APPLICATION OF FINITE ELEMENT MODELING TECHNIQUE

IN COASTAL HYDRODYNAMICS

By

A.A. PUROHIT
Senior Research Officer
Central Water & Power Research Station, Pune 411 024

1. INTRODUCTION

India the biggest democratic country in the world has a long coastline of about
7500 Kms. Due to rapid industrialization and globalization there is ever-increasing
demand for the energy in the 21st Century. In order to cope up the present demands as
well as future needs for generation of power of country there is over exploitation of
natural resources like coal, wood, oil and gas from land. The human beings are facing
its scarcity since the beginning of century. Rapidly increasing maritime activities, both
commercial and scientific have made man to move far beyond the coastal waters into
deeper waters. International trade and demand for resources have progressively
increased its dependence on sea. In order to transform India in to developed country
by 2020, it has been decided by Govt. to focus more on exploring various resources of
sea. The Govt. in this context has decided to develop the various marine facilities such
as waterways, ports, setting up of nuclear/thermal power plants, other miscellaneous
structures along the coast either through Govt. enterprises or through private sectors
on BOT basis.

The coastal engineers in order to cope up the present needs and future design
demands of marine sector have started use of recent advanced modeling techniques.
The engineers and scientists has achieved considerable success in predicting the highly
unpredictable physical phenomena in the field of coastal hydraulics, estuarine
hydrodynamics and coastal morphology using modeling techniques such as physical or
mathematical modeling. In 80s the use of physical modeling technique to solve complex
hydrodynamic problems was inevitable due to non-availability of high speed processing
computers as well as soft computing techniques. In case of coastal hydraulics one must
have knowledge about various phenomena which occurs in ocean such as tides, waves,
sediment transport etc. The coastal environment is very volatile/dynamic and
susceptible to major morphological changes in coastal areas if construction of any
unplanned structure is carried out without detailed engineering studies. This may result
in erosion on one side of structure and accretion on other side. As such, understanding
the behaviour of morphological changes that may take place in coastal areas due to
developments needs to be predicted in advance by modeling techniques. The
developments in coastal areas such as construction of ports/harbours, jetties, berths,
power plants are costly affairs and as such thorough understanding of coastal processes
are essential in order to arrive at techno-economic engineering design. In dealing with
the problems related to coastal hydraulics one should study in detail flow field and
impact of proposed developments on the adjacent areas. The tidal flow simulation
model is based on long wave theory while wave simulation is based on short wave
mechanics.

2. NECESSITY OF NUMERICAL MODELING

Due to rapid development of infrastructure facility in coastal areas the coastal

engineers have to finalise the designs layout of ports/harbours, power plants, berthing
facilities etc in short period of time with great care so that best engineering design can
be evolved. The use of physical modeling techniques requires construction of very large
models, infrastructure set-ups such as canal networks, pumps, trained technical/non-
technical man-power etc. In order to build such facilities it not only requires more time
for construction, operation, data collection and analysis but also availability of land.
Considering the present needs to complete the designs of coastal developments
in limited period of time one has to think about use of new modernized sophisticated
soft computing techniques, which are faster and fairly accurate. The private
entrepreneurs are not willing to start their business after years of research. As such,
use of numerical techniques to solve the problems with same accuracy as that of
physical modeling is the only solution. This technique if applied with thorough
understanding of oceanographic phenomena and having sound knowledge of numerical
techniques gives better engineering solution to the problem in a short period of time.
This is the essence of present as well as future need.

