Friday, 17 October 2014
Saturday, 7 June 2014
Saturday, 10 May 2014
Hydrograph modeling using command prompt, TREX and Notepad ++.
Hydrograph modeling using command prompt, TREX and Notepad ++.
1. Open command prompt on computer
Start > accessories > command prompt.
Or.
Search command prompt on search application.
2. Type cd . . Then press enter. Cd is stand for change directory.
3. Repeat step 2 until you get the c:\>
4. Go the folder that you saving the TREX file, Input, OLSR which is on Distributed Model File.
Copy the address and then paste on the command prompt.
*attention : Make sure that you put all the file that you want to execute in one folder.
In hydrological study, TREX, INPUT, OLSR, and inp format file must be in the same folder.
5. Type dir for the directory. By using dir, you gonna ask the computer to view all the material or file that contain in that folder.In this case is distributed model file. Then all the file and things that contain in the folder will be list out.
6. Then type T and tab one to type TREX on the command prompt. After that type L and tab to type LSR.
By using tab, this is the shortcut way to type TREX and LSR.
The picture for TREX and LSR is shown on picture below.
7. After that click enter. The file on the input will be executed and read by the systems.
8. This simulation will take several time, mostly hours before finish. Please dont open file on output directly because while it was on running, opening the file will interupted the simulation. If in the emergency cases, and you want to stop the simulation, type control c to stop simulation.
9. The resurlt of this simulation is would be a hydrograph of rainfall.
The End
Saturday, 3 May 2014
ENVIRONMENTAL DISASTER ( BHOPAL CHEMICAL DISASTER)
RISK AND HAZARD ASSESSMENT (ECW 736)
ASSIGNMENT 1 : ENVIRONMENTAL DISASTER
( BHOPAL CHEMICAL DISASTER)
THE BHOPAL DISASTER
INTRODUCTION
The Bhopal Disaster is a disaster that relate with Environment, Human and Economy. The Bhopal Disaster is a well known chemical disaster that have occurred on the night of 2 and 3 December 1984 at the Union Carbide India Limited (UCIL) pesticide plant in Bhopal, Madhya Pradesh. It is known as the worst industrial disaster that had happened in human history. The disaster had killed 2259 innocent citizen and yet 8000 had died after two weeks. Over 500, 000 people were exposed to Methyl iso-cyanate gases and other chemicals.
Methyl iso-cyanate is an organic compound ( intermediate chemical) in the production or Carbaryl, Carbofuran and Methomyl. It have been use widely in rubbers industries and adhesives. It is a highly toxical chemical and extremely hazardous to human health. It is a principal or main chemical that had killed 8000 people initially and approximately 20,000 to 30,000 people in total in Bhopal Disaster.
HOW IT HAPPENED
During the night of December 2-3 1984, a storage tank containing methyl iso-cyanate at the Union Carbide leaked gas into the environment with populated city of Bhopal. It is happened when there is a water leaked into the tank E610 which caused the Methyl iso-cyanate to heat up. It was happened during the routine cleaning of the pipe but the safety valve inside the pipe were faulty and the water leak into the tank. Methyl Iso-cyanate react actively with water and heat up the tank and its pressure gauge. Union Carbide had claim that there are a sabotage by the workers.
Due to high pressure, By 12.15 am, on the morning of December 3, 1984, MIC ( Methyl Iso-cyanate) gas were leaking out from the storage tank. It is estimate that there are 27 tons of MIC gas escaped out of the container and spread across the densely populated city of Bhopal. Although a warning siren was turned on, it was quickly turned off again not to cause panic.
At that night, most of the Bhopal resident is sleeping. Some of them woke up because they heard their children coughing and choking on the fumes. As they jumped up from their bed, they felt their eyes and throat burning. There are some of them fell into the ground unconscious and died.
FIGURE 1.0 : THE SYSTEMS THAT FAIL
HAZARD OF METHYL ISOCYANATE TO HEALTH
There are several Health effect of Methyl Iso-cyanate, one of it is Physological Effect. The people who survive from the disaster had to face trauma for their whole life since the disaster has taken away their family from them. The dies of cattle and economy drop had make them become poorer than before.
Methyl Iso-cyanate is a very toxic gas that can enter into human body through inhalation. Many of the victims killed because they inhaled the toxic gases. There are a few of the victim have a coma, significant lesions in the central nervous system. Generally the health effect of MIC can be divided into two which is Immediate health effect and Long term Health effect. Those two effect are :
Immediate Health Effect ( 0-6 month) Long Term Health Effects
⦁ Ocular: Chemosis (eye irritation), redness, watering, ulcers, photophobia
⦁ Ocular: Persistent watering, corneal opacities, chronic conjunctivitis
⦁
⦁ Respiratory: Distress, pulmonary edema, pneumonitis, pneumothorax
⦁ Respiratory: Obstructive and restrictive airway disease, decreased lung function
⦁ Gastrointestinal: Persistent diarrhea, anorexia, persistent abdominal pain
⦁ Reproductive: Increased pregnancy loss, increased infant mortality, decreased placental/fetal weight
⦁ Psychological: Neuroses, anxiety states, adjustment reactions
⦁ Genetic: Increased chromosomal abnormalities
⦁ Neurobehavioral: Impaired audio and visual memory, impaired vigilance attention and response time, Impaired reasoning and spatial ability, impaired psychomotor coordination
⦁ Neurobehavioral: Impaired associate learning, motor speed, and precision
⦁ ⦁ Cancer and Leukimia
⦁
TABLE 1 : THE HEALTH EFFECT OF METHYL ISO-CYANATE
RISK PEOPLE
Bhopal Disaster name is taken from the name of the city that the disaster happened. Bhopal is the city of Madya Pradesh is one of the fastest growing city in India in the 1960s and 1970s. There are so many unemployed people from the countryside came here looking for jobs and opportunity. The state government was very interested in industrial base. As in other Indian cities, growth was haphazard and planning frequently followed after people had settled on an unoccupied area of land and built themselves improvised shelters.
The resident house is basically made from mud and lacked of basic infrastructure such as piped water, sewage , road and electricity. There are about 300 000 population of Bhopal people when UCIL ( Union Carbide International Limited ) building the first plant. After some times, the population is increasing. The large portion of the area next to the plant is still uninhabited though it was about 2 miles from the center of the old city and very near to neighborhood with hospital and railway station. Because of the first plant, electricity was brought to the city and supplied to many part of the city.
The Bhopal Disaster is risky to approximately 800 000 people around the area especially to the children, woman, and men. There are some people state that there are about 200 000 children affected by the disaster. The gases spread over 40 square kilometer affected all the people at that region.
The next affected or risky people is the workers of Bhopal Disaster. The workers of Union Carbide did not given much information about what they are doing. Many of the expertise had quit from the company due to company situation about workers welfare. The workers is the first risky people that exposed to chemical hazard from Bhopal Disaster. Some of them are trapped and died in the plant area.
HAZARD LIKELIHOOD
Generally there are five type of hazard which is Chemical Hazard, Physical Hazard, Biological Hazard, Psychological Hazard and Radiation Hazard. In Bhopal Disaster, there are two main hazard which is Chemical hazard and Physical hazard. The type of hazard and their likelihood is shown in the table below.
HAZARD TYPE OF HAZARD LIKELIHOOD
Methyl Iso-cyanate Chemical Hazard Unevitable :
Methyl Iso-cyanate ( MIC) is a very toxic chemical and dangerous to human and environment. People who expose to it will suffer several health effect which is eye irritation and cancer.
Generally cause dead to human.
