Master plan Porto Romano Bay, Albania

138 Pages·2010·2.78 MB·English

MSc Thesis

- Master plan Porto Romano Bay, Albania -

M. K. Kersten

Graduation committee:

Prof. Ir. H. Ligteringen
Ir. P. Quist
Ir. F. A .M. Soons
Ir. H. J. Verhagen
MSc Thesis

- Master plan Porto Romano Bay, Albania -

Technical University of Delft
Department of Civil Engineering
Chair of Ports and Waterways

Student: M. K. Kersten 1328212

Graduation committee: Prof. Ir. H. Ligteringen
Ir. P. Quist
Ir. F. A .M. Soons
Ir. H. J. Verhagen

June 2010
Delft
- Master plan Porto Romano Bay, Albania -
PREFACE

This study is the final report of my Master Thesis ‘Master plan Porto Romano Bay, Albania’. It has
been conducted as the graduation project of my study in the section Hydraulic Engineering in the
Chair of Ports and Waterways of the Civil Engineering Department of the Technical University in
Delft.

In order to achieve a more realistic approach, I exploited the knowledge and the experience of
engineers and managers from Witteveen+Bos. These people provided me with a special insight
in port planning and design.

I would like to thank Prof. Ir. H. Ligteringen from the Chair of Ports and Waterways who
communicated a part of his knowledge and experience to me. I would also like to thank Ir. H. J.
Verhagen from the Hydraulic Engineering section as well as Ir. F.A.M. Soons from the section
Design an Construction Processes. Special thanks also to Ir. P. Quist from Witteveen+Bos, my
daily supervisor who suggested the subject of the project and showed special interest in my
Thesis as well as John D.M. Koppies, managing director of Koppies&Stevens BV, Michiel Nijdam,
transport, port and regional economist at the Erasmus University, Marco Duijnisveld from TNO
and Attie Kuiken, consultant at MTBS who provided me with valuable information.

Marco Kersten
Delft, June 2010

The use of trademarks in any publication of Delft University of Technology does not imply any
endorsement or disapproval of this product by the University.

- Core-Loc is a registered trademark of the US Army Corps of Engineers
- Accropode is a registered trademark of Sogreah Consultants, France
- Xbloc is a registered trademark of Delta Marine Consultants, the Netherlands
- Master plan Porto Romano Bay, Albania -
SUMMARY

PART A. INTRODUCTION AND GENERAL INFORMATION
Albania has the following major sea ports: Durrës, Vlora, Sarandë and Shëngjin. Investments in
sea transport have been concentrated mainly in the ports of Durrës and Vlora as main entrances
of Corridor VIII, a strategic road segment linking Albania with Macedonia and Bulgaria. The port
of Durrës has the biggest share in the volume of import/export in Albania, nearly 75%.

Due to current development rates, limited possibilities for expansion and pollution in the city
because of its vicinity to the port, projects are identified to construct a new port which will better
meet increasing needs and demands.

Oil products and LPG have been imported into Albania through and stored in the Port of Durrës.
The tank farms presently in use are in such condition that safety for the surrounding densely
populated area cannot be guaranteed.

The Albanian Government designated an area 10 km north of Durrës (Romano Port) to be the
new location for the storage of oil products and LPG. The Albanian company Romano-Port Sh.a.
obtained from the Albanian Government a BOT license to develop storage facilities and operate
these for 30 years. In December 2004 Romano-Port completed a LPG and oil storage facility at
the designated location. In 2008/2009 Romano-Port completed the civil/structural part of the port
facilities required for loading and unloading LPG and oil.

As described above in the present situation the Port of Durrës is overcrowded. This gives a
reason to do research on the possibilities of constructing port facilities at an alternative location.
This new ‘port’ is designed in the Durrës area due to the following reasons:

1. The Tirana/Durrës area is a gateway region of Albania with regard to the European
Union;
2. The Tirana/Durrës area forms a Metropolitan area with its own strong development
momentum and the highest estimated growth rate. In this region 35% of Albanian
enterprises are located and 60% of foreign investments are made. The location of the
region in the centre of Albania is – in general terms- very favourable for development.
3. As a result plans are made for constructing energetic and industrial parks just above the
city of Durrës. This gives a very good opportunity to build the port nearby;
4. The already built facilities for LPG and oil at Romano Port can be seen as a first step in
the development of this bay.

