Accommodating Larger Vessels: Ship Maneuverability and ...€¦ · Presentation on basic squat and...
Transcript of Accommodating Larger Vessels: Ship Maneuverability and ...€¦ · Presentation on basic squat and...
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Accommodating Larger Vessels: Ship
Maneuverability and Channel Depth;
A discussion of vessel motion in shallow water and
future research needs.
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PANELISTS:
Paul Amos: President, Columbia River Pilots.
Larry Daggett: Vice President, Waterway Simulation
Technology. Previously with Army Corps ERDC labs.
Dan Jordan: Columbia River Bar Pilot, currently involved in
a study of vessel dynamics on the Columbia River Bar.
Mike Morris: Houston Ship Channel Pilot.
Eric Burnette: Sr. Waterways Planner, Port of Portland,
Oregon (moderator).
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ORDER OF PRESENTATION:
1. Introduction of panelists.
2. Trends driving the discussion of vessel motion in shallow
water.
1. Presentation on basic squat and under-keel definitions and
concepts.
2. Very brief audience Q & A on key definitions and concepts.
1. Moderated discussion between panelists.
1. Audience Q & A.
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An operational view of
Vessel Motions
Squat / Sinkage
Heel / Roll
Pitch / Wave Response
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Real Scale in Calm Water
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Components of Under Keel Clearance
Survey allowance
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Squat / Sinkage
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Squat changes with speed and bottom contours
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Roll / Heel
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Increase of Draft due to List
Beam 1º 2º 3º___
60’ 0.52’ 1.05’ 1.57’
80’ 0.70’ 1.40’ 2.09’
100’ 0.87’ 1.75’ 2.62’
110’ 0.96’ 1.92’ 2.88’
120’ 1.05’ 2.09’ 3.14’
140’ 1.22’ 2.44’ 3.66’
160’ 1.40’ 2.79’ 4.19’’
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Wave Response
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2.4m
0.9m
1.2m
2.8m
Tidal Current (3.0kn)
Swell (1.7m Hm0)
FLOOD
Tidal Current (5.0kn)
Swell (2.8m Hm0)
Offshore Swell height = 2m, period = 14 seconds
EBB
PostPanamax
Handymax
Wave Response
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Directionally Stable with Pivot Point forward
Directionally Unstable with Pivot Point aft
Effects of Squat on Vessel Maneuverability
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Effects of Squat on Vessel Maneuverability
Normal Bow Pressure with Pivot Point forward
Increased Bow Pressure with Pivot Point aft
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Effects of Squat on Vessel Maneuverability
Normal turning forces
Increased bow pressure and shortened steering lever make turns difficult to control
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Waterway Simulation Technology
MODELING OF SHIP SQUAT IN RESTRICTED CHANNELS
Fore Draft
Aft Draft
Ship Breadth
Length Between Perpendiculars
Length in Waterline
Block Coefficient
Mid-Frame Coefficient
Volumetric Displacement
Number of Propellers
Bulb Type
Type of Stern
Transom stern width
Metacentric height
Gravity center
Ship speed
Yaw rate
Type of bottom soil
Channel Type: Unrestricted channel, Restricted channel (with flooded banks), Canal (with surface piercing banks)
Depth of water (H average)
Width of the channel (W)
Flooded bank height (ht)
Channel cross-sectional area from the longitudinal symmetry plane of the ship to STBD (SSTBD)
Channel cross-sectional area from the longitudinal symmetry plane of the ship to PORT (SPORT)
Drift angle
Parameters used in Squat modeling and simulation predictions are as following:
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Waterway Simulation Technology
PANAMA CANAL SQUAT PREDICTIONS VS.
SEA-TRIALS MEASUREMENTS
Average bow or stern squat predictions to the measured DGPS values for ships
Majestic Maersk
Panamax containership
Global Challenger Panamax bulk carrier
Elbe
Panamax tanker
OOCL Fair containership
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Waterway Simulation Technology
PANAMA CANAL SQUAT PREDICTIONS VS.