Carbaryl Chemical Hazard Highly Likely :
Carbaryl is a chemical that been used as pesticide. It is classified as a likely human carcinogen.
Carbaryl also can cause cancer. Generally can cause dead if exposed for long time.
Chloroform Chemical Hazard Highly Likely :
Another product from Bhopal Disaster. Chloroform has contaminate the ground water that been drinking by people. Chloroform has been found in woman breast milk at Bhopal. It is immediately dangerous to life and health at approximately 500 ppm, Breathing about 900 ppm for a short time can cause dizziness, fatigue, and headache.
Heat Physical Hazard Possible :
Heat is a physical hazard from Bhopal Disaster. The heat is come from the reaction of MIC with water inside the tank.
Heat can cause Dehydration and heat stress Also can cause fatigue and disorientation. Heat can possibly cause dead to human if exposed for a long time.
Stress Psychological Hazard Possible :
Stress cause by the management of Union Carbide that did not take care about workers. They neglect safety of the workers and citizen. Stress can cause mental disorder to workers and lead to suicide.
Conclusion
The Bhopal disaster was the product of a capitalist system which puts profits before human life and exploits global inequalities. To prevent further such disasters, we need a new system in which workers control production so that they can use safety wisely, and where production is for need not for profit, so there is no incentive. The Bhopal Disaster is a moral story of where sustainable development is important. Three root of sustainable development which is Human, Environment and Socio Economy must be maintain to make sure that the country is in right pathway.
References
⦁ Case Study : Bhopal plant disaster pdf ( M.J Peterson, 2009)
⦁ Greenpeace : Justice for Bhopal
www.greenpeace.org/justice for bhopal (2013).
⦁ Article The Bhopal gas tragedy : An environmental disaster ( S. Sri Ramachari, April 2004).
⦁ Methyl Iso Cyanate Hazardous Substance Fact Sheet,
( http://nj.gov/health/eoh/rtkweb/documents/fs/1270.pdf )
(New jersey department of health and senior service, April 2002 ).
ASSIGNMENT 1 : ENVIRONMENTAL DISASTER
( BHOPAL CHEMICAL DISASTER)
THE BHOPAL DISASTER
INTRODUCTION
The Bhopal Disaster is a disaster that relate with Environment, Human and Economy. The Bhopal Disaster is a well known chemical disaster that have occurred on the night of 2 and 3 December 1984 at the Union Carbide India Limited (UCIL) pesticide plant in Bhopal, Madhya Pradesh. It is known as the worst industrial disaster that had happened in human history. The disaster had killed 2259 innocent citizen and yet 8000 had died after two weeks. Over 500, 000 people were exposed to Methyl iso-cyanate gases and other chemicals.
Methyl iso-cyanate is an organic compound ( intermediate chemical) in the production or Carbaryl, Carbofuran and Methomyl. It have been use widely in rubbers industries and adhesives. It is a highly toxical chemical and extremely hazardous to human health. It is a principal or main chemical that had killed 8000 people initially and approximately 20,000 to 30,000 people in total in Bhopal Disaster.
HOW IT HAPPENED
During the night of December 2-3 1984, a storage tank containing methyl iso-cyanate at the Union Carbide leaked gas into the environment with populated city of Bhopal. It is happened when there is a water leaked into the tank E610 which caused the Methyl iso-cyanate to heat up. It was happened during the routine cleaning of the pipe but the safety valve inside the pipe were faulty and the water leak into the tank. Methyl Iso-cyanate react actively with water and heat up the tank and its pressure gauge. Union Carbide had claim that there are a sabotage by the workers.
Due to high pressure, By 12.15 am, on the morning of December 3, 1984, MIC ( Methyl Iso-cyanate) gas were leaking out from the storage tank. It is estimate that there are 27 tons of MIC gas escaped out of the container and spread across the densely populated city of Bhopal. Although a warning siren was turned on, it was quickly turned off again not to cause panic.
At that night, most of the Bhopal resident is sleeping. Some of them woke up because they heard their children coughing and choking on the fumes. As they jumped up from their bed, they felt their eyes and throat burning. There are some of them fell into the ground unconscious and died.
FIGURE 1.0 : THE SYSTEMS THAT FAIL
HAZARD OF METHYL ISOCYANATE TO HEALTH
There are several Health effect of Methyl Iso-cyanate, one of it is Physological Effect. The people who survive from the disaster had to face trauma for their whole life since the disaster has taken away their family from them. The dies of cattle and economy drop had make them become poorer than before.
Methyl Iso-cyanate is a very toxic gas that can enter into human body through inhalation. Many of the victims killed because they inhaled the toxic gases. There are a few of the victim have a coma, significant lesions in the central nervous system. Generally the health effect of MIC can be divided into two which is Immediate health effect and Long term Health effect. Those two effect are :
Immediate Health Effect ( 0-6 month) Long Term Health Effects
⦁ Ocular: Chemosis (eye irritation), redness, watering, ulcers, photophobia
⦁ Ocular: Persistent watering, corneal opacities, chronic conjunctivitis
⦁
⦁ Respiratory: Distress, pulmonary edema, pneumonitis, pneumothorax
⦁ Respiratory: Obstructive and restrictive airway disease, decreased lung function
⦁ Gastrointestinal: Persistent diarrhea, anorexia, persistent abdominal pain
⦁ Reproductive: Increased pregnancy loss, increased infant mortality, decreased placental/fetal weight
⦁ Psychological: Neuroses, anxiety states, adjustment reactions
⦁ Genetic: Increased chromosomal abnormalities
⦁ Neurobehavioral: Impaired audio and visual memory, impaired vigilance attention and response time, Impaired reasoning and spatial ability, impaired psychomotor coordination
⦁ Neurobehavioral: Impaired associate learning, motor speed, and precision
⦁ ⦁ Cancer and Leukimia
⦁
TABLE 1 : THE HEALTH EFFECT OF METHYL ISO-CYANATE
RISK PEOPLE
Bhopal Disaster name is taken from the name of the city that the disaster happened. Bhopal is the city of Madya Pradesh is one of the fastest growing city in India in the 1960s and 1970s. There are so many unemployed people from the countryside came here looking for jobs and opportunity. The state government was very interested in industrial base. As in other Indian cities, growth was haphazard and planning frequently followed after people had settled on an unoccupied area of land and built themselves improvised shelters.
The resident house is basically made from mud and lacked of basic infrastructure such as piped water, sewage , road and electricity. There are about 300 000 population of Bhopal people when UCIL ( Union Carbide International Limited ) building the first plant. After some times, the population is increasing. The large portion of the area next to the plant is still uninhabited though it was about 2 miles from the center of the old city and very near to neighborhood with hospital and railway station. Because of the first plant, electricity was brought to the city and supplied to many part of the city.
The Bhopal Disaster is risky to approximately 800 000 people around the area especially to the children, woman, and men. There are some people state that there are about 200 000 children affected by the disaster. The gases spread over 40 square kilometer affected all the people at that region.
The next affected or risky people is the workers of Bhopal Disaster. The workers of Union Carbide did not given much information about what they are doing. Many of the expertise had quit from the company due to company situation about workers welfare. The workers is the first risky people that exposed to chemical hazard from Bhopal Disaster. Some of them are trapped and died in the plant area.
HAZARD LIKELIHOOD
Generally there are five type of hazard which is Chemical Hazard, Physical Hazard, Biological Hazard, Psychological Hazard and Radiation Hazard. In Bhopal Disaster, there are two main hazard which is Chemical hazard and Physical hazard. The type of hazard and their likelihood is shown in the table below.
