Design of Approaching Channel and Turning Basin for Ship with

Maximum Capacity of 85000 DWT in Cilacap, Indonesia

Emmy Pratiwi1*, Fadilla Indrayuni Prastyasari1, Muhammad Alfin Mulya

Qotada1, and I Putu Sindhu Asmara2

1
Department of Marine Engineering, Institut Teknologi Sepuluh Nopember,
Surabaya, Indonesia
Email: emmy.p@its.ac.id

2
Politeknik Perkapalan Negeri Surabaya, Surabaya, Indonesia

Abstract
This study discusses the planning of an approach channel and turning basin at
the liquid bulk terminal in Cilacap, Indonesia, to accommodate the increase in the
size of ships that is expected to enter Cilacap waters. Therefore, it is necessary to
build a larger channel than the existing one. With the redesign the approach channel
and turning basin, it is expected that Liquefied Natural Gas Carrier (LNGC) ships
can enter to the Cilacap Approach channel safely. The PIANC Guideline were used
to calculate approach channel and turning basin in this case. The design was
validated through ship maneuvering simulations using the Maneuvering Modelling
Group (MMG) method with Matrix Laboratory (MATLAB) software after the
dimensions of the channel have been calculated. The simulations were conducted
under the highest environmental conditions (current velocity, wind, and wave
height). The simulation results indicated that the ship could pass through the
existing channel. However, under certain conditions, the ship's position was near
the width of the existing channel, which has the potential to deviate from the
navigation route. Hence, the repositioning of Aids to Navigation (AtoN) in the
waters of Cilacap was proposed.
Keywords: Approach Channel, Turning Basin, PIANC Guideline, Ship
Maneuvering Simulation, MMG Method.

1 Introduction

A port consists of an approach channel and a turning basin to facilitate the safe
entry of ships into the port area. The dimensions of the approach channel and turning
basin are influenced by the planned size of the ships that will be enter the port. There
is a plan to increase the deadweight tonnage (DWT) of a LNCG entering the waters
of Cilacap with a capacity of 85,000 DWT and a length of 275 meters. However,
the largest allowed ship length for entry is 250 meters [1]. Therefore, the proposed
solution is to redesign the approach channel and turning basin or harbor basin in the
Waters of Cilacap. When designing the approach channel and turning basin, several
aspects need to be considered. It is important to consider waves, currents, wind,
2

seafloor topography, and the types of ships that pass through to ensure safe
navigation and minimize the risk of accidents [2].
The type of ship has an impact on its own size. The dimensions of a safe
horizontal maneuvering area depend not only on the ship's width but also on its
length and the available ratio of draft and depth [3]. Additionally, the depth of the
approach channel and turning basin must be considered to ensure safe maneuvering
of ships to the port [4]. Therefore, ship maneuver simulations are needed to assist
in determining the design of the approach channel and turning basin in Cilacap.
However, many simulation methods sometimes hinder the adaptation of
hydrodynamic force data for maneuver simulations, as a method may not be
universally applicable to other methods [5]. Nonetheless, to increase the safety level
of maneuvering, new accurate navigation equipment such as Real-Time Kinematic
(RTK) systems should be used [6]. The MMG method is implemented to simulate
the possible trajectories that a ship will pass based on the initial conditions of ship
maneuvering in a specific area [7]. This becomes an advantage in validating whether
a specific approach channel and turning basin can be navigated or not [8].
In this study, the PIANC Guideline for determining the design of the approach
channel and turning basin, which are validated through ship simulations using
MMG method and implemented in MATLAB software [9]. Hence, the placement
of new Aids to Navigation is determined.

2 Methodology

2.1. Data
The study designs the channel and turning basin to accommodate the LNG carrier
and simulate the trajectory of the ship. Therefore, the ship data is required including
the dimensions of the LNGC vessel and environmental data. Table 1 represents the
ship that of LNG Tanker will enter the port in Cilacap and the tugboat data that will
be used in carrying out the simulation where the tugboat used has a power of 50
tons of bollard pull and require a total of 3 ships. Afterward, the highest
environment data from January 2022 to December 2022 will be selected for
simulation purposes. However, in practice, according to the Pilot vessels in Cilacap,
the maximum environmental limits allowed are wind speed <25 knots, current <0.2
m/s, and wave height 4 meters. Based on the data provided, this study simulated the
worst-case scenario with the highest wind speed, currents, and wave height, which
are 20.22 knots, 20 cm/s and 4 meters respectively.

