Pianc_142jan2011_cruise Shipping Policy-2008_sensitivity of Pianc Ship Squat_simulation of the...

8/10/2019 Pianc_142jan2011_cruise Shipping Policy-2008_sensitivity of Pianc Ship Squat_simulation of the Dredged Sediment'

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PIANC E-Magazine n 142, January/janvier 2011

ON COURSEPIANC E-Magazine142 2011

JANUARY

JANVIER

Cruise Shipping Policy-2008,an Initiative of the Government of India

for Recreational Navigation

Sensit ivity of PIANC Ship SquatFormulas in Unrestricted Channels

Simulation of the Dredged Sediments Releasewith a Two-Phase Flow Model

News from the Navigation Community

The World Association for Waterborne Transport InfrastructureAssociation Mondiale pour les infrastructures de Transport Maritimes et Fluviales


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PIANCS PLATINUM PARTNERS


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PIANC

Responsible Editor / Editeur responsable :

Mr. Louis VAN SCHELBoulevard du Roi Albert II 20, B 3

B-1000 Bruxelles

ISBN: 978-2-87223-170-6 EAN: 9782872231706

All copyrights reserved Tous droits de reproduction rservs

ON COURSEPIANC E-Magazine

Setting the Course Garder le cap

142 2011JANUARYJANVIER


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TABLE OF CONTENTS

Message of the President

Rakesh Srivastava, Cruise Shipping Policy-2008, anInitiative of the Government of India for RecreationalNavigation.

Michael J. Briggs, Sensitivity of PIANC Ship SquatFormulas in Unrestricted Channels.

Sylvain Guillou, Julien Chauchat,Damien Pham Van Bang, Duc Hau Nguyen,

Kim Dan Nguyen, Simulation of the DredgedSediments Release with a Two-Phase Flow Model

News from the navigation community

TABLE DES MATIERES

Message du Prsident

Rakesh Srivastava, La croisire en Inde - 2008,

une initiative du gouvernement de lInde

concernant la navigation de plaisance

Michael J. Briggs, Sensibilit des formules

de lAIPCN de surenfoncement de navires

dans les chenaux non restreints.

Sylvain Guillou, Julien Chauchat,

Damien Pham Van Bang, Duc Hau Nguyen,

Kim Dan Nguyen, Simulation du clapage desdiment avec un modle deux phases

Des nouvelles du monde de la navigation

E-MAGAZINE N 142 - 2011

4

7

13

25

35

3

Cover picture: A Houseboat in the Backwaters of theVirgin Islands of Kerala

Photo de couverture: Un bateau-maison dans les

eaux intrieures des Iles Vierges de Kerala


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PIANC E-Magazine n 142, January/janvier 2011 4

MESSAGE OF THE PRESIDENT

Dear Member,

First of all, on behalf of PIANC HQ and management, I wish you and yourloved ones a very happy and successful New Year!

2011 will be undoubtedly become a remarkable year in PIANCs 126-year history. To start with: whenyou are reading this message, you will be looking at a screen, as from now on, PIANC is publishing100% digital publications. The new hardware, such as iPad and the like, are allowing us to read docu-ments whenever and wherever we prefer to do so in the most convenient way. I hope you will appre-ciate this change in policy, which for a technical association that pretends to be leading the way, isdenitely not inappropriate.

This years AGA will be the stage for the rst presidential elections in PIANCs history. Four candidates,presented by Belgium, France, the UK and the USA, will be competing to become the new President.I am condent that the First Delegates of our Qualifying Members will make the best choice after all

candidates will have presented their policy plans to the AGA.

To ensure continuity in the management, Louis Van Schel has offered to continue as Secretary-Generalfor a new mandate until a full-time employed Secretary-General will be recruited. We will continue ourendeavours to attract new Qualifying Members and we hope that the club of Platinum Partners will beenlarged in the near future.

Looking at the programme for this year, I would like to highlight some events:

- We will participate in the International Transport Forum in Leipzig in May to promote IWT as anenvironment-friendly mode of transport.

- In September, New Orleans will be the scene for another Smart Rivers Conference.

- The preparation of our contribution to next years World Water Forum in Marseille, in which ourFrench Section is taking the lead.