PART B. TRADE AND TRAFFIC
To design a new port, information is needed about future trade and traffic anticipated in the
future. Such a forecast comprises a separate report on their own since the parameters that affect
them are numerous. Moreover an effort was made to make some forecasts in order to render this
report more realistic. The produced forecasts are bases on a combination of past data
extrapolation, trade and traffic trends as well as insight in the situation of Albania and hinterland
connections.

For an even more realistic approach of the future conditions, the master plan duration, which will
be 25 years (2010-2035), is divided into three periods for each scenario: two periods of ten years
(2010-2020 and 2020-2030) and one period of five years (2030-2035). Three different growth
scenarios were taken into account. This report has been based on the medium growth scenario
(4.3%, 3.8% and 3.1 % increase in the total trade of Albania in tons for the three time periods
respectively) while at the same time the final alternatives for the port layout are characterized by
a certain level of flexibility in order to cope with potential deviation from the forecasted growth
rates.
- Master plan Porto Romano Bay, Albania -
The forecast up to 2035 showed a significant decrease in the dry bulk sector and general cargo,
falling to a percentage of 20% and 10% respectively (34% and 16% in 2008). The liquid bulk
sector and the container sector are increasing to a percentage of 20% and 50% respectively
(14% and 36% in 2008). Assuming a medium growth scenario 1,807,000 tons of dry bulk will be
handled in Porto Romano in 2035, 774,000 tons liquid bulk, 1,033,000 tons general cargo and
215,111 TEUs.

In general small vessels with an average Dead Weight of about 4,000 tons are calling the port of
Durrës. Containership dimensions increase especially in the Mediterranean region up to vessels
with TEU capacities of 12,500 up to 14,000. Albania with its small economic trade doesn’t attract
the larger vessels even not in future. It is unknown which type of vessels will enter in future the
container port of Vlora, but for the Romano Port, the maximum is set on 45,000 dwt. For 2020,
2030 and 2035, the maximum ship size is the same because this type of vessel enters the
Mediterranean area frequently. Therefore, when Romano Port starts functioning, it is immediately
able to accommodate container vessels up to 45,000 dwt. For dry bulk it is assumed that the port
should be able to accommodate vessels up to 40,000 dwt.

The General Cargo vessels which currently enter the port of Durrës have an average size of
4,000 dwt. Although in general the size of General Cargo vessels remains relative small the
average ship is expected to increase up to 10,000 dwt in 2035, with a maximum of 15,000 dwt.
The throughput handled per call is expected to be approximately 65% of the dwt.

The liquid bulk terminal which is already constructed in Romano Port, will accommodate cargo
ships with liquid gas capacity of 9,000 tons and oil cargo ships with a capacity of 20,000 tons.
The maximum ship size is assumed at 25,000 dwt. Because this terminal is in operation for one
year now, no big future expansions are expected.

PART C. MASTER PLAN DEVELOPMENT
Taking into account the above forecasts, the future needs concerning terminal areas, berths and
equipment were depicted. The container terminal will require a storage area of 440,000 m2 and a
berth length of 466 meter. Dry bulk needs an area of 62,000 m2 and a berth length of 240 meter.
General cargo will require a storage area of 84,000 m2 and a berth length of 543 meter. For the
liquid bulk terminal, no additional berth is required.

Ten alternatives were generated based on the future needs above. Three of them were discussed
in more detail. Several affecting parameters were taken into account like extensibility, tranquillity,
manoeuvrability etc. The comparison among these alternatives was conducted with the help of a
multi criteria analyses. The objectivity of this method was verified by doing several sensitivity
checks. Finally it leads to a final optimum port layout.

At the end of this master plan two short chapters are written about the breakwater and quay wall.
After an analysis, where several breakwater types were discussed and a comparison between a
caisson type and rubble mound breakwater was made, the rubble mound breakwater appeared to
be the preferred solution. The breakwater armour layer is designed using a single layer of
Accropode ll cubes. A concrete unit is selected because the required weight of the armour units is
substantially larger than the available 2 ton rock in the quarry nearby. For the quay wall, an open
pile construction has been selected.
- Master plan Porto Romano Bay, Albania -
INDEX