2.2. PIANC Guidelines to Design the Approach Chanel and Turning Basin
The design calculation of the approach channel and turning basin based on
PIANC Guideline. Some parameters that need to be determined according PIANC
to design the approach channel and turning basin are channel depth, channel width,
additional with in a bend and area of turning basin.
In determining the depth of the channel (𝐻) according to the PIANC Guideline,
it can be calculated using the equation in:
 3

𝐻 = 𝑍1 + 𝑍2 (0.1)

Where Z1 is factor related to static draft, Z2 is additional depth based on the type
of seabed.
The navigation system in Cilacap waterway implements a one-way route and
two-way route. The condition is that a vessel with a length of 250 meters is only
allowed to cross paths with a vessel with a maximum length of 40 meters. This
calculation is based on the largest vessel passing through the approach channel,
refers to the regulation from the Minister of Transportation Decree Number 181 of
2022. However, the LNGC planned to enter the terminal is 275 m length and 44.24
m width, much larger than the largest ships allowed to pass through the existing
channel. The calculation of the width of the approach channel based on the PIANC
Guidelines is shown in the following formula (2.2) and (2.3).

𝑊 = 𝑊𝑏𝑚 + ∑𝑊𝑖 + 𝑊𝑏𝑟 + 𝑊𝑏𝑔 (𝑂𝑛𝑒 − 𝑤𝑎𝑦 𝑐ℎ𝑎𝑛𝑒𝑙) (0.2)

𝑊 = 2𝑊𝑏𝑚 + 2∑𝑊𝑖 + 𝑊𝑏𝑟 + 𝑊𝑏𝑔 + ∑𝑊𝑝(𝑇𝑤𝑜 − 𝑊𝑎𝑦 𝐶ℎ𝑎𝑛𝑛𝑒𝑙) (0.3)

Where Wbm is basic maneuvering lane, Wi is the additional width value due to
environmental factors and other factors. Wbr is the additional width value due to
environmental factors, Wbg is other factors, and Wp is the separation width between
two vessels.
According to the PIANC Guidelines, the shape of the turning basin should be a
circle with a minimum diameter of twice the vessel's length. Thus, the equation of
the turning basin is as follows.

𝐷 = 2 × 𝐿𝑂𝐴 (0.4)

Where D is diameter and Loa is Length overall of ship

The PIANC Guideline provides formulas to determine the radius of the bend and
the additional width that occurs in a turn. The formulas to calculate these two
aspects are as follows:
𝑅 = 4 × 𝐿𝑂𝐴 (0.5)
𝐿𝑂𝐴2
∆𝑊𝐷𝐴 = (0.6)
𝛼×𝑅

Where 𝑊𝐷𝐴 is the additional width and R is bend radius and 𝛼 is bend angle.

2.1. MMG Model to Simulate the Trajectory of LNG Tanker

Then trajectory of ship approaching the channel can be simulated using
MATLAB software. The purpose of the simulation is to validate the LNG tanker
when entering the waters of Cilacap, and ensuring it aligns with the designed
channel and turning basin. The simulation method utilized is the Maneuvering
Modeling Group (MMG) method. The mathematical model for ship maneuvering
4

has been developed by Asmara et al. (2015) based on Yoshimura’s model for
medium high‐speed merchant ships and fishing ships [10], [11].
The MMG model involves three degrees of freedom (DoF): surge, sway, and
yaw. Surge represents motion along the X-axis, sway represents motion along the
Y-axis, and yawing represents rotational motion around the Z-axis.