- The preparation of PIANC-COPEDEC VIII, to be held in Chennai, India in February 2012.

Once again, I wish all of you a marvellous 2011.

Sincerely yours,

Eric Van den EedePresident


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MESSAGE DU PRSIDENT

Cher membre,

Tout dabord, de la part du secrtariat gnral et de la direction de lAIPCN, je souhaite une bonne anne

vous et vos chers!

Lanne 2011 deviendra sans aucun doute une anne remarquable dans lhistoire de 126 ans de lAIPCN. En

premier lieu: vous lisez ce message sur un cran, comme dsormais, lAIPCN ne publie que des publications

digitales. Le nouveau hardware, comme iPad et consorts, nous permet de lire des documents o et quand

nous prfrons dune manire le plus confortable. Jespre que vous apprciez ce changement en politique,

ce qui cadre bien dans la philosophie dune association technique qui prtend faire autorit.

LAGA de cette anne servira de scne o se droulera la premire lection prsidentielle dans lhistoire

de lAIPCN. Quatre candidats, avancs par la Belgique, la France, le Royaume-Uni et les Etats-Unis, con-courront pour devenir le nouveau prsident. Je suis convaincu que les premiers dlgus de nos membres

qualis feront le meilleur choix aprs que les candidats auront prsent leurs plans stipulant la politique

suivre lAGA.

An de garantir la continuit sur le plan de la direction, Louis Van Schel a propos de prolonger son mandat

de secrtaire gnral jusqu ce quun secrtaire gnral plein temps soit engag. Nous poursuivrons nos

efforts pour attirer de nouveaux membres qualis et nous esprons que le club des Partenaires Platinum

stendra dans un proche avenir.

En jetant un coup dil au programme pour cette anne, jaimerais mettre laccent sur les vnements sui-

vants:

- Au mois de mai, nous participerons l International Transport Forum Leipzig, an de promouvoir

le transport par voie navigable intrieure en tant que moyen de transport cologique.

- En septembre, la Nouvelle-Orlans sera hte dune nouvelle dition de la Confrence Smart Rivers.

- La prparation de notre contribution au prochain Forum Mondial de lEau Marseille, auquel la section

franaise reprsentera notre association.

- La prparation de PIANC-COPEDEC VIII, qui aura lieu Chennai, en Inde en fvrier 2012.

De nouveau, je vous souhaite une merveilleuse anne 2011.

Bien vous,

Eric Van den Eede

Prsident


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CRUISE SHIPPING POLICY-2008AN INITIATIVE OF THE GOVERNMENT OF INDIA

FOR RECREATIONAL NAVIGATION

KEY WORDS

cruise shipping, infrastructure for cruise shipping,marina, berth, rail and road connectivity

MOTS-CLEFS

croisire, infrastructure pour la croisire, marina,accostage, connections par rail et route

1. INTRODUCTION

Cruise shipping is one of the most dynamic andfastest growing components of the leisure industryworldwide. It is fast emerging as a new market-

able commodity/product, growing at the rate of12% per annum globally, however still marginalin India.

2. INDIA, A NEW DESTINATIONOF CRUISE SHIPPING

India with its vast and beautiful coastline (7,500km), virgin forests and undisturbed idyllic islands,rich historical and cultural heritage, can be a fabu-

lous tourist destination for cruise tourists. With theIndian economy developing at a steady pace ofaround 8 %, its middle class growing in number

and increasingly possessing disposable incomes,which could be spent on leisure activities, the Indi-ans could also take on cruise shipping in a big way.

India has 13 major ports and 178 minor ports along

the coastline, spread over 7,500 km. The majorports are under the administrative control of theCentral Government, the minor ports under the con-trol of State Governments. The major ports handle70 % of the total cargo of the country. These portsare Kolkata, Paradip, Visakhapatnam, Ennore,Chennai, Tuticorin on the East Coast and Kandla,Mormugao, Mumbai, Jawaharlal Nehru Port, NewMangalore, Cochin on the West Coast and the newmajor port, Port Blair Port, is located in the Anda-man and Nicobar islands in the Bay of Bengal.