HAZARD TYPE OF HAZARD LIKELIHOOD
Methyl Iso-cyanate Chemical Hazard Unevitable :
Methyl Iso-cyanate ( MIC) is a very toxic chemical and dangerous to human and environment. People who expose to it will suffer several health effect which is eye irritation and cancer.
Generally cause dead to human.
Carbaryl Chemical Hazard Highly Likely :
Carbaryl is a chemical that been used as pesticide. It is classified as a likely human carcinogen.
Carbaryl also can cause cancer. Generally can cause dead if exposed for long time.
Chloroform Chemical Hazard Highly Likely :
Another product from Bhopal Disaster. Chloroform has contaminate the ground water that been drinking by people. Chloroform has been found in woman breast milk at Bhopal. It is immediately dangerous to life and health at approximately 500 ppm, Breathing about 900 ppm for a short time can cause dizziness, fatigue, and headache.
Heat Physical Hazard Possible :
Heat is a physical hazard from Bhopal Disaster. The heat is come from the reaction of MIC with water inside the tank.
Heat can cause Dehydration and heat stress Also can cause fatigue and disorientation. Heat can possibly cause dead to human if exposed for a long time.
Stress Psychological Hazard Possible :
Stress cause by the management of Union Carbide that did not take care about workers. They neglect safety of the workers and citizen. Stress can cause mental disorder to workers and lead to suicide.
Conclusion
The Bhopal disaster was the product of a capitalist system which puts profits before human life and exploits global inequalities. To prevent further such disasters, we need a new system in which workers control production so that they can use safety wisely, and where production is for need not for profit, so there is no incentive. The Bhopal Disaster is a moral story of where sustainable development is important. Three root of sustainable development which is Human, Environment and Socio Economy must be maintain to make sure that the country is in right pathway.
References
⦁ Case Study : Bhopal plant disaster pdf ( M.J Peterson, 2009)
⦁ Greenpeace : Justice for Bhopal
www.greenpeace.org/justice for bhopal (2013).
⦁ Article The Bhopal gas tragedy : An environmental disaster ( S. Sri Ramachari, April 2004).
⦁ Methyl Iso Cyanate Hazardous Substance Fact Sheet,
( http://nj.gov/health/eoh/rtkweb/documents/fs/1270.pdf )
(New jersey department of health and senior service, April 2002 ).
North Port : Coastal Engineering 2013
NORTH PORT ENVIRONMENTAL FORCING
North Port is located within the tropics experiencing two seasons within the year, the northeast (November to March) and the southeast monsoons (April to October). Heavy rainfall, annual flooding and high river flows are commonly experienced during the northeast monsoon or wet season, while dry periods occur later during the season. The mean annual water temperature is 30.04 °C, whereas the mean salinity has been reported to be 30.25 %. The annual mean surface and bottom pH values vary between 7.58 and 8.25, and the mean surface dissolved oxygen (DO) was recorded as 5.38 mg/l. This area is marked by a semi-diurnal tide, which ranges from 2 m during neaps to 5.5 m during spring. In the present study, according to reports of the Malaysian Metrological Service (MMS) between 2009 and 2011, the monthly average rainfall ranged from a minimum of 190 mm in August to a maximum of 410 mm in April and May; the average was 266.91 mm. November, April and May were the months with the greatest number of raining days (400–410 mm). Other researchers have reported that the river discharge at Klang Strait is highly correlated with rainfall patterns, and as expected, the maximum river discharges were measured in November 2009 and April and May 2010.
⦁ SOIL CONDITION
The soil patterns at the North Port area are softly clays for 20 and 30 meter below and followed by firmer layers which become stronger with depth. There are also irregular sand layers. The soft silty clays in the upper layers have shear strength of the order 20 – 25 KN / sq.m.
⦁ TIDES & TIDAL STREAMS
Tidal ranges at Port Klang vary between 2 metres during neaps and 5.5 metres during springs. Lowest Astronomical Tide recorded is 0.0 metre while the Highest Astronomical Tide recorded is 6.1 metre. Tidal streams in the Klang Straits generally set in the Southerly direction at a rate of 1 to 3 knots during flood tide and in the northerly direction during ebb tide at a rate of 1.5 to 3 knots. At Northport, the maximum rate of tidal stream is attained 1 hour before LW and HW. The tidal stream changes direction about 2 hours after LW and HW. At Southport, maximum tidal stream is attained at HW and LW. The tidal stream changes direction 1 hour after HW and LW. At Westport, the maximum tidal stream is attained at LW or HW and the tidal stream changes direction 2½ - 3 hours after LW and HW. Tidal streams at the wharves in general run parallel to the wharf line. The tidal is influence by wind speed. The average wind speed direction and percentage frequency with wave height is given in Table 1.
Table 1: Percentage frequency of occurrence of wave height (H) fo given directions
Wave Height (m) South East South South West West
< 0.5 8.38 13.05 9.70 11.05
0.5 – 1.0 0.75 2.30 1.75 2.25
1.1 – 1.5 0.42 1.20 0.75 1.20
1.6 – 2.0 0.05 0.15 0.10 0.10
2.1 – 2.5 0.00 0.00 0.00 0.10
Total* 9.60 16.70 12.30 14.70
*remaining 46.7% of observations are for waves generated in other directional sectors.
From the table we can observe that the highest wave height total is influence by the west wind direction which is 14.70 percent.
Picture 1 : Graph of expected tidal height
Picture 2 : Detailed sea condition for Port Klang for 8, 9 and 10 December 2013
⦁ BATHYMETRY.
South Kelang Strait is one of the important strait to the North Port and Port Kelang. At South Kelang Strait, there is generally about 12 meter of water within 10 meter of the shoreline. There is about 800 meter between -12 meter contours and 600 meter between the -16 meter contours. At the north west of Pulau Lumut, there is 12 meter water at about 200 meter from the shoreline and there is over 600 meter between the 12 meter contours but there is only about 400 meter between the 16 meter contours. At the anchorage reach site, there is a length of about 250 meter at the west end near the S. Labuhan Group with 12 meter water at about 200 meter from the shoreline and with 400 meter between the 12 meter contours followed by 400 meter with depth of 10 meter at 100 to 150 meter from shore and with about 400 meter between the 10 meter contours.
⦁ NAVIGATIONAL CHANNELS AND BERTHS
CHANNEL LENGTH WIDTH DEPTH
Pulau Angsa (North) 11.0 nm
(20 km) 395 m 13.3 m
Pintu Gedong Access (South) 2.3 nm
(4.3 km) 365 m 15.0 m
Fairway Opposite Northport 4.5 nm
(8.3 km) 700 m 15.0 m
Approach Channel to Southport 2.6 nm
(4.8 km) 210 m 9.0 m
Table 2 : Navigational channel length, width and depth.
⦁ DRAINAGE AND FLOOD LEVEL
North Port is close to Pulau Lumut and Kelang Town. Parts of Pulau Lumut and the surrounding areas of Kelang Town experienced flooding during the widespread floods of January, 1971. On the Pulau Lumut the area of Kampung Terunting, was flooded up to 0.5 meters above ground levels. Based on the average ground levels, the level of flooding would have been about 5.1 meter which would be lower than the Highest Astronomical Tide of 5.4 meters. The villages of Pulau Lumut is protected from the tides by dykes and bunds surrounding the village. A tidal control gate on Sungai Perigi Nenas prevents the ingress of sea water during period of high tides. The gates are open when tides are low.