PART A. INTRODUCTION AND GENERAL INFORMATION

1 General information 14
1.1 Albania 14
1.2 The port of Durrës 15
1.3 The Durrës area 16
2 Background to the project 17

PART B. TRADE AND TRAFFIC

3 Infrastructure Albania 20
3.1 Road network 20
3.2 Rail network 22
3.3 Inland Waterways 23
3.4 Seaports 23
3.5 Air transport 24
4 Port description 25
4.1 Port of Durrës 26
4.2 Port of Saranda 27
4.3 Port of Shengijn 28
4.4 Port of Vlora 28
5 Trade and Economy 30
5.1 Economic growth Albania 30
5.2 GDP per sector 31
5.3 Future development prospects 33
6 Tirana – Durrës region 34
6.1 The Tirana - Durrës region in a European context 34
6.2 The vision 34
6.3 Economic structure 34
6.4 The economic activity in Durrës area 34
6.5 The new developments in northern Durrës 37
7 Trade Forecasting 39
7.1 Introduction 39
7.2 Investigation current trade conditions 40
7.3 Forecasting total foreign trade up to 2035 44
7.4 Relation import / export 49
7.5 Seaborne transport 49
7.6 Market Sector Split of Sea transport 50
7.7 Market Choice 57
8 Vessel forecast 60
8.1 Containers 61
8.2 Dry bulk 61
8.3 General Cargo 62
8.4 Liquid bulk 62
8.5 Conclusion 63

PART C. MASTER PLAN DEVELOPMENT

9 Terminals 65
9.1 Container terminal 65
9.2 Dry bulk terminal 69
9.3 General cargo terminal 70
- Master plan Porto Romano Bay, Albania -
9.4 Liquid bulk terminal 70
9.5 Queuing theory 71
10 Physical boundary conditions 74
10.1 Data collection 74
10.2 Determination of design conditions 78
11 Layout alternatives 81
11.1 Basic notions for the generation of alternatives 81
11.2 Existing situation 87
11.3 Alternatives 88
11.4 Comparison of the alternatives 91
12 Breakwater design 96
12.1 Design requirements 96
12.2 Block type 97
12.3 Hydraulic design 98
13 Berth structure 103
13.1 Type of berth structure 103
13.2 Top elevation of the berth structure 103
13.3 Fender 104
14 Conclusion and recommendations 107
15 References 108

Appendices
A. Commodities 111
B. First approximation of the number of berths 116
B.1 Container terminal 116
B.2 Dry bulk terminal 116
B.3 General cargo terminal 117
B.4 Liquid bulk terminal 117
C. Google earth map of Porto Romano 118
D. Ten layout alternatives 119
E. Detailed drawings of three alternatives 122
F. Breakwater type 123
F.1 Different types of breakwaters 123
F.2 Caisson breakwater versus Rubble mound breakwater 124
G. Wave diffraction for operational condition 126
H. Calculation crest height and crest width 128
I. Calculation of berthing energy 131
I.1 Berthing energy of container vessels 132
I.1 Berthing energy of dry bulk vessels 134
I.1 Berthing energy of general cargo vessels 136
- Master plan Porto Romano Bay, Albania -
FIGURE LIST