3. REQUIREMENTS OFCRUISE SHIPPING

Cruise shipping is an international industry and itscontribution to the countrys economy is governedby the industry structure infrastructure and policypackage in place. Various relevant componentsare:

(i) The stated policy on cruise shipping cover-

ing various aspects(ii) Well-developed port infrastructure, cruiseterminals, etc.

by

7

RAKESH SRIVASTAVA

Joint Secretary (Ports), Government of IndiaFirst Delegate of India & Vice-President of PIANC

R. No. 411, Ministry of ShippingTransport Bhavan, Parliament StreetNew Delhi-110001

India

Tel.: +91 11 23711873Fax: +91 11 23328549E-mail:js [email protected]


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(iii) Availability of cruise liners(iv) Conducive scal regime

(v) Hassle free immigration and transit facilities(vi) Marketing strategy(vii) Connectivity to onshore destinations by vari-

ous modes (road, rail, air and IWT)(viii) Duty-free bunkering(ix) Institutional framework for a holistic devel-

opment of cruise shipping

The objectives of the Indian Cruise Shipping Poli-cy formulated in 2008 were:

(i) To develop India as a destination, as well as

a source market with state-of-the-art infra-structure and appropriate marketing strata.

(ii) To increase the number of cruise ship callsand passenger arrivals in a sustainablemanner.

(iii) To achieve a target of at least one millioncruise passengers landings per year.

(iv) To strengthen inter-sectorial linkages, whe-reby cruise liners source the requisite sup-plies of goods and services from local Indiansuppliers.

(v) To consolidate existing ports of call, exploreother ports and suitable anchoring sites onthe Indian coast with a view to making addi-tional cruise ship calls to other areas of the

country.(vi) To put into operation appropriate promotion-

al programmes that would effectively con-vert cruise passengers to long stay visitors.(vii) To maximise the benets from the cruise in-

dustry consistent with the protection of theenvironment.

(viii) To ensure that the cruise shipping industryin India becomes internationally competitivewith other destinations and contributes tothe economy in terms of generation of for-eign exchange, income, employment andbusiness opportunities.

(ix) To attract the right segment of foreign tour-

ists to cruise shipping in India.(x) To popularise cruise shipping with Indian

tourists.(xi) To enhance an absorptive capacity of the

country by developing existing and new visi-tor attractions, including event attractions inline with Indias efforts to improve the tour-ism product.

The Government of India has proposed to takethe following initiatives under the Cruise ShippingPolicy:

1) Well-developed port infrastructure and con-nectivity.

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Fig. 1: Schematic Map of the Indian Coastline with its Major Ports


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2) Phased programmes will be evolved for thedevelopment of facilities at ports for cruiseshipping.

3) The ports will avail of the nancial assis-tance, which is available under the schemeof the Department of Tourism for the fundingof tourism projects, wherein assistance upto 25 % of the project cost, subject to a ceil-ing of Rs. 50 million (approximately USD 11million) is provided by the Ministry.

4) Notwithstanding the above, if any major/nonmajor port is able to attract a BOT operatorto invest in infrastructure facilities, the port isencouraged to develop such facility.

5) Necessary infrastructure like rail and road

connectivity, IWT connectivity, air connectiv-ity and metro connectivity will be developed.Individual ports identied in this policy will

plan to develop suitable infrastructure. How-ever, the cruise shipping policy will providecomfort to future investors for committing re-sources, etc.

6) Ports shall raise nancial resources to de-velop cruise terminals/infrastructure, in or-der to have more calls from cruise liners.

7) Private agencies interested in developing

cruise terminals shall also be encouraged todo so at cruise destinations. Central Govern-ment/State Government/UT Administrationsshall provide nancial resources and other

incentives for promoting cruise tourism.8) Efforts shall be made for the development of

marinas for yachts and small boats at all im-portant coastal tourist destinations like Goa,Cochin, Chennai, etc., based on a BOT/PPP-model wherever possible.