NORTH PORT ISSUE : POLLUTION
The North Port is located in the west coast of Peninsular Malaysia, in the narrow Klang Strait; this area is important for fisheries, tourism, navigation, and transportation. After 1981, Klang Strait experienced rapid commercial and industrial development, which caused an increase in population, leading to contamination and deterioration of the marine environment quality. This rapid deterioration of the Port Klang marine environment drew international attention. Thus, several regulations, guidelines and international agreements were ratified by research organizations (Association of Southeast Asian Nations and Department of Environment) to reduce and remedy contamination caused by several anthropogenic activities, such as harbors, industrials sites, and tourism, that released high amounts of contaminants into the marine environment. Nevertheless, the current information on concentration of contaminants in Port Klang’s environment is inadequate.
⦁ WATER POLLUTION
A study done by University Malaya researchers show that concentrations of Arsenic, Cadmium, Mercury, and Plumbum in sediment and in water at Port Klang area were significantly higher than the background values at which these metals are considered hazardous. The main sources of heavy metal contamination in Port Klang were industrial wastewater and port activities from the upstream of Kelang river. These hazardous substance have huge impact to human health. For example Arsenic has been linked to cancer of the bladder, lungs, skin, kidney, nasal passages, liver, and prostate where as mercury can cause death.
There are also some oil slick detected on the water surface around North Port. It is believe that the oil is come from the ship and vessel that enter into the North Port. Spilled oil can harm living things because its chemical constituents are poisonous. This can affect organisms both from internal exposure to oil through ingestion or inhalation and from external exposure through skin and eye irritation. Huge Oil spill can smother some small species of fish or invertebrates and coat feathers and fur, reducing birds' and mammals' ability to maintain their body temperatures.
Picture 3 : Oil slick found at soil layer beside mangrove tree.
⦁ AIR POLLUTION
North Port severely having haze during the site visit. Visibility in Port Klang fluctuated between 0.00 and 0.5 nautical mile when the air pollutant index reached a high of 495. North Port pilots have been trained to navigate in conditions of restricted visibility besides also taking advantage of short periods of improved visibility to safely navigate ships in and out of the port.
THE WIND DIRECTION IN NORTH PORT
North Port is protected from high wind flow since it is located in the middle between Titiwangsa mountains and Sumatera island. Wind direction in North Port is not specifically in one direction. The percentage frequency for wind direction is given in table 2. From the table we can observe that the highest total wind direction is to the south and the lowest wind speed total is to the south east.
Picture 3 : wind direction in Malaysia on 8 December 2013
Table 2: Percentage frequency of occurrence of wind speed for given direction (speed up factor of x 2 applied to Subang airport data)
Wind speed (m/s) South East South South West West
< 0.6 5.2 9.1 6.7 8.0
0.6 – 3.0 2.2 2.7 2.0 2.0
3.1 – 6.6 1.3 2.5 2.0 2.1
6.7 – 10.8 0.8 2.1 1.4 2.2
10.9 – 18.8 0.1 0.3 0.2 0.4
Total* 9.6 16.7 12.3 14.7
*remaining 46.7% of observation are for other directions.
Table 3: Winds fetch lengths for offshore wave generation for North Port.
Direction (oN) Fetch length (km)
5 50.0
15 45.0
25 21.0
35 15.0
45 11.6
55 13.0
65 14.4
75 14.4
85 14.4
95 22.2
105 32.2
115 77.4
125 307.5
135 210.0
145 94.0
155 95.4
165 92.0
175 81.0
185 71.2
195 59.0
205 66.4
215 95.4
225 100.0
235 105.0
245 100.0
255 105.0
265 127.5
275 137.5
285 192.5
295 360.0
305 1380.0
315 2700.0
325 2490
335 680.0
345 92.5
355 65.0
North Port is located within the tropics experiencing two seasons within the year, the northeast (November to March) and the southeast monsoons (April to October). Heavy rainfall, annual flooding and high river flows are commonly experienced during the northeast monsoon or wet season, while dry periods occur later during the season. The mean annual water temperature is 30.04 °C, whereas the mean salinity has been reported to be 30.25 %. The annual mean surface and bottom pH values vary between 7.58 and 8.25, and the mean surface dissolved oxygen (DO) was recorded as 5.38 mg/l. This area is marked by a semi-diurnal tide, which ranges from 2 m during neaps to 5.5 m during spring. In the present study, according to reports of the Malaysian Metrological Service (MMS) between 2009 and 2011, the monthly average rainfall ranged from a minimum of 190 mm in August to a maximum of 410 mm in April and May; the average was 266.91 mm. November, April and May were the months with the greatest number of raining days (400–410 mm). Other researchers have reported that the river discharge at Klang Strait is highly correlated with rainfall patterns, and as expected, the maximum river discharges were measured in November 2009 and April and May 2010.
⦁ SOIL CONDITION
The soil patterns at the North Port area are softly clays for 20 and 30 meter below and followed by firmer layers which become stronger with depth. There are also irregular sand layers. The soft silty clays in the upper layers have shear strength of the order 20 – 25 KN / sq.m.
⦁ TIDES & TIDAL STREAMS
Tidal ranges at Port Klang vary between 2 metres during neaps and 5.5 metres during springs. Lowest Astronomical Tide recorded is 0.0 metre while the Highest Astronomical Tide recorded is 6.1 metre. Tidal streams in the Klang Straits generally set in the Southerly direction at a rate of 1 to 3 knots during flood tide and in the northerly direction during ebb tide at a rate of 1.5 to 3 knots. At Northport, the maximum rate of tidal stream is attained 1 hour before LW and HW. The tidal stream changes direction about 2 hours after LW and HW. At Southport, maximum tidal stream is attained at HW and LW. The tidal stream changes direction 1 hour after HW and LW. At Westport, the maximum tidal stream is attained at LW or HW and the tidal stream changes direction 2½ - 3 hours after LW and HW. Tidal streams at the wharves in general run parallel to the wharf line. The tidal is influence by wind speed. The average wind speed direction and percentage frequency with wave height is given in Table 1.
Table 1: Percentage frequency of occurrence of wave height (H) fo given directions
Wave Height (m) South East South South West West
< 0.5 8.38 13.05 9.70 11.05
0.5 – 1.0 0.75 2.30 1.75 2.25
1.1 – 1.5 0.42 1.20 0.75 1.20
1.6 – 2.0 0.05 0.15 0.10 0.10
2.1 – 2.5 0.00 0.00 0.00 0.10
Total* 9.60 16.70 12.30 14.70
*remaining 46.7% of observations are for waves generated in other directional sectors.
From the table we can observe that the highest wave height total is influence by the west wind direction which is 14.70 percent.
Picture 1 : Graph of expected tidal height
Picture 2 : Detailed sea condition for Port Klang for 8, 9 and 10 December 2013
⦁ BATHYMETRY.
South Kelang Strait is one of the important strait to the North Port and Port Kelang. At South Kelang Strait, there is generally about 12 meter of water within 10 meter of the shoreline. There is about 800 meter between -12 meter contours and 600 meter between the -16 meter contours. At the north west of Pulau Lumut, there is 12 meter water at about 200 meter from the shoreline and there is over 600 meter between the 12 meter contours but there is only about 400 meter between the 16 meter contours. At the anchorage reach site, there is a length of about 250 meter at the west end near the S. Labuhan Group with 12 meter water at about 200 meter from the shoreline and with 400 meter between the 12 meter contours followed by 400 meter with depth of 10 meter at 100 to 150 meter from shore and with about 400 meter between the 10 meter contours.
