CONTENTS139.164.77.41/Documents/BFK/Regionalutvikling/Tømmerhavn/Navig… · 1.0 15-3-2017...

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PROJECT NO. DOCUMENT NO.

A056110 A056110-020

VERSION DATE OF ISSUE DESCRIPTION PREPARED CHECKED APPROVED

1.0 15-3-2017 Technical note HHP DKA OYBE

CONTENTS

1 Introduction 1

2 Vessel requirements 3

2.1 Design vessel (timber carrier) 3

3 Functional requirements at the timber berth 4

3.1 Berth configuration 4

3.2 Navigational requirements 6

4 Location: Holmen and Gilhusbukta, Drammen 7

4.1 Approach 8

4.2 New berth - Holmen 8

4.3 New berth - Gilhusbukta 9

5 Location: Storsand Sandtak, Hurum 10

5.1 Approach 10

5.2 New berth - Storsand sandtak 10

6 Location: Mulvika, Holmestrand 11

6.1 Approach 11

6.2 New berth– Mulvika 12

7 Summary of findings/conclusions 12

1 Introduction

Following technical note, considers four locations to develop a timber gateway

DRAMMENREGIONENS VIRKESTERMINALER

DEVELOPMENT OF NEW TIMBER TERMINAL

NAVIGATION AND BERTH LOCATION STUDY

2 DEVELOPMENT OF NEW TIMBER TERMINAL


export harbour in the regions west of Oslo.

From the initial screening (phase 1) of suitable locations, three locations have

been selected. Each of the selected locations have the potential to be developed

in to a timber export terminal. Further, a fourth location have been added in the

bay of Gilsbukta just east of the existing timber terminal Lierstranda.

The selected locations for the timber terminal development are listed below (See

also Figure 1):

› Storsand Sandtak(4), Hurum Municipality

› Holmen(7), Drammen Municipality

› Mulvika(13), Holmestrand Municipality

› Gilhusbukta (x), Drammen Municipality

Figure 1: Overview of considered locations for future timber terminal

7: Holmen

13: Mulvika

4:Storsand Sandtak

X: Gilhusbukta

DEVELOPMENT OF NEW TIMBER TERMINAL 3


The technical note has been prepared with an initial definition of the overall

functional requirements for the development of a new timber terminal.

Subsequent each of the four locations have been investigated for the fulfilment

of the requirements. It shall be noted that only requirements related to the

navigational/manoeuvring access and berth conditions have been included in the

technical note.

2 Vessel requirements

2.1 Design vessel (timber carrier)

A number of design vessels have been considered both for the existing

conditions and for a new fully developed timber transport. The design vessels

have been selected from the initial deadweight values(dwt), which have been

quoted in the screening report(fase 1 Silingsprocess)

Figure 2: Typical vessel for existing timber transport (dwt 3.219 ton)

The following table shows small design vessels, which have been considered for

the existing timber transport.

Vessel photo Vessel name Dwt

[ton]

Loa [m] B(beam)

[m]

Max draft

[m]

St. Pauli* (IMO

8214358)

3.219 92.4 15.2 5.0

Trader 2* (IMO

7711751)

5.834 104.5 16.03 4.0

*) No assistance from tug boat required for berthing and maneuvering.

http://www.marinetraffic.com/dk/photos/of/ships/shipid:203804/ship_name:ST.PAULI#45679



Figure 3. Typical timber carrier for the new berth (DWT approx. 40.000 ton)

The following table shows design vessels, which have been considered for the

future timber terminal with a fully developed deep sea berth.

Vessel photo Vessel name Dwt

[ton]

Loa

[m]

B(beam)

[m]

Max-draft

[m]

Xing Zun Hai

*(IMO 9725380)

38.947 179.9 30 9.6

SBI MAIA

*(IMO 9705304)’

61.105 199.9 32.29 12.2

3 Functional requirements at the timber berth

3.1 Berth configuration

At the traditional timber terminal the berth length is normally equal or greater

than then overall length of the vessel (Loa), because the vessel will be loaded

with cranes operating along the berth or from cranes on the vessel loading or

unloading directly to truck or onto the berth area(apron).