𝑆𝑢𝑟𝑔𝑒: (𝑚 + 𝑚𝑥 )𝑢𝐺̇ − (𝑚 + 𝑚𝑦 )𝑣𝐺 𝑟𝐺 =̇ 𝑋𝐻 + 𝑋𝑃 + 𝑋𝑅 + 𝑋𝑊 (0.1)

𝑆𝑤𝑎𝑦: (𝑚 + 𝑚𝑦 )𝑣𝐺̇ − (𝑚 + 𝑚𝑥 )𝑢𝐺 𝑟𝐺 = ̇ 𝑌𝐻 + 𝑌𝑃 + 𝑌𝑅 + 𝑌𝑊 (0.2)
𝑌𝑎𝑤: (𝐼𝑧𝑧 +𝐽𝑧𝑧 )𝑟𝐺̇ = (𝑁𝐻 + 𝑁𝑃 + 𝑁𝑅 + 𝑁𝑊 )̇ − 𝑥𝐺 (𝑌𝐻 + 𝑌𝑃 + 𝑌𝑅 + 𝑌𝑊 ) (0.3)

Where 𝑚 is ship mass (displacement), 𝑚𝑥 , 𝑚𝑦 is added masses in the surge and

sway directions, 𝑢𝐺̇ is surge acceleration, 𝑢𝐺 is surge velocity 𝑣𝐺̇ is Sway
acceleration, 𝑣𝐺 is sway velocity, 𝑟𝐺 is yaw velocity, 𝑟𝐺̇ is yaw acceleration, 𝑥𝐺 is
longitudinal center of gravity, 𝐼𝑧𝑧 is moment of inertia of the ship, Jzz is added
moment of inertia, 𝑋, 𝑌, 𝑁 is surge force, lateral force, yaw moment, 𝐻, 𝑃, 𝑅, 𝐴, 𝑊, 𝑇
are representation of hull, propeller, rudder, wind, waves, and tugboat.
Figure 1 shows the coordinate system of the motion equations, where β
represents the drift angle, δ represents the rudder angle, and ψ represents the true
heading of the ship. 𝑥0 represents the North direction in the fixed coordinate system,
and 𝑥 indicates the wave-induced direction in the body-fixed system.
Assuming that the simulated ship model is like the KVLCC ship model due to
the similarity in block coefficients, the next step is to calculate the forces and
moments acting on the ship's hull [5].

1
𝑋𝐻 = ρLdU2 {−𝑅′ 0 +𝑋 ′ 𝑣𝑣 𝑣𝑚
2
′
+ 𝑋 ′ 𝑣𝑟 𝑣 ′ 𝑚 r′ + 𝑋′𝑟𝑟 r ′2 + 𝑋′𝑣𝑣𝑣𝑣 𝑣𝑚′4 } (0.4)
1
𝑌𝐻 = ρLdU 2 {𝑌 ′ 𝑣 𝑣 ′ 𝑚 +𝑌 ′ 𝑟 𝑟 ′ + 𝑌 ′ 𝑣𝑣𝑣 𝑣 ′3𝑚 + 𝑌 ′ 𝑣𝑣𝑟 𝑣𝑚′2 r ′ + 𝑌 ′ 𝑣𝑟𝑟 𝑣𝑚
2
′ ′2
𝑟 + 𝑌 ′ 𝑟𝑟𝑟 𝑟 ′3 } (0.5)
1 2 2 ′ ′
N𝐻 = ρL dU {𝑁 𝑣 𝑣 𝑚 + 𝑁 ′ 𝑟 𝑟 ′ + 𝑁 ′ 𝑣𝑣𝑣 𝑣𝑚′3 + 𝑁 ′ 𝑣𝑣𝑟 𝑣𝑚′2 𝑟 ′ + 𝑁 ′ 𝑣𝑟𝑟 𝑣𝑚
2
′ ′2
𝑟 + 𝑁 ′ 𝑟𝑟𝑟 𝑟 ′3 (0.6)
1
N𝐻 = ρL2 dU 2 {𝑁 ′ 𝑣 𝑣 ′ 𝑚 + 𝑁 ′ 𝑟 𝑟 ′ + 𝑁 ′ 𝑣𝑣𝑣 𝑣𝑚′3 + 𝑁 ′ 𝑣𝑣𝑟 𝑣𝑚′2 𝑟 ′ + 𝑁 ′ 𝑣𝑟𝑟 𝑣𝑚
2
′ ′2
𝑟 + 𝑁 ′ 𝑟𝑟𝑟 𝑟 ′3 (2.21)