FIGURE 1.1 – SOUTHEAST EUROPE 14
FIGURE 1.2 – THE PORTS OF ALBANIA 15
FIGURE 1.3 – DURRES – TIRANA AREA 16
FIGURE 1.4 – DURRES AREA 16
FIGURE 1.5 – OIL PLANT ROMANO PORT 17
FIGURE 1.6 – ROMANO PORT 18
FIGURE 3.1 – CORRIDOR 7 20
FIGURE 3.2 – CORRIDOR 8 BARI - VARNA 21
FIGURE 3.3 – NORTH-SOUTH AXIS 21
FIGURE 3.4 – PRESENT RAIL NETWORK 23
FIGURE 4.1 – THE PORTS IN ALBANIA 25
FIGURE 4.2 – THROUGHPUT ALBANIAN SEAPORTS 25
FIGURE 4.3 – ALBANIA’S PASSENGERS TRAFFIC 26
FIGURE 4.4 – LAYOUT PORT OF DURRES 27
FIGURE 4.5 – AMBO PIPELINE PROJECT 29
FIGURE 5.1 – GDP LEVEL 2008 30
FIGURE 5.2 – GDP GROWTH RATE 2008 30
FIGURE 5.3 – GDP GROWTH RATE 30
FIGURE 5.4 – GROWTH IN CENTRAL AND EASTERN EUROPEAN COUNTRIES 31
FIGURE 5.5 – ESTIMATED GROWTH RATE AREAS 33
FIGURE 6.1 – DURRES DISTRICT 35
FIGURE 6.2 – EXPORTS BY REGION, 2007 37
FIGURE 7.1 – GDP GROWTH RATES IN VARIOUS SCENARIOS 47
FIGURE 7.2 – IMPORT/EXPORT RELATON PORT OF DURRES 49
FIGURE 7.3 – THROUGHPUT PORT OF DURRES 52
FIGURE 7.4 – WORLDWIDE GROWTH OF MARITIME AND CONTIANER TRADE 53
FIGURE 7.5 – PORTS IN SOUTH EAST EUROPE 57
FIGURE 7.6 – ALBANIA SERVED BY GREECE 57
FIGURE 7.7 – THESSALONIKI, A COMPETITOR OF DURRES 58
FIGURE 9.1 – EXPORT OF CONTAINERS 65
FIGURE 9.2 – IMPORT OF CONTAINERS 58
FIGURE 9.3 – REACH STAKKER 67
FIGURE 9.4 – STRADDLE CARRIER 67
FIGURE 10.1 – ROUGH BATHYMETRY ADRIATIC SEA 74
FIGURE 10.2 – BATYMETRIC PROFILE OF THE PIER TRACING 76
FIGURE 11.1 – BUNKERS IN SEA 83
FIGURE 11.2 – BUNKERS IN SEA II 84
FIGURE 11.3 – DRAINAGE SLUICE 85
FIGURE 11.4 – EXISTING SITUATION 87
FIGURE 11.5 – ALTERNATIVE 1 88
FIGURE 11.6 – ALTERNATIVE 2 89
FIGURE 11.7 – ALTERNATIVE 3 90
FIGURE 12.1 – ACCROPODE II 97
FIGURE 12.2 – TRADITIONAL TOE CONSTRUCTION 101
FIGURE 13.1 – TOE SUPER CONE FENDER 104
FIGURE 13.2 – DIMENSIONS OF A SCN FENDER 105
FIGURE F.1 – TYPICAL CROSS SECTIONS OF RM BREAKWATERS 123
FIGURE G.1 – DIFFRACTION DIAGRAM FOR A SEMI-INFINITE BREAKWATER 126
FIGURE H.1 – DIFFRACTION DIAGRAM FOR A SEMI-INFINITE BREAKWATER II 128
- Master plan Porto Romano Bay, Albania -

PART A. INTRODUCTION AND GENERAL INFORMATION
- Master plan Porto Romano Bay, Albania -
1. GENERAL INFORMATION

1.1 Albania

Albania is a small country of 28,748 km2 situated in south-eastern Europe at the western part of
the Balkan Peninsula. It is bounded to the northwest by Montenegro, to the northeast by Kosovo,
to the east by Macedonia and to the southeast and south by Greece (see figure 1.1). With a
climate ranging from Mediterranean to alpine, precipitation is abundant (1,430 mm annually), and
much of the country's electricity output is generated by hydropower. Around 36% of the land is
covered by forest, 24% is arable, and 15% is meadows and pastures; the remainder is infertile or
in non-farm use. Albania is rich in mineral resources, particularly in high-quality chromium ores.
Other resources present are oil, natural gas, copper, nickel, coal, iron ore and phosphates.

Albania is a parliamentary democracy. The government is a coalition led by the centre-right
Democratic Party of Albania (DPA), which was returned to power in 2005.

The government is pursuing a policy of Euro-Atlantic integration. It signed a stabilisation and
association agreement (SAA) with the EU in 2006 and was invited to join NATO in 2008
[ECONOMIST INTELLIGENCE UNIT, 2009].

FIGURE 1.1 - SOUTHEAST EUROPE

Albania has the following major sea ports: Durrës, Vlora, Sarandë and Shëngjin, see figure 1.2.
Investments in sea transport have been concentrated mainly in the ports of Durrës and Vlora as
main entrances of Corridor VIII, a strategic road segment linking Albania with Macedonia and
Bulgaria. The port of Durrës has the biggest share in the volume of import/export, nearly 75%.
Two other ports, which both have contracts for processing oil, gas and their by-products are
located in Porto Romano (near Durrës), and Petroliferous Park (Vlora) and were operational in
the beginning of year 2009.

1 General information 14