world (http://www.incois.gov.in  WAM-4G, SWAN;
http://www.ncmrwf.gov.in  WWIII).

• Currents – considerable impact on channel design. May be tidal origin, result

of river flow (or) both. Hydrodynamic models like POM, BOM, CH3D etc.

• Visibility – inhibits safe navigation. Limited by fog affecting visibility.

The width of navigational channels is very important for navigational
safety and is calculated considering ship parameters and environmental
conditions (Alderton 2011; Boffeyet al. 1979; BS 6349-1:2000; BS 6349-
4:2000; Cho, Perakis 1996; Hsu, Hsieh 2007;Paulauskas 2011;
Paulauskas, V., Paulauskas, D. 2009,2013; Recommendations of the
Committee,2010).
To calculate and evaluate the width of navigational channels, certain
standards and recommendations such as BS - British Standard: BS 6349-
1:2000; BS6349-4:2000, PIANC - Permanent International Association of
Navigational Conferences: PIANC 1997, etc. are used. Under ideal
conditions, the width of navigational channels is constructed on the basis
of experimental results received from calculations and simulations of real
ships.
Theoretical basis for the width of navigational channels and
calculation of risk assessment:
Channel width can be analyzed in two ways:

(i) Referring to the classical theory about the determination of channel width
using ship kinematic parameters obtained under natural conditions,
calculation methods and simulator support (BS 6349-1:2000; BS 6349-
4:2000; Demirci 2003; Hayuthet al. 1994; Hensen1999; Paulauskas 2011;
Recommendations of the Committee,2010; Thiers, Janssens
1998;Zalewski, Montewka 2007).

(ii) Considering PIANC or other recommendations for similar conditions

(PIANC 1997; Recommendations of the Committee,2010).
 Drift angle of a big ship (L = 290 m) proceeding
inside the channel from the harbor encountering a
wind speed of 14 m/s from different directions and
currents.

Drift angle of a big ship (L = 290 m) proceeding inside

the channel to the harbor encountering a wind speed
of 14 m/s from different directions and currents.
Selection of Deeper Drafted Location for Future Port Operation:
There was a need to identify a suitable location to operate the port facilities at a significant
deeper draft for quite a significant time.

While identifying the probable location, the prime importance cum weightage was given on
the following points:

• Natural depth available

• Trend of self-maintenance of the depth in the area
• Distance of the approach channel
• Dredging requirement (both capital and maintenance)
• Available draft (with and without tide)
• Rail/road connectivity
• Cost.
Design Methods
Number of International Channel design standards are available – U.S Army Corps of
Engineers (1983); National Ports Council (NPC, 1985); Permanent International Association
of Navigation Congress (PIANC, 1980); U.S Navy (1981).
Channel Depth
Required channel depth relative to reference water level  depends on (i) loaded vessel
draft (including trim), (ii) squat, (iii) wave induced motions, (iv) safety clearance, and (v)
dredging tolerance.
I. Loaded draft  vessel draft vary according to vessel loading ranging from
fully loaded to lightly loaded condition

II.Squat  depends on (i) position of vessel’s keel relative to channel bottom

will lower with vessel speed. This phenomena is known as ‘squat’; (ii)
increased water velocities flowing past a ship hull produce localized
lowering of water surface, (iii) squat is a function of vessel speed, channel
width and depth, and vessel dimension.
 Factors attributing to Squat:

I. Squat increase with square of forward speed.

II. Squat increases as under-keel clearance is reduced.

III. Squat is larger for width constricted channels than for open areas.

IV. Wide beamed vessels tend to trim down by the bow and narrow beamed
vessels tend to trim down by the stern.
PIANC (1997) formula for the estimation of squat (in meters):
2
𝛻𝛻 𝐹𝐹𝑛𝑛𝑛𝑛
𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑚𝑚 = 2.4 2
𝐿𝐿𝑝𝑝𝑝𝑝 2
1 − 𝐹𝐹𝑛𝑛𝑛𝑛

In this formula, 𝛻𝛻 is the volume displacement (in m3)