Where ρ is density of seawater, L is length between perpendicular, d is draft, U

is ship velocity, 𝑅′ 0 is non-dimensional coefficient of ship resistance, 𝑣 ′ 𝑚 is non-
dimensional lateral velocity, 𝑟 ′ is non-dimensional yaw rate,
𝑋 𝑣𝑣 , 𝑋 𝑣𝑟 , 𝑋 𝑟𝑟 , 𝑋 𝑣𝑣𝑣𝑣 , 𝑌 𝑣 , 𝑌 𝑟 , 𝑌 𝑣𝑣𝑣 , 𝑌 ′ 𝑣𝑣𝑟 , 𝑌 ′ 𝑣𝑟𝑟 , 𝑌 ′ 𝑣𝑟𝑟 , 𝑌 ′ 𝑟𝑟𝑟 , 𝑁 ′ 𝑣 , 𝑁 ′ 𝑟 , 𝑁 ′ 𝑣𝑣𝑣 ,
′ ′ ′ ′ ′ ′ ′

𝑁 ′ 𝑣𝑣𝑟 , 𝑁 ′ 𝑣𝑟𝑟 , 𝑁 ′ 𝑟𝑟𝑟 is hydrodynamic derivatives coefficients in maneuvering.

Wind influences a moving ship, especially on the surface above the water. The
larger the surface area above the water that directly interacts with the air, the greater
the wind force that can push a ship. The variables influenced by wind action include
[12]. The formula for the force caused by the wind is as follows.
1
𝑋𝐴 = ρ𝑎 𝑉𝐴2 𝐴 𝑇 𝐶𝑋𝐴 (𝜃𝐴 ) (0.7)
2
1
𝑌𝐴 = ρ𝑎 𝑉𝐴2 𝐴𝐿 𝐶𝛾𝐴 (𝜃𝐴 )𝑓𝐴 (∅) (0.8)
2
 5

1
𝑁𝐴 = ρ 𝑉 2 𝐿𝐴 𝐶 (𝜃 )𝑓 (∅) (0.9)
2 𝑎 𝐴 𝐿 𝑁𝐴 𝐴 𝐴
Where: ρ𝑎 is air density, 𝑉𝐴2 is wind velocity, 𝐴 𝑇 is transverse sectional area, 𝐴𝐿 is
longitudinal sectional area, 𝜃𝐴 is relative wind velocity, 𝑓𝐴 (∅) is coefficient
correction, 𝐶𝑋𝐴 , 𝐶𝛾𝐴 (𝜃𝐴 ), 𝐶𝑁𝐴 (𝜃𝐴 ) are wind coefficient.
The next influence is the forces and moments caused by waves. For the
magnitude of the wave forces, the reference used is [13].
𝐹𝑦 = (0.5(𝑃1 + 𝑃3)𝑇 + 0.5(𝑃1 + 𝑃4))𝑠𝑖𝑛 (𝑝) (0.10)
𝐹𝑥 = 𝐹𝑦 𝑥 𝑠𝑖𝑛(𝑝)𝑥 cos(𝛽) (0.11)
Where P1, P3, P4 are pressure component, T is ship draft, p is density of
seawater, β is wave incident angle.
To determine the magnitude of the force exerted by the tugboat, the following
formula is used.
𝑋𝑇 = 𝐹𝑇 𝑐𝑜𝑠𝜃𝑇 (0.12)
𝑌𝑇 = 𝐹𝑇 𝑐𝑜𝑠𝜃𝑇 (0.13)
𝐿
𝑁𝐴 = 𝑌𝑇 ( ) (0.14)
2
Where 𝑋𝑇 is force by the tugboat in the X-axis, 𝑌𝑇 is force by the tugboat in the
Y-axis, 𝑁𝐴 is Moment by the tugboat in the Z-axis, 𝐹𝑇 is tugboat force, 𝜃𝑇 is
pull/push angle of the tugboat force.
The last disturbance is the effect of ocean currents, which can be calculated using
the following equation.
𝑈 = (𝑢𝑟2 + 𝑣𝑟2 )0.5 (0.15)
𝑢𝐺 = (𝑢𝑏 − 𝑢𝑐 ) = (𝑢𝑏 − 𝑈𝑐 cos 𝜑𝑐𝑟) (0.16)
𝑟𝐺 = 𝜑𝑐𝑟 (0.17)
Where:
𝑈𝑐 is current velocity, 𝜑𝑐𝑟 is 𝜑 − 𝜑𝑐
After completing the design process according to the PIANC standard, it can be
analyzed by considering the trajectory path from the ship maneuver simulation.