SEA-TRIALS MEASUREMENTS
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Effects of Current on Vessel Maneuverability
A following current can increase the rate of turn
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Effects of Current on Vessel Maneuverability
An opposing current can decrease the rate of turn
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Swept Path
Examples 600’ x 106’ (Handy-max) with 1° leeway will have a 116.4’ actual beam width 800’ x 142’ (Afro-max) with 3° leeway will have a 183.7’ actual beam width 1100’ x 141’ (Container) with 4° leeway will have a 217.4’ actual beam width 1100’ x 141’ (Container) with 8° leeway will have a 292.7’ actual beam width
Rule of Thumb
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Safe Channel Width
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Safer Ports don’t come about by accident
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Vessel Motion Analysis
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Waterway Simulation Technology
MODELING OF SQUAT IN RESTRICTED CHANNELS
Salty Laker “John B.Arid” vs Fnh (Depth Froude Number)
m/v Algoville vs. Fnh (Depth Froude Number)
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Low UKC Effects on Turning
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Measured Squat Values & Prediction Equation - All Ship Types
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Control with Tug Assistance
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-8
-6
-4
-2
0
2
4
6
8
10
12
14
-3000-2000-10000100020003000
VE
SS
EL
SP
EE
D (
Kn
ots
)
-8
-6
-4
-2
0
2
4
6
8
10
12
14
SIN
KA
GE
(F
t) Southbound Containership, Nedlloyd Dejima
LOA=942ft, Beam=106ft, Draft=39ft
Speed
Bow
Stern
BO
W t
o B
OW
Transit Direction
-8
-6
-4
-2
0
2
4
6
8
10
12
14
-3000 -2000 -1000 0 1000 2000 3000
SIN
KA
GE
(F
t)
-8
-6
-4
-2
0
2
4
6
8
10
12
14
VE
SS
EL S
PE
ED
(K
no
ts) Northbound Containership, Ever Refine
LOA=965ft, Beam=106ft, Draft=29.5ft
Speed
Bow
Stern
BO
W t
o B
OW Transit Direction
-10
-8
-6
-4
-2
0
2
4
6
8
10
-3000 -2000 -1000 0 1000 2000 3000
Bow Separation Distance (Ft)
RA
TE
of
RO
T.
(DE
G/M
IN)
YA
W (
DE
G)
-10
-8
-6
-4
-2
0
2
4
6
8
10
LA
T.
SP
D.
(FP
S)
; R
OL
L (
DE
G)
BO
W t
o B
OW
Northbound Containership, Ever Refine
LOA=965ft, Beam=106ft, Draft=29.5ft
Rate of
Rotation
Yaw Lateral
Speed
Roll
-10
-8
-6
-4
-2
0
2
4
6
8
10
-3000-2000-10000100020003000
Bow Separation Distance (Ft)
RA
TE
of
RO
T.
(DE
G/M
IN)
YA
W (
DE
G)
-10
-8
-6
-4
-2
0
2
4
6
8
10
LA
T.
SP
D.
(FP
S)
; R
OL
L (
DE
G)
BO
W to
BO
W
Southbound Containership, Nedlloyd Dejima
LOA=941ft, Beam=106ft, Draft=39.0ft
Rate of
RotationYaw
Lateral
Speed
Roll
-8
-6
-4
-2
0
2
4
6
8
10
12
14
-3000-2000-10000100020003000
VE
SS
EL
SP
EE
D (
Kn
ots
)
-8
-6
-4
-2
0
2
4
6
8
10
12
14
SIN
KA
GE
(F
t) Southbound Containership, Nedlloyd Dejima
LOA=942ft, Beam=106ft, Draft=39ft
Speed
Bow
Stern
BO
W t
o B
OW
Transit Direction
-8
-6
-4
-2
0
2
4
6
8
10
12
14
-3000 -2000 -1000 0 1000 2000 3000
SIN
KA
GE
(F
t)
-8
-6
-4
-2
0
2
4
6
8
10
12
14
VE
SS
EL S
PE
ED
(K
no
ts) Northbound Containership, Ever Refine
LOA=965ft, Beam=106ft, Draft=29.5ft
Speed
Bow
Stern
BO
W t
o B
OW Transit Direction
-10
-8
-6
-4
-2
0
2
4
6
8
10
-3000 -2000 -1000 0 1000 2000 3000
Bow Separation Distance (Ft)
RA
TE
of
RO
T.
(DE
G/M
IN)
YA
W (
DE
G)
-10
-8
-6
-4
-2
0
2
4
6
8
10
LA
T.
SP
D.
(FP
S)
; R
OL
L (
DE
G)
BO
W t
o B
OW
Northbound Containership, Ever Refine
LOA=965ft, Beam=106ft, Draft=29.5ft
Rate of
Rotation
Yaw Lateral
Speed
Roll
-10
-8
-6
-4
-2
0
2
4
6
8
10
-3000-2000-10000100020003000
Bow Separation Distance (Ft)
RA
TE
of
RO
T.
(DE
G/M
IN)
YA
W (
DE
G)
-10
-8
-6
-4
-2
0
2
4
6
8
10
LA
T.
SP
D.
(FP
S)
; R
OL
L (
DE
G)
BO
W to
BO
W
Southbound Containership, Nedlloyd Dejima
LOA=941ft, Beam=106ft, Draft=39.0ft
Rate of
RotationYaw
Lateral
Speed
Roll
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What Else is on the Bottom?
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How Important in Understanding Bank Suction?
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VMAX UKC Upbound 9/16/2002 LOA=333.49m,B=70m,T=10.99m