The following environmental issues to be ad-

dressed for sustainable development have beenidentied for implementation:

The cruise liners will be mandatorily asked tocomply with all requirements of the Marine Pollu-tion (MARPOL) Convention and its annexes andto follow the guidelines of the Indian Maritime Ad-ministration to ensure inter alia the following:

a) No waste (sewage waste, solid waste,waste/contaminated water or used oil) willbe released or dumped into the sea or onislands during the cruise ship tour in Indianwaters.

b) Any boat or smaller vessel taking tourists

to an island destination in India will ensurethat no litter or waste is thrown overboard orleft littering the island. All waste originating

from the mother ship will be disposed off ina manner stipulated by the Maritime Admin-istration.

c) No oily or contaminated bilge water will bereleased in Indian territorial waters, exceptin emergency situations where the vessel istaking on water to the extent that the safetyof the vessel or those aboard will be threat-ened.

4. COCHIN PORT CRUISE SHIP

DESTINATIONCochin Port is a major port under the administra-tive control of the Central Government, i.e. theFederal Government of India. The port is locatedin the coastal State of Kerala. Kerala, in SouthernIndia, is blessed with a natural beauty and undis-turbed idyllic islands, as well as rich historical andcultural heritage. Cochin Port has initiated the fol-lowing steps for the development of cruise ship-ping in the port:

a) Cochin Port considers cruise as a majorbusiness prospect. The port administrationis committed to make Cochin Port a leadingcruise destination on the Indian coast, offer-ing services of international standards.

b) The Port has constituted a dedicated cruisecell available round the clock to service theexacting requirements of the cruise ves-sels. It offers a single window solution tothe needs of cruise operators and travellersalike. A concessional tariff for cruise vesselsis also in force.

c) The proposal for locating an internationalstandard golf course within the port prem-ises is on the anvil. The work related to theCochin International Transhipment Terminal

a world class transhipment hub wouldbe paving the way for international qualityservice at the Port. The port premises re-ect the true ambience of the coastal stateof Kerala.

d) While at Cochin, besides relishing the pris-tine, natural opulence of Gods own country

and savouring the traditional Kerala cuisine,the travellers can also carry home a varietyof oriental exotica as mementos from theshopping arcade in and around Cochin.


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Cochin Port has been receiving cruise vesselsfrom all over the world. Some of the cruise ves-sels that called at Cochin Port in the recent years

are:

(i) Minerva(ii) Queen Elizabeth II(iii) Legend of Seas(iv) Song of Flower(v) Renaissance VII(vi) Renaissance VIII(vii) Rotterdam Vi(viii) Island Princess(ix) Arkona

(x) Sea Godess(xi) Maxim Gorky(xii) Vislamor(xiii) Sage Ross(xiv) Crystal Symphony(xv) Europa(xvi) Silver Cloud(xvii) Marco Polo(xviii) Royal Star(xix) Star Flyer(xx) Silver wind(xxi) Clilia II

(xxii) Victoria(xxiii) Oriana

The following major ports are potential ports forthe development of cruise shipping in India. It isproposed to develop facilities for berthing of cruise

ships and to develop facilities for national and in-ternational tourists.

(i) Mumbai(ii) Mormugao(iii) Port Blair(iv) New Mangalore(v) Chennai

10

Fig. 2: A Houseboat in the Backwaters of the Virgin Islands of Kerala


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Cruise shipping, the most dynamic and fastest

growing industry, is seen as a potential area fordevelopment by India. The Government of Indiahas promulgated the Policy for promoting CruiseShipping on the coastline spread over 7,500 km.The necessary infrastructure, such as the devel-opment of marinas and berthing facilities, road andrail connectivity, etc. are taken up through Public

Private Partnership projects. The environmental

issues related to cruise shipping have also beenidentied for implementation. The major ports un-der the Government of India, namely Cochin Port,Chennai Port, Mumbai Port, Mormugao Port, NewMangalore Port and Port Blair are developing fa-cilities for cruise shipping, in order to attract do-mestic and foreign tourists.

SUMMARY

La croisire tant lactivit la plus dynamique et plus forte croissance est considre commeune opportunit de dveloppement pour lInde. Legouvernement indien a promulgu une Politiquede promotion de la croisire sur la cte qui stendsur 7500 km. Les infrastructures ncessaires com-prenant le dveloppement de marinas, douvragesdaccostage, de connections par rail et route, etc.sont entreprises sous la forme de projets de parte-

nariat Public Priv. Les enjeux environnemen-taux des activits de croisire ont t identis

pour mise en uvre. Les ports principaux souslautorit du gouvernement indien, cest--dire lesports de Cochin, de Chennai, de Mumbai, de Mor-mugao, le nouveau port de Mangalore et de PortBlair dveloppent des quipements de croisirepour attirer les touristes nationaux et trangers.