The vessel will approach the berth at a small angle to the berthing line (side

berthing). The berth has to be protected to secure minimum wave disturbance

at berthing and during loading/on-loading of the vessel. At the investigated

locations wave action is probably not a major issue, due to the natural

protecting in the fjords. If the wave action is considered to a problem at the

berth, it will be necessary to install a breakwater as long as the water depth is

not more than 10-15m.

http://www.marinetraffic.com/dk/photos/of/ships/shipid:3573636/ship_name:XING ZUN HAI#2250381

http://www.marinetraffic.com/dk/photos/of/ships/shipid:3573636/ship_name:XING ZUN HAI#2250381

http://www.marinetraffic.com/en/photos/of/ships/shipid:3541821/ship_name:SBI MAIA#2396426



If the berth is frequently called, ice formation at the berth should not close the

accessibility of the berth. It is expected that at all four locations ice formation

will not be considered to be a problem for berthing.

The apron area at the berth shall be reserved for temporary timber storage of

logistic reasons. The loading operation on the apron area very much depends on

the cranes on the vessel or the mobile harbour cranes on the berth. Figure 4

shows, four vessel cranes operating at the same time. For the smaller existing

timber vessel, the majority of timber can be temporary stored at the apron area

at the berth.

Figure 4: Large timber terminal berth (From timber terminal Northport in New Zealand)

For the future situation, two vessels should be able to call at the berth at the

same time in order to have an effective berth. The minimum distance between

the vessels to minimum 10-15 m (0.1 x Loa). This will require a berth length of

approx. 240 m (105 x 2 + 3 x 0.1 x Loa) if two vessels are required. If only one

existing vessel is required at the berth the length could be reduced to approx.

130 m (105 + 2 x 0.1 x Loa).

Based on above requirements regarding the vessels and the berth, the following

minimum functional requirements have been assumed, which have been split in

following two berth development phases.

Berth development phase 1:

Vessel type: Loa = 105 m, B=16 m (1 nos)

Berthing type: Side berthing

Total length of Berth: 130 m

Water depth at berth 7 m (under keel clearance to be approx. 2 m)



Berth development phase 2: (deep-sea berth)

Vessel

types/configuration:

Loa = 180 m, B=30 m (1 nos) or

Loa = 105 m, B=16 m (2 nos)

Berthing type: Side berthing

Total length of Berth: 240 m

Water depth at berth 12 m (under keel clearance to be approx. 2 m)

It shall be noted that the vessel configuration for the Berth development phase 2

could be one large vessel (Loa =180 m) or two smaller vessels (2 x Loa = 105

m)

The berth development is depending of the future export timber quantities

(demand) and the investment plan. The shown phasing above is assessed to be

an economical and technical feasible solution. Preparing the berth for 12m water

depth in phase one would only increase the construction cost (CAPEX) without

any direct benefit, because the large vessel could not operate optimal at the

berth and additional mooring points would be required. Due to different

bathymetric and geotechnical conditions at the locations it is recommended to

carry out further analysis of the technical berth development (phasing) together

with the investment plan for the selected location.

At most locations the seabed is relative steep in front of the berth and the

required dredging may not be an important cost driver. A typical berth structure

consist of a suspended concrete deck supported on steel piles. If the berth

structure in phase one also is designed for the final phase (12m water depth),

the upgrade of the berth structure from phase one (130 m) could consist of

installing an extended concrete deck another row of steel piles.

3.2 Navigational requirements

Berthing area in front of the berth shall be dredged/excavated to secure

berthing with or without tugboat. In the following, it is recommended that the

dredging area in front of the berth to be 1.5 times length of longest vessel

(Loa). The dredging width to be not less than 1.25 times max beam of largest

vessel.

Turning diameter for the vessel: 4 x Loa if vessel is manoeuvring without

tugboats assistance and/or thrusters. The diameter could be reduced to 1.5 x

Loa, if the vessel use main propeller and bow thruster.