3 Results and Discussion

In this calculation, all information is derived from the PIANC Guideline. For the
depth of Water Channel is 15.25 to 16.39 meters, width of water for one way is
216.78 meters, while for two-way route is 288.98 meters with the harbor basin
diameter is 576m, so the area of harbor basin is 260,796 square meters, the bend
radius is 1152.27 meters and additional width of bend is 15.27 meters. After the
channel dimensions have been determined, a ship maneuvering simulation is carried
out using the MMG method.
The ship simulation is conducted with the initial condition of the ship having a
speed of 0 m/s, with a heading of 283 degrees during berthing and an angle of 112
degrees during unberthing. Then, based on the environmental data in extreme
6

condition, the wind speed is 20.22 knots, the sea current is 20 cm/s, and the wave
height is 4 meters.
On Figure 2, a ship berthing simulation is depicted. The ship is being towed by
tugboat 1 at 40% power with a heading of -15 degrees and by tugboat 3 at 40%
power with a heading of -10 degrees, while the propeller is rotating at 25 rpm and
heading LNG Carrier is 256 degrees. At the 4500th second, while the ship is heading
at 284 degrees, it undergoes a braking process from 1.2 knots to 0.89 knots at the
5000th second. Subsequently, at the 7500th second, the ship's heading is turned
from 284 degrees to 453 degrees. Then, at the 8280th second, the ship is pulled
backward from 0.18 knots to 1.5 knots. As the ship approaches the jetty, it
undergoes a braking process from 1.3 knots to 0.17 knots between the 9400th and
10100th seconds, with assistance from the propeller's thrust and the tugboat's pull.
Afterward, the ship is pushed from the starboard toward the jetty at a speed of 0.2
knots with a heading of 477 degrees until the 10200th second.
Figure 3 shows the comparison between existing channel and redesigned
channel. The existing approach channel appears to be very narrow for a ship with a
length overall (LOA) of 275 meters. The new PIANC Standard route, the navigation
channel appears wider, providing ships with more space for maneuvering. Figure 4
shows berthing maneuver simulation result on the redesigned channel and turning
basin based on PIANC Guideline. However, there are also moments when the ships
are at the edge of the navigation channel, as presented in Figure 4. Thus, it is
recommended to change the position of Aids to Navigation to the calculation in the
PIANC Guideline.

4 Conclusion

New approach channel and turning basin has been designed according to PIANC
in Cilacap to accommodate 85000 DWT of LNGC and the maneuvering simulation
considering extreme environmental condition.
According to the PIANC Guideline, the design for the approach channel and
turning basin in Cilacap to accommodate minimum 85,000 DWT of LNCG must be
widened so that it has a width of 216.78 meters for the one-way route, whereas the
two-way route measures 288.98 meters. The recommended water depth is in the
range of 15.25 to 16.39 meters, with the turning basin covering an area of 260,796
m2.
The ship simulation is employed to predict whether a vessel with length of 275
meters can navigate through the new design navigational channel using the MMG
model. Simulations has been conducted under extreme environmental conditions,
aided by tugboats during maneuvering. The results demonstrate that the ship can
successfully navigate through the new design channel. Based on the simulation
result, several recommendations given are dredging in specific areas, berthing the
vessel in ideal environmental conditions, which include low waves, wind and
currents, and repositioning of Navigation Aids (AtoN) should be carried out to mark
the boundaries of the new channel.
 7