RSUM

Da die Kreuzfahrtschifffahrt eine dynamischeund schnell wachsende Industrie ist, wird sie inIndien als potenzielles Entwicklungsgebiet ang-esehen. Die indische Regierung hat die Politik zurFrderung der Kreuzfahrtschifffahrt entlang derber 7.500 km langen Kstenlinie per Gesetz be-kannt gegeben. Die notwendige Infrastruktur inklu-sive Entwicklung von Hfen, Anlegevorrichtungen,Straen- und Schienen-Anschlussmglichkeiten

etc. wird durch Public Private-Partnership-Projekte

aufgebaut. Die Aspekte der Umweltvertrglichkeit,die mit der Kreuzfahrtschifffahrt verbunden sind,wurden ebenfalls zur Umsetzung festgelegt. Diegroen Hfen unter indischer Regierung, nmlichder Hafen von Cochin, von Chennai, von Mum-bai, von Mormugoa, von New Mangalore und vonBlair, bauen ihre Einrichtungen fr Kreuzfahrtsch-iffe aus, um einheimische und auslndische Tour-isten anzulocken.

ZUSAMMENFASSUNG


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SENSITIVITY OF PIANC SHIP SQUAT FORMULASIN UNRESTRICTED CHANNELS

KEY WORDS

ship squat, PIANC empirical formulas, under-keelclearance, deep draft navigation, sensitivity study,unrestricted entrance channels

MOTS-CLEFS

surenfoncement de navire, formules empiriques

de lAIPCN, clair sous quille, navigation avec ungrand tirant deau, tude de sensibilit, chenauxdaccs non restreints

1. INTRODUCTION

PIANC has many empirical formulas for predict-ing ship squat in entrance channels. Some of themost widely used are by Barrass (2004), Eryuzluet al. (1994), Huuska (1976), Rmisch (1989) andYoshimura (1986). These formulas are based onlimited laboratory and eld measurements, but are

used for the newer generation of larger tankers,containerships and bulk carriers. Most are func-tions of a limited number of ship and channel pa-rameters in an effort to minimise the number of freeparameters and increase the ease of use. Typicalship parameters include ship speed V

k(knots),

block coefcient CBand ship dimensions of length

between perpendiculars Lpp

, beam Band draughtT. Ship speed is speed relative to the water andis one of the most important parameters, as onecan usually slow down to reduce squat. Channel

parameters include water depth h, type of channelcross-section A

c, side slope n and bottom chan-

nel width W. Channel types are unrestricted (U)

or open channels, restricted (R) or dredged witha trench and canal (C) with sides that extend tothe surface. Symbols are dened in Appendix B.

No one formula works best for all types of ves-sels in all types of channels. Thus, it is necessaryto examine the squat predictions with more thanone formula and compare the results based on thetype of ship, channel and formula constraints.

When performing a design analysis for ship squat,many ship and channel parameters are not knownwith certainty. Channel cross-sections and dimen-sions can vary considerably along the length ofthe channel and are usually not as simple as thethree idealised shapes. The C

Bis often just a best

estimate based on the ship displacement and di-mensions, since ship builders do not usually re-lease this proprietary information.

In this paper, a sensitivity analysis for the ve

PIANC squat formulas listed above is performedon the effect of ship speed, draught, block coef-cient and water depth for an unrestricted or open

channel cross-section. These squat results arepresented for full load conditions for the post-Pan-amax Susan Maerskcontainership in an entrancechannel similar to the Port of Savannah. Addition-al sensitivity comparisons for restricted and canalchannel types were presented by Briggs (2009).

The rst section in this paper describes the Port ofSavannah entrance channel and the Susan Maersk

containership. The next section describes thePIANC empirical squat formulas. Details of these for-mulas are contained in Appendix A. The sensitivity

by

MICHAEL J. BRIGGS

PhD, PE, D.CE, D.OE, Research Hydraulic Engineer

Coastal and Hydraulics LaboratoryU.S. Army Engineer Research and Development Center3909 Halls Ferry Rd, CEERD-HN-HHVicksburg, MS 39180

USA

E-mail: [email protected]


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study organisation and constraints are describedin the next section. Finally, results and discussionare presented in the last section.