⦁ NAVIGATIONAL CHANNELS AND BERTHS
CHANNEL LENGTH WIDTH DEPTH
Pulau Angsa (North) 11.0 nm
(20 km) 395 m 13.3 m
Pintu Gedong Access (South) 2.3 nm
(4.3 km) 365 m 15.0 m
Fairway Opposite Northport 4.5 nm
(8.3 km) 700 m 15.0 m
Approach Channel to Southport 2.6 nm
(4.8 km) 210 m 9.0 m
Table 2 : Navigational channel length, width and depth.
⦁ DRAINAGE AND FLOOD LEVEL
North Port is close to Pulau Lumut and Kelang Town. Parts of Pulau Lumut and the surrounding areas of Kelang Town experienced flooding during the widespread floods of January, 1971. On the Pulau Lumut the area of Kampung Terunting, was flooded up to 0.5 meters above ground levels. Based on the average ground levels, the level of flooding would have been about 5.1 meter which would be lower than the Highest Astronomical Tide of 5.4 meters. The villages of Pulau Lumut is protected from the tides by dykes and bunds surrounding the village. A tidal control gate on Sungai Perigi Nenas prevents the ingress of sea water during period of high tides. The gates are open when tides are low.
NORTH PORT ISSUE : POLLUTION
The North Port is located in the west coast of Peninsular Malaysia, in the narrow Klang Strait; this area is important for fisheries, tourism, navigation, and transportation. After 1981, Klang Strait experienced rapid commercial and industrial development, which caused an increase in population, leading to contamination and deterioration of the marine environment quality. This rapid deterioration of the Port Klang marine environment drew international attention. Thus, several regulations, guidelines and international agreements were ratified by research organizations (Association of Southeast Asian Nations and Department of Environment) to reduce and remedy contamination caused by several anthropogenic activities, such as harbors, industrials sites, and tourism, that released high amounts of contaminants into the marine environment. Nevertheless, the current information on concentration of contaminants in Port Klang’s environment is inadequate.
⦁ WATER POLLUTION
A study done by University Malaya researchers show that concentrations of Arsenic, Cadmium, Mercury, and Plumbum in sediment and in water at Port Klang area were significantly higher than the background values at which these metals are considered hazardous. The main sources of heavy metal contamination in Port Klang were industrial wastewater and port activities from the upstream of Kelang river. These hazardous substance have huge impact to human health. For example Arsenic has been linked to cancer of the bladder, lungs, skin, kidney, nasal passages, liver, and prostate where as mercury can cause death.
There are also some oil slick detected on the water surface around North Port. It is believe that the oil is come from the ship and vessel that enter into the North Port. Spilled oil can harm living things because its chemical constituents are poisonous. This can affect organisms both from internal exposure to oil through ingestion or inhalation and from external exposure through skin and eye irritation. Huge Oil spill can smother some small species of fish or invertebrates and coat feathers and fur, reducing birds' and mammals' ability to maintain their body temperatures.
Picture 3 : Oil slick found at soil layer beside mangrove tree.
⦁ AIR POLLUTION
North Port severely having haze during the site visit. Visibility in Port Klang fluctuated between 0.00 and 0.5 nautical mile when the air pollutant index reached a high of 495. North Port pilots have been trained to navigate in conditions of restricted visibility besides also taking advantage of short periods of improved visibility to safely navigate ships in and out of the port.
THE WIND DIRECTION IN NORTH PORT
North Port is protected from high wind flow since it is located in the middle between Titiwangsa mountains and Sumatera island. Wind direction in North Port is not specifically in one direction. The percentage frequency for wind direction is given in table 2. From the table we can observe that the highest total wind direction is to the south and the lowest wind speed total is to the south east.
Picture 3 : wind direction in Malaysia on 8 December 2013
Table 2: Percentage frequency of occurrence of wind speed for given direction (speed up factor of x 2 applied to Subang airport data)
Wind speed (m/s) South East South South West West
< 0.6 5.2 9.1 6.7 8.0
0.6 – 3.0 2.2 2.7 2.0 2.0
3.1 – 6.6 1.3 2.5 2.0 2.1
6.7 – 10.8 0.8 2.1 1.4 2.2
10.9 – 18.8 0.1 0.3 0.2 0.4
Total* 9.6 16.7 12.3 14.7
*remaining 46.7% of observation are for other directions.
Table 3: Winds fetch lengths for offshore wave generation for North Port.
Direction (oN) Fetch length (km)
5 50.0
15 45.0
25 21.0
35 15.0
45 11.6
55 13.0
65 14.4
75 14.4
85 14.4
95 22.2
105 32.2
115 77.4
125 307.5
135 210.0
145 94.0
155 95.4
165 92.0
175 81.0
185 71.2
195 59.0
205 66.4
215 95.4
225 100.0
235 105.0
245 100.0
255 105.0
265 127.5
275 137.5
285 192.5
295 360.0
305 1380.0
315 2700.0
325 2490
335 680.0
345 92.5
355 65.0
Port Kelang SWOT analysis
SWOT analysis is an analytical method which is used to identify and categorise significant internal (Strengths and Weaknesses) and external (Opportunities and Threats) factors faced either in a particular arena, such as an organization or company. In the case for Malaysia port, the summary of SWOT analysis is as followed:
Strength
Malaysia is a strategic place since it is not in the Pacific belt which is not threated with volcano and earth quake.
Malaysia is a fast growing country that encourage more local and international investor to invest in Malaysia.
Malaysia have many ports that will suit all type of businesses from all over the world.
Malaysia port is link with vast highway that will transport the items more easier and faster compare with other country in South East Asia.
Unlike other country in this region, the political scenario in Malaysia is much more stabilize and this will encourage more investor to come to Malaysia.
Weakness
Malaysia are lack of local professional human resource in port construction and management.
There is certain area in Malaysia still don’t have highway especially in East Coast, and this will limit the transportation of goods.
Climate in Malaysia that humid and dry limited the goods to be store for a long time especially for food and medicine.
Malaysia port don’t have enough facility to handle bigger business.
Port in Malaysia don’t have enough volume base.
‘Sharing the same cake’ situation when there are too many port in Malaysia with same function.
Opportunity
Competitor do not provide a good service and always have a port strike compare with Malaysia.
Singapore port is the largest port in South East Asia and because Malaysia is close with it, Malaysia also can take benefit from that.
Support by the government of Malaysia in port business.
Threat
Government Agency like Custom and SPRM always ambush port management and check shipping contena at any time, this will cause the port service become slow.
The port strike by the workers in the port service.
Increasing competitor : government of Malaysia will construct a new port in the near future.
Economy Changing.
Strength
Malaysia is a strategic place since it is not in the Pacific belt which is not threated with volcano and earth quake.
Malaysia is a fast growing country that encourage more local and international investor to invest in Malaysia.
Malaysia have many ports that will suit all type of businesses from all over the world.
Malaysia port is link with vast highway that will transport the items more easier and faster compare with other country in South East Asia.
Unlike other country in this region, the political scenario in Malaysia is much more stabilize and this will encourage more investor to come to Malaysia.
Weakness
Malaysia are lack of local professional human resource in port construction and management.
There is certain area in Malaysia still don’t have highway especially in East Coast, and this will limit the transportation of goods.
Climate in Malaysia that humid and dry limited the goods to be store for a long time especially for food and medicine.
Malaysia port don’t have enough facility to handle bigger business.
Port in Malaysia don’t have enough volume base.
‘Sharing the same cake’ situation when there are too many port in Malaysia with same function.
Opportunity
Competitor do not provide a good service and always have a port strike compare with Malaysia.
Singapore port is the largest port in South East Asia and because Malaysia is close with it, Malaysia also can take benefit from that.