5 References
[1] MENTERI PERHUBUNGAN REPUBLIK INDONESIA, ‘KM 181 year
2022 about “Penetapan Alur Pelayaran, Sistem Rute, Tata Cara Berlalu
Lintas, dan Daerah Labuh Kapal Sesuai Dengan Kepentingannya di Alur
Pelayaran Masuk Pelabuhan Tanjung Intan Cilacap Jawa Tengah”’. 2022.
[2] M. D. Darmawan, ‘Pembuatan Alur Pelayaran dalam Rencana Pelabuhan
Marina Pantai Boom, Banyuwangi’, Jurnal Teknik ITS (SINTA: 4, IF:
1.1815), vol. 5, no. 2, pp. G186–G191, 2016.
[3] S. Gucma, M. Gucma, R. Gralak, and M. Przywarty, ‘Maximum Safe
Parameters of Ships in Complex Systems of Port Waterways’, Applied
Sciences, vol. 12, no. 15, p. 7692, 2022.
[4] H. Bachtiar, ‘Pendekatan model komputasi untuk penanggulangan
sedimentasi pelabuhan akibat pengaruh muara sungai: studi kasus pelabuhan
tanjung mas Semarang’, Jurnal Teknik Hidraulik, vol. 11, no. 2, pp. 119–134,
2020.
[5] H. Yasukawa and Y. Yoshimura, ‘Introduction of MMG standard method for
ship maneuvering predictions’, Journal of Marine Science and Technology,
vol. 20, no. 1, pp. 37–52, 2015.
[6] V. Paulauskas, ‘Ships turning basins in ports for big container vessels’,
Zeszyty Naukowe Akademii Morskiej w Szczecinie, no. 20 (92, pp. 102–106,
2010.
[7] I. P. S. ASMARA, ‘Development of Navigation Safety Analysis for
Developing Port Area using Maneuvering Simulation and AIS Data’, 2015.
[8] I. P. S. Asmara, E. Kobayashi, and T. Pitana, ‘Simulation of Collision
Avoidance by Considering Potential Area of Water for Maneuvering based
on MMG Model and AIS Data’, presented at the International Conference on
Simulation and Modeling Methodologies, Technologies and Applications,
SCITEPRESS, 2013, pp. 243–250.
[9] PIANC, ‘Harbour Approach Channels Design Guidelines’. 2014.
[10] I. P. S. Asmara, E. Kobayashi, N. Wakabayashi, and K. B. Artana,
‘Probability of Ship on Collision Courses Based on the New PAW Using
MMG Model and AIS Data’, TransNav, vol. 9, no. 1, pp. 43–50, 2015, doi:
10.12716/1001.09.01.05.
[11] Y. Yoshimura and Y. Masumoto, ‘HYDRODYNAMIC DATABASE AND
MANOEUVRING PREDICTION METHOD WITH MEDIUM HIGH-
SPEED MERCHANT SHIPS AND FISHING VESSELS’.
[12] T. Fujiwara, ‘An estimation method of wind forces and moments acting on
ships’, presented at the Proc Mini Symp on Prediction of Ship Manoeuvring
Performance, Tokyo, Japan, 18 Oct 2001, 2001.
[13] Y. Goda, Random seas and design of maritime structures, vol. 33. World
Scientific Publishing Company, 2010.

List of Figure Captions

8

Figure Caption
Figure 1 Coordinate System of MMG Model
Figure 2 Velocity, heading, and trajectory graph from simulation result of
berthing process
Figure 3 Comparison between existing design channel and redesign
according to PIANC Guideline
Figure 4 Berthing maneuver simulation result on the resigned channel and
turning basin based on PIANC Guideline

Figure 1. Coordinate System of MMG Model

 9

Figure 2. Velocity, heading, and trajectory graph from simulation result of

berthing process

Figure 3. Comparison between existing design channel and redesign according

to PIANC Guideline
 10

Figure 4. Berthing maneuver simulation result on the resigned channel and

turning basin based on PIANC Guideline

List of Table and Caption

Table Caption
Table 1 LNG Tanker and Tugboat Data
Table 2 Environmental Data

Table 1. LNG Tanker and Tugboat Data

Name Grace Acacia TB. Bontang 04 TB. Bontang 03 TB. Bontang 06

IMO 9315707 - - -
Type LNG Carrier Tugboat Tugboat Tugboat
LOA 275 m 37.60 m 35.29 m 38.35 m
B 44.24 m 10.00 m 10.00 m 10.00 m
H 26 m 4.50 m 4.50 m 4.50 m
T 11.35 m 3.50 m 3.50 m 3.50 m
DWT 85214 Ton - - -
Bollard Pull - 50 ton 50 ton 50 ton

Table 2. Environmental Data

Wave Height Wind Speed Current Speed

(m) (Kn) (cm/s)
Maximum 4 20.22 20
Wave Height Wind Speed Current Speed
(m) (Kn) (cm/s)
Moderate 3.5 7.86 12.05
Minimum 1.26 0.29 0.85