𝛻𝛻 = 𝐶𝐶𝐵𝐵 𝐿𝐿𝑝𝑝𝑝𝑝 𝐵𝐵𝐵𝐵

𝐶𝐶𝐵𝐵  Block coefficient (ratio of underwater volume of ship to volume of

rectangular block having length, breadth and draught of the ship; 𝐶𝐶𝐵𝐵 =
𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣 𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣
=
𝐿𝐿×𝐵𝐵×𝐻𝐻 𝐿𝐿×𝑚𝑚𝑚𝑚𝑚𝑚−𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎
𝐿𝐿𝑝𝑝𝑝𝑝  Length of ship between perpendiculars
𝐵𝐵  Ship beam
𝑇𝑇  Ship draft
𝐹𝐹𝑛𝑛𝑛𝑛  Froude depth number
𝑉𝑉
Froude number = (where, 𝑉𝑉 is the characteristic velocity, and 𝑐𝑐 is the wave
𝑐𝑐
𝑉𝑉
propagation velocity). In ship hydrodynamics, 𝐹𝐹𝑟𝑟 = (where, 𝑉𝑉 is the ship
𝑔𝑔𝑔𝑔
velocity, 𝑔𝑔 is acceleration due to gravity, and 𝐿𝐿 is the length of ship.
I. Wave Induced Motions

Wave response of the vessel  estimated from six degrees of freedom of ship
motion model.
Model accounts for forward ship motion and shallow water effects.

Frequency domain computation used to compute the vessel motion in wave

spectra.

Maximum vertical bow motion are computed using the Gaussian distribution:

2
−𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚
𝑃𝑃 𝑧𝑧 > 𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚 = 𝑒𝑒 2𝑚𝑚0 ; 𝑚𝑚0 = � 𝑆𝑆𝑧𝑧 𝜔𝜔 𝑑𝑑𝑑𝑑
𝑃𝑃 𝑧𝑧 > 𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚 denotes the probability that 𝑧𝑧 exceeds 𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚 (𝑧𝑧 is the vertical
motion amplitude); 𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚 is the approximate value of maximum vertical motion
amplitude; 𝑚𝑚0 is the zeroth order spectral moment of vertical motion
amplitude.

𝑆𝑆𝑧𝑧 𝜔𝜔 is the vertical motion spectrum. Probability of exceedance used to

estimate the maximum vertical bow motion is 1/100 (or) 1%.

Computation using this method can be used to determine the maximum vertical
wave motion at bow of the vessel transiting navigation channel under varied
sea conditions.
I. Safety clearance

Distance between lowest calculated position of vessel’s hull and the channel
bottom.

For channel beds consisting of soft materials  safety clearance of 0.6 m

(2 feet) is used.

Allowance is increased to 1.2 m (4 feet) for hard rock (or) clay bottoms.

II. Dredging tolerance

Additional (1 – 2 feet) beyond design dredge depth is provided as dredging
pay item.
Channel Width
Straight channel  minimum width depends on the size and maneuverability
of navigating vessel, type of channel bank, effect of other vessels in the
channel, effect of winds and currents.

Width criteria  three zones: (i) maneuvering lane, (ii) ship clearance lane,
(iii) bank clearance.

Channel width design  (i) vessel speed, (ii) cross-winds and currents, (iii)
longitudinal currents, (iv) significant wave height & wave length, (v) aids to
navigation, (vi) bottom surface, (vii) depth of waterway.
PIANC methodology for determination of channel width (for one way
channel):
𝑛𝑛

𝑊𝑊 = 𝑊𝑊𝐵𝐵𝐵𝐵 + � 𝑊𝑊𝑖𝑖 + 𝑊𝑊𝐵𝐵𝐵𝐵 + 𝑊𝑊𝐵𝐵𝐵𝐵

𝑖𝑖=1
For a two-way channel, the formula is:
𝑛𝑛

𝑊𝑊 = 2𝑊𝑊𝐵𝐵𝐵𝐵 + 2 � 𝑊𝑊𝑖𝑖 + 𝑊𝑊𝐵𝐵𝐵𝐵 + 𝑊𝑊𝐵𝐵𝐵𝐵 + 𝑊𝑊𝑝𝑝

𝑖𝑖=1
𝑊𝑊𝐵𝐵𝐵𝐵  Bank clearance on red side of the channel.
𝑊𝑊𝐵𝐵𝐵𝐵  Bank clearance on green side of the channel.
𝑊𝑊𝑝𝑝  Passing distance.
𝑊𝑊𝑖𝑖  Additional width requirement to allow effects of wind, current, etc.
𝑊𝑊𝐵𝐵𝐵𝐵  Basic maneuvering width.
Bends
Minimum channel width will be larger in bend compared to a straight channel.