2. SHIP AND CHANNELPARAMETERS

2.1 Port of Savannah, Georgia

The Port of Savannah, Georgia, is planning for fu-ture accommodation of newer and larger designvessels. The outer reach of this entrance channelis subject to waves, has a length of 14 nm and awidth varying from 173 to 240 m. It is planned toincrease the existing depth from 13.4 m to 15.2 mMLLW. Harbour pilots will continue to take advan-tage of the 1.1 m high tide and overdredge allow-ance, as necessary, to accommodate larger draftships. The offshore 5.8 nm section can be repre-sented as an unrestricted channel cross-section.

2.2 Susan Maersk Containership

The design ship for this port is the post-PanamaxSusan Maersk containership (Figure 1). It was

completed in 1997 with a TEU capacity of 8,680and a length overall L

OAof 347 m. The fully-loaded

ship has an Lpp

= 331.64 m, B= 42.8 m, T= 14.48m and C

B= 0.65. Typical ship speeds V

kcan be as

fast as 14 kts in the outer channel. Design under-keel clearance (UKC) is 1.2 m in the outer chan-nel. Note that UKC as used in this paper meansgross under-keel clearance and is equivalent tothe project depth minus the ship draught.

Figure 1: Susan Maersk containership[www.Containerinfo]

3. PIANC SQUAT FORMULAS

In 1997, PIANC Working Group 30 (WG30) in-

cluded eleven empirical squat formulas in theirdesign guidance for deep draft channels. In 2005,PIANC WG49 was formed to update the WG30report on Horizontal and Vertical Dimensions ofFairways. WG49 consists of representatives fromtwelve countries and is in the process of updat-ing this guidance. Current thinking is to reduce thenumber of these squat formulas to seven that arethe most user friendly and popular in the deepdraft navigation community. Five of these squatformulas are evaluated in this paper. They includethose of Barrass (2004), Eryuzlu et al. (1994),Huuska (1976), Rmisch (1989) and Yoshimura(1986). Briggs (2006) programmed these formulasin a FORTRAN program and Briggs et al. (2010)provided updates based on the WG49 recommen-dations.

Historically, maximum squat SMax

occurred at thebow (S

b), especially for full-form ships such as

tankers. For newer, more slender ne-form ships,

such as containerships and passenger liners,S

Maxsometimes occurs at the stern (Ss). All of the

PIANC formulas give predictions of SMax at thebow or stern, but only the Rmisch method givespredictions for S

s for all channel types. Barrass

gives Ssfor unrestricted channels and for canals

and restricted channels, depending on the valueof C

B. According to Barrass, the value of C

Bdeter-

mines whether the maximum squat is at the bowor stern. Barrass notes that full-form ships withC

B> 0.7 tend to squat by the bow and ne-form

ships with CB< 0.7 tend to squat by the stern. The

CB= 0.7 is an even-keel situation with maximum

squat the same at both bow and stern. Rmischhas an equivalent rule of thumb on the location ofmaximum squat, since he proposes that a ship willsquat by the bow if C

B> 0.1 L

pp/B. For the Susan

Maersk, this would occur for CB> 0.77. Therefore,

one might expect the Susan Maersk to squat bythe stern since her C

B is less than 0.70 to 0.77

in these sensitivity comparisons. Of course, forchannel design, one is mainly interested in themaximum squat and not necessarily whether it isat the bow or stern. Thus, researchers often useall of the formulas and report maximum squat.

The formulas for an unrestricted channel applica-tion are contained in Appendix A. Barrass is on his

14


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fourth iteration of ship squat formulas. The one inthis paper [Barrass 2004 ; Barrass 2002] is con-sidered his third version and is called B3 for sim-

plicity. His formulas are relatively straight-forwardand easy to use. Stocks et al. (2002) found thatthe B3-formulas gave the best results for New andTraditional Lakers in the unrestricted portions ofthe St Lawrence Seaway. The Eryuzlu et al. (1994)squat formula is based on laboratory experiments.Although it has some serious constraints (i.e. C

B>

0.8), it is used exclusively by the Canadian CoastGuard (2001). Therefore, it is included here eventhough the C

Bconstraint is technically exceeded.