Berth configuration summary:

Berth development

phase 1

Berth development

phase 2

Max vessel dimension Loa= 105m, B =15 m Loa= 180 m , B =30 m

Berth length 130 m 240 m

Required water depth 7 m 12m

Berthing area* (in front of

berth)

L = 140m, B =19 m L = 270 m , B = 38 m

Turning basin D = 160 m D = 270 m

*) Berthing area where required water depth is guaranteed

4 Location: Holmen and Gilhusbukta, Drammen

Locations Holmen and Gilhusbukta are both situated in Port of Drammen and will

be discussed in this chapter. (see Figure 5)

Figure 5: Location Holmen and Gilhusbukta and the existing timber terminal at Lierstranda

Holmen

Lierstranda

(existing timber terminal)

Gilhusbukta



4.1 Approach

The entry to Port of Drammen from the main navigational fairway in Oslo fjord is

via Svelvik and Drammen Fjorden. Until Svelvik the navigation is considered to

be fairly good, but at “Svelvikstrommen” the navigation is limited with a

navigation channel approx. 100m wide and maximum water depth approx. 10

m. (see Figure 6). Ongoing maintenance dredging is necessary due to siltation in

the channel. The channel is most often frozen every winter, but is kept open by

icebreakers. Svelvik channel is marked with buoys. From Svelvik vessels enters

Dramsfjorden with good navigation access up to Port of Drammen.

Figure 6 Navigation channel at Svelvik (Svelvikstrommen)

Within the Port of Drammen at Holmen and at Gilsbukta the manoeuvring

conditions are considered to be good and protected. In front of the berths there

is sufficient area for turning the vessels. A low water area west of Gilhusbukta

reduces the berthing access (See Figure 5.

4.2 New berth - Holmen

The island of Holmen lies at the mouth of the river Dramselva. As shown on the

Figure 7 the harbour area will be extended according to the future port



development from Port of Drammen. The extension includes mainly land

reclamation and construction of new berths.

The fully developed timber terminal includes 240 m long new berth and water

depth of 12 m, which can be achieved without much dredging in front of the

berth. For a 12 m water depth at the berth there is a need for dredging of

approx. 2 m at the Svelvik navigation channel extending the water depth in the

channel to 12 m.

Figure 7 Future development of Holmen in Drammen.(Source – Port of Drammen)

4.3 New berth - Gilhusbukta

The entire Gilhusbukta bay is expected to be reclaimed and used for storage of

timber. The reclaimed area is almost of the same area size as the existing

timber terminal at Lierstrande. The new berth can be installed in front of the

reclaimed area. On Figure 5 is the berth located so that a minimum of dredging

is necessary to reduce the cost.The width of the bay is approx. 500 m, which

could be used to develop other business if berth is extended further. Otherwise,

the existing marina could be relocated to the eastern part of the new reclaimed

area.

The typical berth structure could be a suspended concrete deck on supporting

steel piles and an underlying inclined rock revetment. The extent of soft soil

(mud) is not known, but the area could be filled with over height and then use

the timber over time as preload. The timber storage area does not require a

hard pavement, but have an approx. 0.5 m top layer of crushed rock. This could

reduce the constructions cost for the reclamation, soil improvement and

pavement.

The fully development of the timber terminal includes 240 m new berth and

water depth of 12 m, which can be adopted without much dredging in front of

the berth . For a 12 m water depth at the berth there is a need for dredging of

approx. 2 m at the Svelvik navigation channel extending the water depth in the

channel to 12m.



5 Location: Storsand Sandtak, Hurum

Storsand Sandtak consist of a small marina and an outer basin with small boats

and a small export berth for sand and gravel (See Figure 8). The southern

breakwater protect the small boats in the outer basin and partly the entrance to

the inner harbour basin.

5.1 Approach

The exiting port Storsand Sandtak is approached by de Oslo fjord. The approach

is used by many vessels going to Port of Oslo. North of the position Filvet

(navigation light) the Oslo fjord narrows considerably. Outside the port location

the small reef Storskjær is located. The smaller vessels (Loa=105 m) should be

able to access the port both north and south of the island Storskjær. The future

larger vessels (Loa=180 m) should approach the port north of the island. Both

the existing and future vessel will not be able to turn inside the “outer basin” in

the exiting port due to (turning diameter 160 m/270 m).