Support by the government of Malaysia in port business.
Threat
Government Agency like Custom and SPRM always ambush port management and check shipping contena at any time, this will cause the port service become slow.
The port strike by the workers in the port service.
Increasing competitor : government of Malaysia will construct a new port in the near future.
Economy Changing.
Design consideration between vessel and vehicle : Coastal Engineering
Compare and contrast the design considerations of navigational channel to highway design, including the similarity and difference of vessel & vehicle characteristics, as well as construction aspect.
Navigational Channel
Take account of the size and shape of maneuverings spaces within the port, with particular reference to the stopping and swinging areas.
Must take account of the alignment and width of approach channels and port entrances.
Need to take account on water depth along the channel and how big vessel can enter into the channel.
Need to take account on wind flow direction, the harbour with wind direction perpendicular to the harbour will channel the vessel to the harbour easier.
The maintenance of navigational channel is much more easier than road since the navigational channel just need to be dredging in specific time basically one in 3 year.
Road Highway
Highway design must take account on human factor include reaction time for braking and steering, visual acuity for traffic signs and signals, and car-following behavior.
Designer also must take account on vehicle considerations include vehicle size and dynamics that are essential for determining lane width and maximum slopes, and for the selection of design vehicles.
The design of the highway need to take account on the soil type and also the stability of the earth surface along the highway. This is important so that the life cycle of the highway is longer.
There is no need to take account on the wind flow along the highway since it is does not have big impact on the car movement.
The maintenance of the road is complicated since there will be a pothole on the road.
To ensure stability of vehicles when negotiating curves and grades and to provide adequate sight distances for undertaking passing maneuvers along curves on two-lane, the road geometry must be considered.
Car and vessel similarities
The turning radius of a vehicle is the radius of the smallest circular turn that the vehicle is capable of making. Both car and vessel has the turning radius, so it is important to take account of vessel turning radius when designing a navigational channel.
Navigational Channel
Take account of the size and shape of maneuverings spaces within the port, with particular reference to the stopping and swinging areas.
Must take account of the alignment and width of approach channels and port entrances.
Need to take account on water depth along the channel and how big vessel can enter into the channel.
Need to take account on wind flow direction, the harbour with wind direction perpendicular to the harbour will channel the vessel to the harbour easier.
The maintenance of navigational channel is much more easier than road since the navigational channel just need to be dredging in specific time basically one in 3 year.
Road Highway
Highway design must take account on human factor include reaction time for braking and steering, visual acuity for traffic signs and signals, and car-following behavior.
Designer also must take account on vehicle considerations include vehicle size and dynamics that are essential for determining lane width and maximum slopes, and for the selection of design vehicles.
The design of the highway need to take account on the soil type and also the stability of the earth surface along the highway. This is important so that the life cycle of the highway is longer.
There is no need to take account on the wind flow along the highway since it is does not have big impact on the car movement.
The maintenance of the road is complicated since there will be a pothole on the road.
To ensure stability of vehicles when negotiating curves and grades and to provide adequate sight distances for undertaking passing maneuvers along curves on two-lane, the road geometry must be considered.
Car and vessel similarities
The turning radius of a vehicle is the radius of the smallest circular turn that the vehicle is capable of making. Both car and vessel has the turning radius, so it is important to take account of vessel turning radius when designing a navigational channel.
Harbour Planning Consideration
Harbour planning and design involves numerous technical, operational and environmental considerations. Select one (1) of the above aspect to perform literature study and produce a summarised write-up of up to 3 pages (excluding figures/ tables). Discuss how decision-making inevitably require the detailed study of the correlation between these diverse aspects as well as economic and financial constraints. Provide all references.
OPERATIONAL CONSIDERATIONS
Operational consideration gives guidance on general aspects such as the design life of structures, ship data, requirements of approach channel and other operational considerations. Many of the operational requirements of marine works and structures are specific to their particular functions.
Design Life
The design life of a structure or product is the period of time during which the item is expected by its designers to work within its specified parameters. The design life of a structure is taken to be its intended useful life, and will depend on the purpose for which it is used. The choice of design life is a matter to be decided in relation to each project. Unless special circumstances apply, the design life should be taken to be 50 years for all permanent marine structures covered. This does not necessarily mean that the structure will continue to be serviceable for that length of time without adequate inspection and maintenance. Rather, regular inspection and repair are required under competent direction to ensure the stability and serviceability of the structure.
Ship Data
Where possible, details and dimensions should be obtained from the client, owners and operators of the vessels to be accommodated, and those likely in the anticipated lifetime of the structure. Vessel characteristics which should be considered include type, size and shape, ship handling requirements, cargo or passenger handling requirements, and vessel servicing requirements. This is important so that the harbour could be design based on vessel size and shape.
Current Conditions
Current condition at that area is can be divide into the type of soil, the tidal flow and also the wave height. Reclamation, dredging works and major sea defense such as breakwaters may cause changes in the pattern of tidal flow and consequently affect navigation, mooring and berthing forces, siltation and water quality in the vicinity of these marine works, and possibly some distance away from the site. So this is very important to know what is the current condition at that place.
Berth Conditions
Berth is the designated location where a vessel may be moored, usually for the purposes of loading and unloading. Berths are designated by the management of a facility. Vessels are assigned to berths by these authorities. Acceptable wave conditions at berths for ferries and public vessels or within cargo handling basins and typhoon shelters can only be determined after consultation with the port management or other vessel operators.
Typhoon Shelters
A typhoon shelter is a shelter for fishing boat. These facilities are often found in Hong Kong Port. A typhoon shelter, is used by small to medium ships as a shelter against gale force winds and rough seas during a typhoon strike. Typhoon shelters in Hong Kong are to provide shelter for vessels not exceeding 50 m in length under extreme wave conditions in typhoons. The recommended wave heights under extreme wave conditions should not exceed the following criteria :
Vessel Length Significant Wave Height
Less than 30 m
Less than 0.6 m
30 m to 50 m Less than 0.9 m
It should be noted that the recommended design criteria should be taken only as the target design values instead of the absolute allowable values. Localized exceedance of the design values may be permitted with due consideration of the site condition and the layout of the mooring areas within the typhoon shelter.
Approach Channels
The depth and width of approach channels should be specified. The required depth of channels can be calculated based on several factor which is the loaded draft of design vessel, tidal variations, wave induces motion of the vessel, vessel squat and trim and a factor of safety. The width of the channel, defined as the width at the dredged level, should be determined according to the following factors :
Beam, speed and maneuverability of the design vessel.
Whether the vessel is to pass another vessel.
Channel depth.
Channel alignment.
Stability of the channel banks.
Winds, waves, currents and cross currents in the channel.
Availability of navigational aids.
Where the bottom of the channel consists of mud, it is usual in international ports to define the depth for navigation as being that between low water level and the level at which the density of the bottom sediment is equal to or greater than 1200 kg/m3, since research elsewhere has shown that the mud layers of lower density do not significantly impede the passage of a ship. The general practice to determine such a level in local port condition is to use an echo sounder of 200 kHz to 220 kHz which, by experience, is able to identify the seabed of density of 1200 kg/m3 in most cases for safe navigation. When planning the location of approach channels, and approaches or fairways in general, account should be taken of future siltation and maintenance. Consideration may be given to dredging to a depth greater than the minimum required navigation depth, with the intention of eliminating the need for maintenance dredging in the first few years after completion of initial dredging.