It is referred to as E2. The Huuska (1976) andGuliev (1971) squat formula is referred to as theHG formula. The HG is identical to the ICORELSformula in unrestricted channels and is used ex-clusively in German waterways of this type. TheSpanish Recommendations for Maritime Works[Puertos del Estado, 1999] and the Finnish Mari-time Administration [FMA 2005, Sirkia 2007] usethe HG for all three channel types. Rmisch (1989)developed his squat formulas from physical modelexperiments. His empirical formulas (referred toas R1) are some of the most difcult to use, but

seem to give good predictions for bow and stern

squat. Finally, the Yoshimura formula [Yoshimura,1986 ; Overseas Coastal Area Development Insti-tute, 2002] was developed as part of Japans De-sign Standard for Fairways in Japan. It was laterenhanced by Ohtsu et al. (2006) to include predic-tions for R and C channels.

4. SENSITIVITY ANALYSIS

The goal of the sensitivity analysis was to quan-tify the effect of signicant input parameters on

the squat predictions for the PIANC empiricalformulas in an unrestricted channel. Table 1 liststhe ship and channel parameters that are in thePIANC formulas. An interesting observation iswhat is not explicitly included in some of the for-mulas, even though they are used for all ship andchannel types. For instance, (a) B3 has no depen-dence on L

pp, (b) E2 has no dependence on L

pp

or CB, (c) R1 has no dependence on C

Bfor stern

squat and (d) Y2 has no dependence on B. All butB3 are functions of gravity g.

Based on ship, channel and squat formulas, threesensitivity analysis parameters were selected forstudy. Table 2 on the next page lists these param-eters and ranges. The U channel is one of thesimplest and is applicable for all of the PIANC for-mulas. A channel can be modelled as a U channeleven if it is not ideally an unrestricted channel. Iftrench height h

Tis small enough (i.e.h

T/h~ 0.0)

and channel width W(i.e. W/B> 8 to 10) and side

slope n(i.e. n> 20 to 50) are large enough, thena U channel is appropriate for this channel reach.The Base Case values are used as the standardfor comparison since they match many of the shipand channel characteristics.

Table 1: Relevant Input Parameters in PIANC Squat Formulas


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Table 2: Sensitivity Analysis Parameters

The range of CB was selected to match typical

standard deviations of CBfor containerships [Oht-

su et al., 2006]. The CB= 0.05 is equivalent to

an 8 % change in CB. Since it is known that most

containerships squat by the stern, the maximumvalue of C

B= 0.70 was selected to stay within the

Barrass threshold. The depth-to-draught ratiosh/Trepresent typical values of UKC for entrancechannels, with h/T= 1.20 an accepted value forefcient navigation. Note that the h/T= 1.1, 1.2and 1.3 correspond with UKC = 1.5, 2.9 and 4.3 mrespectively. The h/T= 0.10 is equivalent to an8 % change in h/T. The range of ship speeds V

k

includes typical containership speeds in entrancechannels. The V

k= 5 kts represents a 50 %

change in ship speed from the Base Case.

As stated previously according to Barrass andRmisch, ships with CB< 0.7 to 0.77 will tend to

squat by the stern. Therefore, the stern Sssquat

predictions of B3 and R1 were always larger than

the bow predictions and were used in this study incomparison with the other three formulas.

5. RESULTSThe results section is divided into presentationsand discussions of predicted maximum squat S

Max

for each of the ve PIANC formulas. Results in

this section are for analysis of CB, h/Tand V

kin a

U channel. Figure 2 shows the range of SMax

foreach of the Base Case predictions (C

B= 0.65 and

h/T= 1.20) as a function of Vk. Although V

k= 5

kts, a ner increment of 1 kt was used in the plots

to show the ner detail and resolution due to ship

speed although some plots only show symbolsfor every other point to minimise clutter. The Bar-rass predictions were the largest and Rmisch thesmallest, with the other three in the middle. TheS

Max varies from a low of about 0.1 m to a high

value of almost 1.5 m. This example is typical ofthe squat formulas as there is usually a lot of vari-ation in the predictions. Thus, it is recommendedto examine the squat predictions with more thanone formula and compare the results based on thetype of ship and formula constraints.