Ship maneuverability Basic maneuvering lane (𝑊𝑊𝐵𝐵𝐵𝐵 )

Good 1.3 B
Moderate 1.5 B
Poor 1.8 B

Factors in which vessels can negotiate a bend depends on: bend radius,
vessel length, vessel velocity and bend deflection angle.
Minimum bend radius  8L to 10L
Side Slopes
• Dredging creates side slopes at edges of the channel area.
• Economical to have steep side slope.
• Depends on the soil characteristics.
• Most non-cohesive soils do not stand for slope > 45º
• Cohesive soils  best area to maintain the navigation channel.
• Normally cohesive soils maintain the slopes of 1:3 for about 6 months 
flattens to 1:10 (2 years) and reach equilibrium of 1:30 to 1:60 (~ 20 years)
Typical side-slopes below water level for various soil types

Soil type Side slope Soil type Side slope

(vertical : (vertical :
horizontal) horizontal)
Rock Nearly vertical Coarse sand 1:3

Stiff clay 1:1 Fine sand 1:5

Firm clay 1 : 1.5 Mud & silt 1 : 8 up to 1 : 60

Sandy clay 1:2

Aids to Navigation
Markers & Signals are used to aid safe navigation in channels. Standard aids
of navigation includes:
i. Beacons – lighted aids placed on pile supported foundations used to mark
channel boundaries, turns and hazard areas – used in relatively shallow
water depths.
ii. Buoys – aids to mark the channel boundaries, turns and hazard areas held by
chains/anchor moorings.
iii.Ranges – fixed structures aligned with straight section of channel used by
pilots to determine the position of vessel in a channel.
iv.Major lights – high intensity light placed on high elevation towers which
can be seen from far distance.
v. Sea buoys – marking ocean entrance to channel (large buoys)
 Another formula to compute the Vessel Squat:
Eryuzlu & Hausser (1978) proposed a formula to compute vessel squat based
on the h/T ratio from 1.08 to 2.78 (tankers) travelling in channel of
unrestricted width.
0.27 1.8
𝑇𝑇 𝑉𝑉
𝑆𝑆𝑚𝑚𝑚𝑚𝑚𝑚 = 0.113𝐵𝐵
ℎ 𝑔𝑔𝑔
𝑉𝑉  Vessel velocity
𝑇𝑇  Static draft
ℎ  Chartered depth
𝐵𝐵  Vessel beam
Problem Session
Problem -I

A tanker with a draft of 36.5 feet and beam of 89 feet enters

a harbor entrance channel at a speed of 10 knots relative to
channel velocity. Harbor entrance channel has a width of
800 feet and depth of 41 feet. Assume the ship is in center of
channel and is the only ship in the channel. Find the squat in
feet?
Solution:
Amount of squat depends on:

i. Speed of vessel through water

ii.Distance between keel and bottom
iii.Trim of the vessel
iv.Cross-sectional area of the channel
v.Presence of other vessels passing by in the channel
vi.Location of vessel relative to channel center line
The following procedure can be used to estimate the squat (in feet)
using Sogreah limiting curve:
𝐴𝐴 𝐷𝐷𝐷𝐷
𝑆𝑆 = =
𝑊𝑊ℎ 𝑊𝑊ℎ
𝑆𝑆  Ratio of underwater mid-ship cross-section to the channel
cross-section.
As per the given data, ℎ = 41 feet; 𝑊𝑊 = 800 feet; 𝐷𝐷 = 36.5 feet; 𝐵𝐵 =
89 feet; and 𝑉𝑉 = 10 knots
(36.5)×(89)
Therefore, 𝑆𝑆 = = 0.099
(800×41)
 From the Figure (1), for 𝑆𝑆 = 0.099, the corresponding value of Froude
𝑉𝑉𝐿𝐿
number (𝐹𝐹𝑟𝑟 ) which is equivalent to 𝐹𝐹𝑟𝑟 = is having a value of 0.63
𝑔𝑔𝑔
and the term 𝑉𝑉𝐿𝐿 is the theoretical limiting speed (in feet/second).
𝑉𝑉𝐿𝐿
𝐹𝐹𝑟𝑟 = = 0.63  𝑉𝑉𝐿𝐿 = 𝐹𝐹𝑟𝑟 𝑔𝑔𝑔 = 0.63 32.2 × 41 (1 knot = 1.688
𝑔𝑔𝑔
feet/sec)
𝑉𝑉𝐿𝐿 = 22.8 feet/sec
As per the given data, the value of 𝑉𝑉 = 10 knots = (10 × 1.688) =
16.88 feet/sec
𝑉𝑉 ℎ
= 16.88/22.8 = 0.74; = 41/36.5 = 1.123
𝑉𝑉𝐿𝐿 𝐷𝐷
 𝑉𝑉 ℎ
From figure (2), for the value of = 0.74 and =
𝑉𝑉𝐿𝐿 𝐷𝐷
𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚
1.123 the corresponding value of = 0.062
ℎ
𝑊𝑊
𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚 = 0.062 ℎ = 0.062 × 41 = 2.542 (for = 6)
𝐵𝐵
According to the given data in the problem, the value
𝑊𝑊
of = 800/89 = 8.99
𝐵𝐵
 𝑊𝑊 ℎ
From figure (3) for = 8.99 & = 1.123 the value of
𝐵𝐵 𝐷𝐷
∆𝑧𝑧
= +7.0%
𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚
∆𝑧𝑧 = +(7.0%) (𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚 ) = +(7.0/100) × (2.542)
∆𝑧𝑧 = +0.178
Squat (𝑧𝑧) = 𝑧𝑧𝑚𝑚𝑚𝑚𝑚𝑚 + ∆𝑧𝑧 = 2.542 + 0.178 = 2.72 feet
Currents in Navigation Channel
Entrance width should be adequate to reduce currents to acceptable
values. Maximum allowable currents in entrance channel is a
function of ship type (or) ships to be accommodated. Under
exceptional condition current exceeds 4 knots.
If the entrance is not constrictive, and the basin is relatively short
and deep:
𝑙𝑙𝑏𝑏
≤ 0.05
𝑔𝑔𝑔𝑔𝑇𝑇
In this formula, 𝑙𝑙𝑏𝑏 denotes the basin length in feet; 𝑑𝑑 is the average
basin depth in feet.
This formula considers that the basin is short and deep. The bay
water is relatively constant. Fresh water inflow is minimal. Ocean
tide is approximately sinusoidal. Then a good approximation for the
current velocity can be formulated.
The formula to estimate the current velocity is:
2𝜋𝜋𝑎𝑎𝑠𝑠 𝐴𝐴𝑏𝑏
𝑉𝑉 =
𝐴𝐴𝑐𝑐 𝑇𝑇
𝑇𝑇  Tide period in seconds
𝑎𝑎𝑠𝑠  ½ the range of ocean tide in feet.
𝐴𝐴𝑏𝑏  Surface area of the basin in sq. feet.
𝐴𝐴𝑐𝑐  Cross-section of the opening at mean tide level in sq. feet.
Problem -II