Navigation Aids
Aids to navigation are used to mark limits of structures such as piers, seawalls, breakwaters and dolphins, channel entrances, boundaries and turns, and hidden dangers such as shoals and rock outcrops, to act as a guide for vessels and to assist with their safe movement.
Discuss how decision-making inevitably require the detailed study of the correlation between these diverse aspects as well as economic and financial constraints.
In many engineering design, the economic and financial constraints is the most influential items. It can make the idea become reality or not. A civil engineer need more financial support to design a harbour with enough strength with good material so that the harbour will have longer design life. Apart from that, the reclamation process to find the suitable soil type area to built a harbour is important. This will need more financial and time being. Another part is on the channel way. Suitable channel way is important so that the vessel do not experience any difficulty in the future. Inevitably, engineer should know and make a decision making to choose suitable area for harbour development.
REFERENCE
Nobuyuki Yagi, Evaluating Integrated Coastal Management planning policy in Japan: Why the Guideline 2000 has not been implemented.
Original Research Article Ocean & Coastal Management, Volume 84, November 203, Pages 97-106 .
http://en.wikipedia.org/wiki/Ecology retrieved on 1 December 2013.
http://en.wikipedia.org/wiki/Berth_(moorings) retrieve on 1 December 2013.
Civil Engineering Department, Government of Hong Kong, Port Works Design Manual Part 1, May 2002.
OPERATIONAL CONSIDERATIONS
Operational consideration gives guidance on general aspects such as the design life of structures, ship data, requirements of approach channel and other operational considerations. Many of the operational requirements of marine works and structures are specific to their particular functions.
Design Life
The design life of a structure or product is the period of time during which the item is expected by its designers to work within its specified parameters. The design life of a structure is taken to be its intended useful life, and will depend on the purpose for which it is used. The choice of design life is a matter to be decided in relation to each project. Unless special circumstances apply, the design life should be taken to be 50 years for all permanent marine structures covered. This does not necessarily mean that the structure will continue to be serviceable for that length of time without adequate inspection and maintenance. Rather, regular inspection and repair are required under competent direction to ensure the stability and serviceability of the structure.
Ship Data
Where possible, details and dimensions should be obtained from the client, owners and operators of the vessels to be accommodated, and those likely in the anticipated lifetime of the structure. Vessel characteristics which should be considered include type, size and shape, ship handling requirements, cargo or passenger handling requirements, and vessel servicing requirements. This is important so that the harbour could be design based on vessel size and shape.
Current Conditions
Current condition at that area is can be divide into the type of soil, the tidal flow and also the wave height. Reclamation, dredging works and major sea defense such as breakwaters may cause changes in the pattern of tidal flow and consequently affect navigation, mooring and berthing forces, siltation and water quality in the vicinity of these marine works, and possibly some distance away from the site. So this is very important to know what is the current condition at that place.
Berth Conditions
Berth is the designated location where a vessel may be moored, usually for the purposes of loading and unloading. Berths are designated by the management of a facility. Vessels are assigned to berths by these authorities. Acceptable wave conditions at berths for ferries and public vessels or within cargo handling basins and typhoon shelters can only be determined after consultation with the port management or other vessel operators.
Typhoon Shelters
A typhoon shelter is a shelter for fishing boat. These facilities are often found in Hong Kong Port. A typhoon shelter, is used by small to medium ships as a shelter against gale force winds and rough seas during a typhoon strike. Typhoon shelters in Hong Kong are to provide shelter for vessels not exceeding 50 m in length under extreme wave conditions in typhoons. The recommended wave heights under extreme wave conditions should not exceed the following criteria :
Vessel Length Significant Wave Height
Less than 30 m
Less than 0.6 m
30 m to 50 m Less than 0.9 m
It should be noted that the recommended design criteria should be taken only as the target design values instead of the absolute allowable values. Localized exceedance of the design values may be permitted with due consideration of the site condition and the layout of the mooring areas within the typhoon shelter.
Approach Channels
The depth and width of approach channels should be specified. The required depth of channels can be calculated based on several factor which is the loaded draft of design vessel, tidal variations, wave induces motion of the vessel, vessel squat and trim and a factor of safety. The width of the channel, defined as the width at the dredged level, should be determined according to the following factors :
Beam, speed and maneuverability of the design vessel.
Whether the vessel is to pass another vessel.
Channel depth.
Channel alignment.
Stability of the channel banks.
Winds, waves, currents and cross currents in the channel.
Availability of navigational aids.
Where the bottom of the channel consists of mud, it is usual in international ports to define the depth for navigation as being that between low water level and the level at which the density of the bottom sediment is equal to or greater than 1200 kg/m3, since research elsewhere has shown that the mud layers of lower density do not significantly impede the passage of a ship. The general practice to determine such a level in local port condition is to use an echo sounder of 200 kHz to 220 kHz which, by experience, is able to identify the seabed of density of 1200 kg/m3 in most cases for safe navigation. When planning the location of approach channels, and approaches or fairways in general, account should be taken of future siltation and maintenance. Consideration may be given to dredging to a depth greater than the minimum required navigation depth, with the intention of eliminating the need for maintenance dredging in the first few years after completion of initial dredging.
Navigation Aids
Aids to navigation are used to mark limits of structures such as piers, seawalls, breakwaters and dolphins, channel entrances, boundaries and turns, and hidden dangers such as shoals and rock outcrops, to act as a guide for vessels and to assist with their safe movement.
Discuss how decision-making inevitably require the detailed study of the correlation between these diverse aspects as well as economic and financial constraints.
In many engineering design, the economic and financial constraints is the most influential items. It can make the idea become reality or not. A civil engineer need more financial support to design a harbour with enough strength with good material so that the harbour will have longer design life. Apart from that, the reclamation process to find the suitable soil type area to built a harbour is important. This will need more financial and time being. Another part is on the channel way. Suitable channel way is important so that the vessel do not experience any difficulty in the future. Inevitably, engineer should know and make a decision making to choose suitable area for harbour development.
REFERENCE
Nobuyuki Yagi, Evaluating Integrated Coastal Management planning policy in Japan: Why the Guideline 2000 has not been implemented.
Original Research Article Ocean & Coastal Management, Volume 84, November 203, Pages 97-106 .
http://en.wikipedia.org/wiki/Ecology retrieved on 1 December 2013.
http://en.wikipedia.org/wiki/Berth_(moorings) retrieve on 1 December 2013.
Civil Engineering Department, Government of Hong Kong, Port Works Design Manual Part 1, May 2002.
Pahang Flood 2013
With the reference to the Pahang Flood in 2014, you are required to write a summary on this flood. Your summary should include (1)rainfall event, (2)runoff, (3) infiltration, (4) damages, (5) flood level and (5) suggest any appropriate approach to reduce the flood impact in the future. Please support your answer with an appropriate reference.(2 pages)
Flood is severely happened in Malaysia region. Basically there are two major flood type occur in Malaysia which is flash flood and also flood due to monsoon. The flood that occur at Pahang last year can be identified as monsoon flood.