3. NUMERICAL MODELING

Mathematical model is nothing but a representation of physical processes in

terms of mathematical expressions. Solving of these mathematical expressions by
computational techniques such as Finite Difference, Finite Element and Finite Volume
methods is known as numerical modeling. The flow of fluid in any closed domain is
governed by laws of conservation of mass and momentum.
 3.1 Basic Governing Equations
The conservation of mass requires that the net fluid entering or leaving an
element in time t equals the amount by which mass of element changes during time
t in that element. The application of this law leads to a mathematical equation

generally referred as Continuity equation.

u v w
+ + = 0 ------------------ (1)
x y z

Where z is water surface elevation, u and v are mean velocity components in

horizontal and w vertical component of velocity.
The forces acting on the fluid element include normal stresses, shear stresses
and body forces (gravity forces per unit mass). The normal forces consist of mainly two
components (i) hydrostatic forces and (ii) component proportional to rate of change of
strain. Referring Newtons second law of motion, the external forces acting per unit
mass equal the rate of change of linear momentum, which is conservation of
momentum. The balance of external forces and internal stresses leads to equation of
motion.
u u v w 1 P
+u +v +w = + (u ) + Fx ----------------------- (2)
t x y z x
v v v v 1 P
+u +v +w = + (v) + Fy ------------------------ (3)
t x y z y

w w w w 1 P
+u +v +w = g + ( w) + Fz ------------------ (4)
t x y z y
Where, p is atmospheric pressure, is mass density.

FX, FY,FZ are body forces

The variables involved in the motion of fluid are pressure and velocity which
varies with time. The flow problems in the coastal areas are similar to problems of flows
in open channel with water level and velocity as variables. The domain is bound by
following boundary conditions:
- At bottom (Normally considered as impermeable)
 - At surface of water (Normally not crossed by fluid but evolves with time)
- At boundaries by vertical impermeable structure (quay, dykes, river banks
etc) and at open boundary a time series of either water level, velocity or
concentration.
The basic equations governing the fluid flow is first introduced by Navier stokes,
which considers unit mass with flow component in all three directions. It considers
properties of fluid and nature of flow conditions. These basic governing equations are
highly non-linear however these equations by simplifications are useful to suit different
applications like flow in open channels, rivers and very large water bodies like
ocean/lakes. The equations are solved over selected domain so as to find out flow
variables such as water level fluctuations, velocities and or pressures fluctuations. The
procedure adopted from stage of application of governing equations over flow domain
up to stage of solving for flow factors in the domain under consideration are based on
initial or boundary condition.
3.2 Forces acting on Fluids
The flows related to hydraulics are broadly considered as compressible or
incompressible, steady or unsteady, laminar/turbulent flows. Further to this depending
upon actual conditions the governing equations are further simplified as depth averaged
or if width is less and stratification is present are considered as width averaged etc. The
external forces acting on infinitesimally small element in coastal environment are
(i) Bottom friction
(ii) Drag forces and head loss
(iii) Coriolis force
(iv) Influence of wind
(v) Atmospheric pressure
(vi) Sources of momentum
(vii) Spatial variation of density
(viii) Tide generating terms
The solutions of the partial differential equations can be done by hand
computations if problem is very simple like flow through rectangular channel etc.
However in reality the problems in nature are more complex involving number of
variable parameters as mentioned above as well as complex bathymetry and irregular
boundaries. In order to solve equations for problems in nature the use of various
numerical tools such as Finite Difference, Finite Element and Finite Volume methods are
essential.
The series of equations for the domain under consideration are solved by
descritising the domain in to number of infinitesimally small elements or grids or
volumes. Solving of these equations is carried out by writing computer programs and
there after results are analysed by visual graphic display. These three methods have
there advantages as well as disadvantages over each other.

3.3 Scenario of Present Numerical techniques

The trend in late 80s was to use rectangular mesh (Finite Difference) to solve
problem of coastal engineering. It was more popular due its simplicity in generating the
grid for the domain under consideration. The entire domain is descritised in to number
of equal rectangular grids and at each grid point equations were solved step by step by
selecting proper time step (t ) . The solution gives information about water levels,