Figure 8. Seachart with the Marina Storsand sandtak and the reef Storskjær to the right.

5.2 New berth - Storsand sandtak

The average water depth in the outer basin varies from 3.5 m to 5.0 m and at

the berth approx. 4 m. The small timber vessels (Loa=105 m and draft 4-5 m)

would not be able to reuse the existing port, even if the exiting berth were

extended. A new port layout for both existing and future vessels is necessary.

The new berth could be partly placed in front of the small existing export berth,

but with a reduced berth length of max 140 m, which means that only one

smaller vessel will be able to berth (See Figure 9). It is assumed that the all

Storsand Strandtag



small boats in the outer basin are relocated as well. The southern reclaimed

peninsular will secure good and protected berthing conditions for the new berth,

but the manoeuvring towards the berth is difficult, due to the narrow space

between the new berth and the southern breakwater. The vessel may berth both

with stern to or bow in. It is expected that the vessel will not need any tug

assistance.

Alternatively, the berth could be placed at the outer entrance to the existing

marina, but less protected and harder berthing conditions leading to down time

at the berth. For this alternative, the berth could be fully developed to 240 m

and with water depth of 12 m.

The typical berth structure could be a suspended concrete deck on supporting

steel piles and an underlying inclined rock revetment.

Figure 9: Location: Storsand Sandtak The distance from the reef Storskjær to the berth is

less than 350 m.

6 Location: Mulvika, Holmestrand

The location Mulvika is located just south of Holmestrand.

6.1 Approach

The location Mulvika is approached from Oslo fjord navigation fairway. The

approach is also used by vessels going to Port of Drammen. The approach is

considered to be straight forward until vessels reach South of Langøya. The

navigation towards the new timber terminal would continue into the

Holmestrandfjorden. After the vessel has passed Mulodden navigation light, the

vessel shall turn 180 degrees and finally proceed towards the new berth. The

manoeuvring is considered to be fairly good. In front of the berth, there is space

enough for turning the vessel (160 m/270 m). The width of the bay is approx.

840 m (see Figure 10), which makes the manoeuvring conditions very good.

Further, the berth is protected by the peninsular from waves and currents from

south and west directions.



Figure 10: Location Mulvika, Holmestrand (width of bay approx. 840 m. The new berth is

shown, l=240m)

6.2 New berth – Mulvika

The new berth fully developed (240 m) to be developed in the extension of the

existing grain terminal. The 10 m water depth line lies relatively close to the

existing shoreline, which should reduce the amount of dredging work to secure

12 m water depth in front of the berth. The typical berth structure could be a

suspended concrete deck on supporting steel piles and an underlying inclined

rock revetment.

7 Summary of findings/conclusions

The summary of the high end study of the four considered locations are listed in

the following:

› Navigational access to all four location are considered to be fairly good, but

it should be noted, that the navigational channel at Svelvikstrommen will be

a constraint if very large vessels (laden draft >10-11 m) shall call the berth

at Holmen and Gilhusbukta.

› The berthing and manoeuvring conditions at Holmen, Gilhusbukta and

Mulvika are considered to be good at the developed berths and fairly

protected from the natural surroundings. At Storsand Sandtak is the



berthing difficult, due to small reef Storskjær just outside the existing

marina. If the new berth is located in line with the southern breakwater

down time must be expected at the berth, because the berth will be

unprotected from waves from the south direction.

› For all four locations is it possible to develop the timber terminal to a deep-

water berth with 12 m water depth. As noticed above is the water depth at

Svelvik navigation channel maybe a constraint for the location Holmen and

Gilhusbukta. At Storsand Strandtak the berth development could have an

impact on down time due to less protection of the berth.

› The phasing of the berth development is important in terms of construction

costs (CAPEX). It is recommended when a location have been selected that

further technical analysis is carried out in order to prepare a rough master

plan for the berth layout and some conceptual design of the berth in order

to optimise both phasing and investment.

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