Given a rectangular basin with non-constrictive entrance

with the following data: Basin length (L) = 10,000 feet;
Basin depth (d) = 30 feet; Basin width at the entrance = 500
feet; Semi-diurnal tide range = 6.0 feet (T = 12.4 hours).
Find the average cross-section velocity at the opening?
Solution:
𝑇𝑇 = 12.4 hours = 12.4 × 3600 = 44,640 seconds
𝐥𝐥𝐛𝐛
The condition to be tested is: ≤ 𝟎𝟎. 𝟎𝟎𝟎𝟎
𝐠𝐠𝐠𝐠𝐓𝐓
10,000 10,000
 = = 7.20 × 10−3 ≤ 0.05 (condition
32.2×30×44,640 31.08×44,640
is satisfied)
Hence the assumption that basin is relatively short & deep is
satisfied.
 6.0
From the given data: 𝑎𝑎𝑠𝑠 = = 3.0 feet
2
𝐴𝐴𝑏𝑏 = 500 × 10,000 = 5,000,000 sq. feet
𝐴𝐴𝑐𝑐 = 500 × 30 = 15,000 sq. feet
2𝜋𝜋𝑎𝑎𝑠𝑠 𝐴𝐴𝑏𝑏 2𝜋𝜋×3.0×5,000,000
𝑉𝑉 = = = 0.1408 feet/sec
𝐴𝐴𝑐𝑐 𝑇𝑇 15,000×44,640
As 1 knot = 1.688 feet/sec, the current velocity
𝑉𝑉 = 0.08 knots
If the channel is constrictive – tide inside the protected bay reduces:
2𝜋𝜋𝑎𝑎𝑠𝑠 𝐴𝐴𝑏𝑏 𝜀𝜀
𝑉𝑉 = (𝜀𝜀 is a dimensionless factor which depends on the coefficients
𝐴𝐴𝑐𝑐 𝑇𝑇
𝑘𝑘1 and 𝑘𝑘2 )
𝑎𝑎𝑠𝑠 𝐴𝐴𝑏𝑏 𝐹𝐹𝑐𝑐 2𝜋𝜋 𝑙𝑙𝑐𝑐 𝐴𝐴𝑏𝑏
𝑘𝑘1 = ; 𝑘𝑘2 =
2𝑙𝑙𝑐𝑐 𝐴𝐴𝑐𝑐 𝑇𝑇 𝑔𝑔𝐴𝐴𝑐𝑐

𝑘𝑘1  Ratio of magnitude of friction forces to the inertial forces.

𝑘𝑘2  Measure of magnitude of inertial force relative to the magnitude of
pressure gradient (water level)
𝑙𝑙𝑐𝑐  Channel length in feet
𝑓𝑓𝑙𝑙𝑐𝑐
𝐹𝐹𝑐𝑐  𝐾𝐾𝑒𝑒𝑒𝑒 + 𝐾𝐾𝑒𝑒𝑒𝑒 + (𝐾𝐾𝑒𝑒𝑒𝑒 is the entrance loss coefficient (~ 0.1); 𝐾𝐾𝑒𝑒𝑒𝑒 is the
4𝑅𝑅
exit loss coefficient (~ 1.0); 𝑓𝑓 is Darcy-Weibach friction factor (~ 0.03); 𝑅𝑅 is
the hydraulic radius of the inlet channel in feet).
An entrance is constrictive when the amplitude of bay tide
will differ from amplitude of tide range in the ocean. Bay tide
amplitude is determined by:
𝑎𝑎𝑏𝑏
= 𝜖𝜖𝑟𝑟 (𝜖𝜖𝑟𝑟 is a dimensionless factor depending on the
𝑎𝑎𝑠𝑠
coefficients 𝑘𝑘1 and 𝑘𝑘2 )
For rectangular cross-section:
𝐴𝐴𝑐𝑐
𝑅𝑅 = (𝑑𝑑𝑐𝑐 is the channel depth and 𝑊𝑊 is the channel
𝑊𝑊+2𝑑𝑑𝑐𝑐
width).
Problem -III

Given a constricted entrance channel with the following data:

Bay Area (𝐴𝐴𝑏𝑏 ) = 25 sq. miles; Longest length of the Bay (𝑙𝑙𝑏𝑏 ) = 7
miles; Entrance channel depth = 40 feet; Entrance channel width =
800 feet; Entrance channel length (𝑙𝑙𝑐𝑐 ) = 4,000 feet; Semi-diurnal tide
range = 6.5 feet (𝑇𝑇 = 12.4 hours); and average depth of the bay (𝑑𝑑 =
30 feet). Find the maximum average cross-section velocity in the
entrance channel, and tidal range within the bay? (1 mile = 5,280
feet)
Solution:
𝑙𝑙𝑏𝑏
Determine if the assumption, ≤ 0.05 is valid.
𝑔𝑔𝑔𝑔𝑇𝑇
From the given data, 𝑙𝑙𝑏𝑏 = 7 miles, 𝑔𝑔 = 32.2, 𝑑𝑑 = 30 feet, 𝑇𝑇 =
12.4 hours = 44,640 seconds.
𝑙𝑙𝑏𝑏 7 x 5280 36960
= = = 0.0266 ≤ 0.05
𝑔𝑔𝑔𝑔𝑇𝑇 32.2×30×44,640 31.08×44,640
(hence the assumption is valid).
Determine 𝑉𝑉 and 𝑎𝑎𝑏𝑏 (1/2 tidal range):
2𝜋𝜋𝑎𝑎𝑠𝑠 𝐴𝐴𝑏𝑏 𝜀𝜀
𝑉𝑉 =
𝐴𝐴𝑐𝑐 𝑇𝑇
6.5
Based on the given data, 𝑎𝑎𝑠𝑠 = = 3.25 feet; 𝐴𝐴𝑐𝑐 is the cross-section
2
of opening at the mean tide level in sq. feet; 𝐴𝐴𝑏𝑏 is the surface area of
the basin in sq. feet (1 sq. mile = 52802 sq. feet); 𝑅𝑅 is the hydraulic
radius of the inlet channel in feet.