velocities etc. This method was highly popular due to development of fast processing
high speed algorithms. However, this technique was much more suitable for areas
having straight coastlines/river banks or regular shaped water bodies. However in
reality the boundaries of river banks/coasts are curvilinear having sharp
bends/curvatures. The proper simulation of curvilinear boundary can not be truly
reproduced due to approximations of presenting such boundaries by rectangular grid.
 Thus if the area of interest are close to boundary, such as berthing structures
like jetties/wharfs the flow simulation will not be appropriate. In order to achieve
desired accuracy in results at such places, entire domain needs to be descritised with
fine grid size. This results in solving of more number of equations, which ultimately
requires more computation time and also more computational charges.
The use of finite volume is appropriate for problems involving very complex flow
field such as stratified flows, abnormally irregular boundaries etc. However, solution of
equations in such cases is more complex and requires more advanced algorithm. Still
research is in progress to develop such algorithms which are computationally efficient
and requires less time to solve. Considering the above facts the researchers has now
realised the importance of use of finite element modeling technique to solve the
problems of coastal engineering which is more efficient and gives better accuracy.
The use of fine triangular mesh in complex areas and coarser grids in flatter
areas not only provides better accuracy but also are computationally more efficient. The
graphic editor and animations gives better understanding of the flow field and
visualisation of complexities such as eddies, circulations in the domain. Hence now-a-
days flow phenomena can be better understood due to visualisation. Depending upon
complexities of actual problems whether 2-D modeling or 3-D modeling technique is to
be adopted needs to be decided.
4. DEVELOPMENT OF NUMERICAL MODEL USING FEM

For developing a numerical model for the domain area under consideration the
engineer, who is using it should have thorough knowledge of hydraulics, engineering
mathematics, numerical methods of solution, development of computer programs as
well as operation of computer graphics. The steps to be followed in using FEM
technique is as follows:

4.1 Objective
In order to take up the modeling work of development of any project under
consideration, it is very essential to know the objectives for which studies are to
be taken up. For e.g. areas where such modeling can be used in coastal
engineering are:
Finalisation of layout of ports/harbour, estimation of siltation in
harbours/approach channels, alignment of jetty/Wharf, estimation of
maintenance dredging, identification of dumping grounds for the disposal of
dredged material, assessment of wave tranquillity at berths etc.

4.2 Marine Environmental Data:

The prototype data of tides (Water level fluctuations w.r.t Chart Datum),
velocity/ current (magnitude/directions), grain size analysis of bed material
(sand, silt, clay), suspended sediment concentrations (gm/lit), wave height, wave
period and direction are essential to carry out the simulation. Information about
correct bathymetry data is also essential without which, proper simulation of flow
field could not be carried out.

4.3 Selection of Domain:

Based on objectives of project proposal and the area from where the marine
environmental data is available or is to be collected, the area of domain to be
considered for modeling will have to be finalised. The maximum/minimum size of
 triangular finite element required for descritising the element will be decided
based on time step selected for simulation and coverage of model area. This is
very important aspect to avoid blow-up of model.

4.4 Mesh Generation:

The triangular/quadrangular mesh is generated depending upon area of
interest. There are various finite element grid generators available in the market
or many times it comes along with hydrodynamic software. The generated FE
mesh is then coupled with bathymetric data so as to assign bed levels at nodal
points.

4.5 Boundary Conditions:

For the domain under consideration there are mainly two types of
boundaries.
- Closed boundary No flow boundary
- Open boundary Flow boundary (water levels, velocity, concentration etc)

4.6 Selection of the Governing equation:

Depending on type of flow whether it is sub-critical, super-critical or
steady/unsteady flow (hydrodynamics), governing equations of flow to be
considered in solving hydrodynamics needs to be appropriately selected. If the
problem is for calculation of sedimentation or dispersion of dredged material the
appropriate sediment equations needs to be coupled with hydrodynamic
simulation.