Pahang is the third largest state in Malaysia, after Sarawak and Sabah, and the largest in Peninsular Malaysia. The state occupies the huge Pahang River river basin. It is bordered to the north by Kelantan, to the west by Perak, Selangor, Negeri Sembilan, to the south by Johor and to the east by Terengganu and the South China Sea. Pahang severely having flood event every year since it is influence from the north east monsoon and last year is the worst flood event occur. It cause 40000 affected people to be evacuated to the relief center. The intensity of the rainfall that cause flood is 920 mm for three days compared with 355mm over a full month. It is the maximum value for rainfall intensity with heavy rain. The velocity of the air is 50 km/h and it brings the heavy rainfall to Kuantan city and paralyzed the city activity. Until 4 Disember 2013, the flood water level had increase into 1 meter on the road. The monthly precipitation for Pahang area is 684.6mm and mean monthly precipitation is 208.4mm. The maximum monthly flow of the river in Pahang is 1697.4 m³/s and it is expected that in the near future the flow will increase to 718.1 m³/s due to urbanization and land use change. The maximum monthly air temperature for Pahang area is 28.3 °c and the mean monthly air temperature is 26.1 °c. Pahang flood event had crippled eight district. The damage of this flood is cost RM390 million. The mitigation should be made to reduce the impact of the flood.The system that been use currently had been overwhelming by heavy downpours coupled with high tide. Month before the flood seasons, state goverment agencies had conducted flood mitigation work such as widening drains, building bunds at Sungai Isap and deepening Sungai Galing. Unfortunately flood is still happened and it is worse than last year event. The most effected area is Kuantan with more than 27000 people evacuated. Several mitigation action can be proposed in order to reduce the flood impact. Generally flood mitigation can be divided into two which is structural method and un-structural method. Structural method is included the building of floodwall along Pahang River. These will cater the river overflow into the city. Another mitigation plan that can be done is by canal deepening. It is believe that Pahang river is not sufficient to receive huge amount of discharge from the land. Due to siltration from upstream. Because of that river dredging must be done. River dredging should be made gradually instead of only during the flood seasons. With the deepening of the river, the river can cater more water discharge from the upstream.
Under the un-structural method, there are several things that government should look onto. First is on the warning systems. Our flood warning system is still weak compared with other country. Warning systems is important since to make sure that people who living in the flood prone area can prepare what to do and what not. This can reduce the impact of flood event. Second is on the study of flood prone area. Recently there are still lack of study about future flood event in Pahang. Using the outdated data will cause the future prediction vary from what is really happened. A study on flood forecasting should be made seriously by local authority and all the data should be assessable by citizen. Third way is by proper use of land planning. Pahang severe flood is believe caused by the poor city plan by the state government and local authority. Construction of building is approved even in the flood plain area and close to river. What will happened was the construction will interrupt the soil system at that area and the soil will be transported through river flow into the downstream. The soil will deposited in the river and siltration happened. That will cause flood to occurred. Flood is also cause by the canal clog in the city. This is due to lack of ethics of local citizen to through rubbish into the river systems. Action could be made is by educated the people on the river pollution. The wrong doing and the cause should be explain to them in order to reduce the flood occurring factor. Law and enforcement need to be upgrade suitable with current situation.
References
1 Jamaludin, 2010, Trends in Peninsular Malaysia Rainfall Data During the Southwest Monsoon and Northeast Monsoon Seasons : 1975-2004.
2 Salmah Zakaria, Impact of Climate Change on water : Focus Malaysia.
Flood mitigation : Structural and Unstructural
Flood mitigation : Structural and Unstructural
There are two ways to mitigate and reduce the impact of flood event which is structural and un-structural measures. Porto Uniao in Brazil are severely having flood event through years.The flood is due to dam construction on 1980. Carlos in his study have proposed several method to mitigate flood which is flood map, urban land use plan, flood forecasting and also levee. For the flood map, the infected area is divided into three region which is preservation, protection and low density area. For each region, several action will be taken. Under urban land use plan, he proposed the modification of Urban land Use legislation. Carlos also suggested preventive rules to avoid the runoff increase due to urbanization. Carlos proposed the construction of levee but at the same time research and study should be done to make sure that impact on the upstream and downstream river to avoid undesirable consequences. In a study done by I.M.Faisal state that structural measure alone cannot guarantee flood protection where as an un-structural measure should also be made. It is based on Dhaka catastrophic flood in 1998 where the embarkment is built along Turag River but flood still occurred. The un-structural measure proposed are include the improvement of digital elevation model based real time flood forecasting and warning, preservation of adequate number of retention ponds and land use planning, including flood zoning, provision of emergency services, shelters, flood proofing, flood fighting and post flood rehabilitation. A well coordinated between structural and un-structural measures are important for long-term flood mitigation strategy. Hurricane is one or the major flood causes. The most popular hurricane is Katrina that cause catastrophic flood in New Orleans. Over the years, levees, floodwall and pumping station have been built in New Orleans. But still these structural measure is fail to cater flood. Griffis in his journal found that the storm surge by Katrina easily overtopped the levee. The failure of the levee is due to the lack of barrier island and wetland that allow the tidal surge to attack the levee in full force. Study and research should be make based on real time storm and the flood control measures must be design to withstand at least the load of design storm. Flood due to cyclone and hurricane are dominant at other locations. As in Pakistan, the flood is happen on the flat terrain, densely populated and economically develope area. Muhammad in his study state that the flood is link to weather and climate as well as to physiographic features. The most severely flood event is happen in Indus basin. As in Pakistan, flood prediction is complicated. Therefore flood warning is the main emphasize in the country like Pakistan.Where as in country like Malaysia, that severely experience flash flood, the people perception and responses also important. Jamaludin in his study suggest that the Malaysia government should impose a strict law in order to control the deforestation at upstream and also river pollution cause by squatters. Kuala Lumpur need a proper set up and implementation of land use regulation other than building dams and levees.
References
1 Carlos E.M et al, 2000 Flood control measures in Uniao da Victoria and Porto Uniao:strutural vs non-structural measures, Universidade Federal do Rio, Brazil.
2 Faisal I.M et al, 2000, Non-structural flood mitigation measure for Dhaka City, Bangladesh University of Engineering and Technology, Dhaka.
3 Griffits F.H, 2007, Engineering failures exposed by Hurricane Katrina, Dept. Of Civil, Polytechnic University, Brooklyn, USA.
4 Muhammad Atiq et al, 2011, Flood and flood management in Pakistan, Fac.of Civil Eng. And Geoscience, Delft University of Technology, Netherlands.
5 Jamaludin M.J. 1985 Flash flood Problems and Human responses to the flash flood hazard in Kuala lumpur area, Peninsular Malaysia.
Runoff and urbanization relationship
Discuss the relationship between urbanization (land use change) and runoff (discharge). Support your answer with the some findings (e.g. Journal papers, articles, books, etc.).
Relationship between urbanization and runoff.
Urbanization can be define as the condition where towns and cities are formed and become larger as more people start to living at that area and working in central areas. Urbanize area can be identified by having more building, sky crappers and also good road systems. As in Malaysia, the most urbanize area is in Klang Valley. There will be change on the soil cover of that area into concrete and impervious land cover. It will definitely effecting the runoff water.
Subramanya in his books state that urbanization (land use change) is one of the factor that effecting runoff. Urbanization will increase the amount of impervious surface area and this will decrease the infiltration and surface retention rate. When amount of infiltration rate is low, the runoff will be increase, as a result flood could happened. From the graph(a), can be shown that the discharge is increase when there are urbanization in that area. From the graph also shown that the peak time of the discharge also increase.
The relationship of urbanization( land use change) and runoff also can be identified through rational method equation. Discharge Q is depends on C, A and i where C is coefficient of runoff, A is area and i is rainfall intensity.
Q = CiA
The value of C is depend on the surface cover at that area,as an example for lawn is 0.10 and industrial is 0.80. By this we can conclude that the value of runoff coefficient will be huge for industrial area( urbanize area) and small for lawn area. A part from that the value of runoff coefficient is also depends on the soil type and area size.
References
1- K.Subramanya, 2013 Engineering Hydrology Fourth Edition McGraw Hills (India) Private Limited.
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