𝐴𝐴𝑐𝑐 = 40 × 800 = 32,000 sq. feet

𝐴𝐴𝑏𝑏 = 25 sq. miles = 25 × (5280)2 = 6.97 × 108 sq. feet
𝐴𝐴𝑐𝑐 32,000
𝑅𝑅 = = = 36.36 feet
𝑊𝑊+2𝑑𝑑𝑐𝑐 800+2×40
Determine (𝑘𝑘1 ):

𝑓𝑓𝑙𝑙𝑐𝑐
𝐹𝐹𝑐𝑐 = 𝐾𝐾𝑒𝑒𝑒𝑒 + 𝐾𝐾𝑒𝑒𝑒𝑒 +
4𝑅𝑅

0.03×4000
𝐹𝐹𝑐𝑐 = 0.1 + 1.0 + = 1.925
4×36.36

𝑎𝑎𝑠𝑠 𝐴𝐴𝑏𝑏 𝐹𝐹𝑐𝑐 3.25×(6.97×108 )×1.925

𝑘𝑘1 = = = 17.03
2𝑙𝑙𝑐𝑐 𝐴𝐴𝑐𝑐 2×4000×32,000
Determine (𝑘𝑘2 ):

2𝜋𝜋 𝑙𝑙𝑐𝑐 𝐴𝐴𝑏𝑏 2𝜋𝜋 4000×6.97×108

𝑘𝑘2 = = = 0.2315
𝑇𝑇 𝑔𝑔𝐴𝐴𝑐𝑐 44,640 32.2×32,000

From figure, for 𝑘𝑘2 = 0.2315 the corresponding value of 𝜖𝜖 =

0.81

2𝜋𝜋𝑎𝑎𝑠𝑠 𝐴𝐴𝑏𝑏 𝜀𝜀 2𝜋𝜋×3.25×6.97×108 ×0.81

𝑉𝑉 = = = 8.07 feet/sec
𝐴𝐴𝑐𝑐 𝑇𝑇 32,000×44,640
As the value of 1 knot = 1.688 feet/sec
𝑉𝑉 = 8.07/1.688 = 4.78 knots

This velocity 𝑉𝑉 is higher than the 4 knots maximum and hence not
desired. For actual design, the entrance should be modified to lower
the current velocity.

𝑎𝑎𝑏𝑏
Bay tide amplitude is determined by: 𝜖𝜖𝑟𝑟 =
𝑎𝑎𝑠𝑠

𝑎𝑎𝑏𝑏
From figure, the value of 𝜖𝜖𝑟𝑟 = = 0.94
𝑎𝑎𝑠𝑠
Therefore, 𝑎𝑎𝑏𝑏 = 0.94 𝑎𝑎𝑠𝑠 = 0.94 × 3.25 = 3.055 feet
𝑎𝑎𝑏𝑏 is ½ the range of bay tide. Therefore, the range of bay tide
= 2(𝑎𝑎𝑏𝑏 ) = 6.11 feet

Range of ocean tide (𝑎𝑎𝑠𝑠 ) = 6.5 feet

Therefore, ∆𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 = 𝑎𝑎𝑠𝑠 − 𝑎𝑎𝑏𝑏 = 6.5 − 6.11 = 0.39 feet

It means that the tidal range in bay is reduced by 0.38 feet

from the ocean tidal range.