4.7 Application of Numerical methods:

Based on methodology to be used for solving equations for advection or
dispersion the methods like SUPG or Method of characteristics will be used. For
dispersion of the tracer normally Flux corrected transport method is used.
4.8 Method of solution:
The application of numerical scheme further leads to development of system
of equations and recursive relations which are required to be solved to get flow
variables. The methods used to solve matrix may be half-band matrix method,
Frontol solution techniques, conventional solution of solving matrices by inverse
matrix method etc. Normally, the mesh generators, which come along with
hydrodynamic software during creation of mesh it self decides which type of
method to be adopted for solving of matrices.

4.9 Development of Computer Programs:

Since the recursive relations are defined then the computer programs are
developed by taking appropriate inputs and solution in the form of water levels,
velocities etc are obtained at element nodes for every time step over the entire
domain.

4.10 Calibration of model:

Once the hydrodynamic model is run then the information on water levels,
velocities etc. is obtained from model and is compared with prototype data at
same location. Until the output/results from model under given condition and
proto data does not matches, model results could not used for studies. The
calibration of the model can be carried out by fine tuning of model parameters
either in terms of grid size or time step selected for simulation.

4.11 Running of model for proposed developments

On the calibrated model the proposed developments are
incorporated/superimposed and model is re-run to get hydrodynamic
/sedimentation results.
For example if deepening of navigational channel is proposed then it will result
in reduction in flow velocities at channel bottom compared to existing channel
depths. This will results in additional siltation in channels. As such by running
 numerical model we can ascertain likely increase in siltation due to proposed
deepening. Similarly effect of construction of proposed structure will show
change in flow pattern in adjacent areas. Thus well in advance we can visualise
its effect and can optimise the size of structure without loosing its functionality.

The various types of modules used in coastal engineering field are broadly
classified as follows:

(a) Hydrodynamic modules

(b) Sediment transport modules
(i) Sand transport
(ii) Mud transport
(c) Bed load Transport modules
(d) Thermal simulation modules
(e) Water quality modules
(f) Wave Modules
(i) Wave transformation (Deep water to shallow water)
(ii) Wave Propagation (Shallow water to harbour area)

Various research institutes over the world have developed indigenous softwares
as well as commercial softwares for hydrodynamics simulation are also available. This
commercial softwares are more user-friendly and has very good graphical support to
visualise the results. They also have facilities to develop animations.

The Central Water & Power Research Station (CWPRS), Pune is the premier
hydraulic research station of country and is working in the field of coastal engineering
for more than 4 decades. The CWPRS has number of numerical models which uses
Finite Difference, Finite Element, Finite volume techniques in order to cater for research
need. The finite element software TELEMAC-2D was purchased under UNDP project in
1997 to cater the need of hydrodynamic problems. The latest upgraded version of same
software is procured in April 2009 and is available at CWPRS. The software is originally
developed by EDF, France. The TELEMAC-2D software solves Saint Venants equation in
two dimensions. The Saint Venants equation is simplified version of Navier Stokes
equation which considers depth averaged velocities.
The number of hydrodynamic problems related to port sector, energy sector,
riverine areas etc are solved using FEM based TELEMAC-2D software at CWPRS.
In order to explain the ability/utility of FEM technique in solving real coastal
engineering problems a few projects completed using TELEMAC-2D are elaborated. In
all three projects are as follows:
1) Identification of dumping grounds for disposal of dredged material at
Cochin for Cochin Port.
2) Optimisation of siltation at Cooling Water Intake for TATA Power
Company, Mumbai
3) Estimation of siltation in Navigational Channel due to ITS proposed
deepening & identification of dumping grounds for Mumbai port,
Mumbai
 IDENTIFICATION OF DUMPING GROUNDS FOR DISPOSAL OF DREDGED
MATERIAL AT COCHIN FOR COCHIN PORT

Cochin port one of the major port of country is situated at about 930 Km south
of Mumbai in the state of Kerala. The port trust has a proposal to develop it as prolific
port under the National Maritime Development Programme (NMDP). For prolific port it
has been planned to develop various infrastructure facilities such as Bunkering terminal,
LNG berth, Multi-user liquid cargo berth at Puthuvypeen and Container Terminal at
Vallarpadam inside the Cochin Gut.

Master plan Development of Cochin port

Location of Cochin Port

The development of Container Terminal at Vallarpadam includes development of

berthing facility for very large container carriers. Presently the approach channel of
about 10 km length is deepened to -13.8 m below Chart Datum which needs to be
further deepened to -18.0 m for ensuring the safe entry of container carriers. The
present width of channel of 240m needs to be widened to 280m. In order to deepen
and widen the present approach channel the capital and maintenance dredging of the
order of 50 Million cum is essential. The soil investigation carried out indicated that type
of material to be removed from channel is clayey silt having D50 =0.00164 mm. Material
being a very fine can not be used for reclamation and huge quantity of dredged
material needs to be disposed off. The model studies referred to CWPRS includes:
(i) Assessment of suitability of existing dumping grounds (presently used for
dumping of material from maintenance dredging) for dumping of 50 Million
cum material
(ii) Identification of new dumping grounds if present dumping grounds are not
suitable.
The Cochin port has a plan to dump about 2.0 lakh cum of dredged material per
day so that complete dredging & dumping activity could be completed in a year.
The studies for identification of dumping grounds were carried out using
TELEMAC-2D software which is FEM software.
The marine environmental data such as tides, velocities, suspended sediment
concentration, grain size analysis of bed material, sediment concentration of dredged
material etc was collected at Cochin. The sub-model representing offshore area
developed out of global model for Cochin port was used for carrying out simulation.

DOMAIN OF SUB-MODEL FOR COCHIN PORT

 BOUNDARY CONDITIONS

FINITE ELEMENT MESH

The tide was applied as open boundary at EF, while at AB & CD it was velocity. The
boundary AF & coastline was considered as no-flow boundary.
 NORTH DU
(EXIST

SOUTH
(EXI

The studies conducted indicated that existing dumping grounds at north & south
of navigational channel are not suitable to dump the material as the material enters in
to the proposed extension of navigational channel. As such new dumping ground
locations are selected by optimising the distance of dumping location from dredging
area. The proposed dumping grounds are suitable to dump 50 Million cum of dredged
material and material does not enter the proposed extension of navigational channel.
 OPTIMISATION OF SILTATION AT COOLING WATER INTAKE FOR
TATA POWER COMPANY, MUMBAI

M/s TATA power company Ltd has set up a thermal power plant at PIR-PAU near
Bhabha Atomic Research Centre in year 1957 which has 125 Mw capacity. Since then
with increase in power demand the generation capacity has been increased up to 1335
Mw. As such the cooling water demand has been increased up to 18.3 cumec. The
cooling water intake structure is concrete caisson resting on rubble foundation.

The present bottom level opening of Caisson is at -5.7 m below chart datum. The
existing bathymetry data of nearby area indicates that overall bed levels are -4.0m
below CD. In order to have adequate depths around jetty head a rectangular area of
size 53000 Sqm surrounding the jetty head was deepened. However due to increase in
cooling water requirements, heavy suction during withdrawal of water from Thane
creek causes the turbulence surrounding the jetty head which churns up bed material
and settles near suction pit. This results in reduction in water depth near suction head
and requires frequent maintenance dredging. The dredging data from year 1995-2000
was supplied by TATA company. Preliminary analysis carried out indicated that the rate
of siltation per annum is 9.0 m, while regime depth of 4.0m exists in surrounding area.
Thus detailed analysis was carried out to investigate siltation quantity.

The objective for conducting mathematical model studies was to study present
and future projected siltation and suggest short term/long term measures to mitigate
the problem. In order to carry out model studies the global model developed for
Mumbai harbour area was sub divided in to sub-domain as shown in following figure.
 LOCATION OF TATA POWER INTAKE BATHYMETRY FOR MODEL STUDIES

The finite element mesh with very fine mesh near jetty head and coarser mesh
in remaining area of the domain was generated. The bathymetry data of area under
consideration was coupled with mesh. The tide as well as velocity data collected was
provided as input at boundaries.

FINITE ELEMENT MESH FOR DOMAIN UNDER CONSIDERATION

 CALIBRATION OF TIDE AND VELOCITY AT TATA POWER INTAKE

The data on current collected at intermediate location was used for the
calibration of the model. The calibration of model carried out indicated that
hydrodynamic simulation is in good agreement with prototype data. The typical flow
pattern during flood tide near TATA jetty head as well as siltation pattern is shown in
Fig given below.

The suspended sediment concentration in Mumbai area near proposed area

indicated that during spring tide it is about 1.2 gm/lit while during neap tide it is about
0.06 gm/lit. The concentration of suspended sediment during spring tide being high, it
is expected that more siltation is likely to occur during spring. The hydrodynamic
module is then coupled with silt module to estimate rate of siltation near suction pit of
jetty head. The numerical model studies conducted revealed that siltation rate in front
of jetty head is about 4.0 m/annum. However dredging data shows that it was 9.0 m
 In order to check the cause of difference between computed results of model
studies and dredging data collected over 5 year (9.0 m/annum) the fresh survey for
months was requested to TATA Company. The four months survey data indicated that
rate of siltation is about 1.35 m for four months. This indicates that annual rate of
siltation predicted by numerical model is in good agreement with actually surveyed
data. The bed load movement in Mumbai estuary is almost negligible as such it is
considered that net deposition in pit near jetty head is due to settlement of suspended
sediments.

SILTATION NEAR TATA JETTY HEAD

FLOW PATTERN NEAR JETTY HEAD

The material dredged by TATA company from 1996-2000 is about 23 lakhs cum.
Thus it is about 4.5 lakhs cum/year. If two dredgers having yield of 80,000 cum/months
are deployed, still nearly six months are required to remove the material. Hence to
dredge the pit to regime depth the quantity to be removed is still about two times in a
year. As such the practise presently adopted by using two dredgers is inadequate.
Hence as short term measure number of grab dredgers to be deployed almost needs to
be double. For long term measures it is suggested that jetty head needs to be shifted
ahead in relatively deeper water as Sewari mud flat is slowly advancing towards sea
based on remote sensing analysis carried out at CWPRS.
ESTIMATION OF SILTATION IN NAVIGATIONAL CHANNEL &IDENTIFICATION
OF DUMPING GROUNDS FOR MUMBAI PORT, MUMBAI

Mumbai is a financial capital of country and has major port also. The port was
established way back in 18th century by the Britishers. It is a natural port. Mumbai was
initially a group of seven islands and over a century the portion in between islands was
reclaimed and the whole land mass acts as a barrier. This land mass protects the Thane
estuary against the furry of ocean waves approaching from south-west quadrant. The
Mumbai port was developed in Thane estuary and is free from wave disturbance. The
tidal range at Mumbai is about 5.0 m during spring tide. As such a tidal phenomenon is
more dominating; this mainly governs the design parameter in marine development
activities in Mumbai/Thane estuary. The bed material in this estuary being clay -a very
fine material remains in suspension for longer time due to strong currents prevailing at
site. The strength of current is as high as about 2.5 knots. The layout of Mumbai
harbour is shown as below.

LAYOUT OF MUMBAI HARBOUR

 The main approach channel to Mumbai harbour is about 30 km long and is
maintained at a depth of about -11m below chart datum. The 30 km long channel
bifurcates at about 20km from offshore end and one arm goes to Jawaharlal Nehru (JN)
port while other to Pir-Pau. The bigger container vessels coming to both Mumbai & JN
Port in view of insufficient depth in approach channel has to wait outside in deep sea
and when mid tide level occur it can come inside the port area. This results in loss of
revenue. As such in order to reduce waiting time of shipping vessels in deep sea and to
allow carriers to enter harbour area irrespective of phase of tide, MbPT & JNPT has
decided to deepen the navigational channel from -11.0m depth to about -14.0 m depth.
The width of the channel is proposed to be widened up to 440 m from 330m in bend
portions. The present alignment of main channel was finalised by CWPRS way back in
1950s using Physical model available at CWPRS. It was aligned in such a fashion that
there are no cross flows in channel and rate of siltation is also minimum. This not only
allows smooth entry of vessel in harbour area but also reduces dredging activity to
maintain the required depths. Presently port carries out maintenance dredging once in
four years and maintenance dredging is about 1.0 Million cum per annum.
In order to bring large container carriers of 5th generation at Mumbai harbour
area, Port Authorities has decided to deepen the main channel from -11m depth to -
14.0 m depth. The port Authorities referred the problem of estimation of likely siltation
in approach channel due to its proposed deepening. The estimated capital dredging is
of the order of 50 Million cum. The bed material being clay can not be used for
reclamation and needs to be disposed off in to deep sea at proper locations. As such
studies for identification of dumping grounds for the disposal of about 50 Million cum of
dredged material were also referred to CWPRS.
The mathematical model was developed at CWPRS by reproducing complete area
of Thane estuary, Panvel creek, Mumbai harbour, Dharamtar creek and offshore portion
of Mumbai harbour. The entire mathematical model of Mumbai area was developed
using TELEMAC-2D, finite element software available at CWPRS. The necessary field
data was also collected to measure various marine environmental parameters such as
tides, waves, current/velocity, grain size analysis of bed material, suspended sediment
concentration in gm/lit etc.

The domain of math-model is shown in below. For Mumbai estuary a global

model is developed and sub-models are developed by fine descritisation to represent
specific areas in more detail. The global model covers area of about 1800 sqkm.

GLOBAL FINITE ELEMENT MESH DESCRITISATION FOR MUMBAI HARBOUR

 Initially the model is run for existing condition by applying boundary conditions
such as tide, velocities as shown in Fig above. The flow pattern observed in math
model during flood and ebb tide is shown in the Fig. given below.

FLOW PATTERN DURING FLOOD & EBB TIDE IN MUMBAI HARBOUR

The hydrodynamic model is calibrated at number of locations to achieve model-

proto conformity. The siltation in navigational channel is estimated for existing
condition and compared with actual annual siltation in Mumbai harbour having
information about dredging data from Mumbai port.
In order to estimate likely siltation due to proposed deepening of main channel
from -11m to -14.0m the bathymetry of model for channel portion is modified and
hydrodynamics is run again. The silt/sediment module is then coupled with
hydrodynamic module. Based on results of math model the siltation is estimated to
be about 4 Million cum.
ANNUAL RATE OF SILTATION BEFORE AND AFTER DEEPENING OF MAIN CHANNEL

The locations of dumping grounds were identified in such a fashion that the
dumped material does not enters in to navigational whether it is flood tide or ebb
tide. Also haulage distance between dredging and disposal point is kept to a
minimum.

FOUR LOCATIONS DS1-DS4 IDENTIFIED FOR DISPOSAL OF DREDGED MATERIAL

(LOCATION DS3 & DS4 ARE SUITABLE)
CONCLUSION

- The finite element technique is a numerical technique, which can effectively

simulate complex natural phenomena in ocean and is best suited to represent
irregular boundaries.
- The triangular finite element mesh is much more useful and effective tool for
simulation of complex hydrodynamics & siltation problems in nature. Due to
facility of coupling of fine meshing with that of coarser mesh in domain, the
areas of interest can be more accurately modelled and reliable results can be
obtained even with less number of elements.
- The FEM method has added advantages over other types of numerical
methods.
- The three practical applications illustrated in this lecture note prove that
complexities of natural phenomena can be effectively solved by FEM. The
graphics really gives good insight to the natural phenomena and enables
engineers/designers to understand concept.