5.1 Barrass (B3)

Figure 3 shows the effect of CB on the Barrass

stern squat Ss,B3

at h/T= 1.20 for the range of ship

16

Figure 2: Base Case Maximum Squat for Susan Maersk Containership

in Unrestricted Channel, CB= 0.65, h/T = 1.2


19/46


speeds. Even though shown at h/T= 1.20, the B3predictions are not affected by h/T, as they are thesame for all h/T(see Appendix A). This is due to

the fact that the h/Tratio is not explicitly includedin the B3 formula. Both hand Tare included in theS blockage factor, but the values of Sare not al-lowed to exceed the threshold values of 0.1 S

0.25. Table 3 lists the percentage variation in Ss,B3

from the Base Case value at CB= 0.65 for each

ship speed.

5.2 Eryuzlu (E2)

Figure 4 shows the effect of h/Ton the Eryuzlu

squat SE2at CB= 0.65 for the range of ship speeds.Again, although shown for CB= 0.65, the E2 is not

dependent on CBso it is the same for any C

B. This

is due to the fact that it is not explicitly included inthe E2 formula (see Appendix A). The percentagevariation in S

E2from the Base Case value at h/T=

1.2 is again listed in Table 3.

Figure 4: Effect of h/T on Eryuzlu Squat in Unrestricted Channel, all CB

Figure 3: Effect of CBon Barrass Stern Squat in Unrestricted Channel, all h/T


20/46


5.3 Huuska (HG)

Unlike the B3 and E2 predictions, the Huuska/

Guliev squat SHGpredictions are functions of bothC

B and h/T. Figure 5 has ve curves that illus-

trate these effects on the SHG

for the range of shipspeeds. The inner three curves 2, 3 and 4 show

the inuence of CBfor a xed h/T= 1.2 (red lines

and square symbols). The outer three curves 1,3 and 5 (solid lines and symbols) illustrate the ef-

fect of h/Tat a xed CB= 0.65. Table 3 lists thepercentage variation in SHG

predictions for all shipspeeds relative to the Base Case values at C

B=

0.65 and h/T= 1.2.

18

Table 3: Sensitivity Results for Unrestricted Channel

Figure 5: Effect of CBand h/T on Huuska Squat in Unrestricted Channel


21/46


5.4 Rmisch

Rmisch stern squat Ss,R1

is a function of h/Tonly

and is shown in Figure 6. This gure is similar toFigure 4 for Eryuzlu, with three curves shown forC

B= 0.65. The percentage vari-ation in S

s,R1pre-

dictions for all ship speeds relative to the BaseCase values at C

B= 0.65 are listed in Table 3.

5.5 Yoshimura (Y2)

The Yoshimura squat SY2

is a function of both CB

and h/T, same as Huuska/Guliev. Figure 7 is simi-lar to Figure 5, with 5 curves for SY2

. Curves 2, 3and 4 show the variation in S

Y2as a function of C

B

for a xed h/T= 1.2. The effect of h/Tis again illus-trated by curves 1, 3 and 5 with the solid lines andsymbols. Table 3 lists the percentage variation inS

Y2relative to the Base Case values at C

B=0.65

for all three ship speeds.

Figure 6: Effect of h/T on Rmisch Stern Squat in Unrestricted Channel, all CB

Figure 7: Effect of CBand h/T on Yoshimura Squat in Unrestricted Channel


22/46


6. DISCUSSION

The Barrass predictions are not affected by h/T

since this parameter is not explicitly included in hisformula. The effect of changes in C

Bon predicted

stern squat is approximately 1 to 1. The predictedstern squat increased or decreased by 8 % as C

B

increased or decreased by 8 % (i.e. CB= 0.05).

The Eryuzlu squat predictions are not dependenton C

B. The effect of 8 % changes in h/T(i.e. h/T

= 0.1) is approximately 1 to 1 on the squat predic-tions. A decrease of 8 % in h/T results in an in-crease in squat of approximately 8 % and a similardecrease in squat for an increase in h/T.

The Huuska/Guliev squat predictions are functionsof C

Band h/T. Again, changes in C

Bresult in near

1 to 1 changes in predictions. An 8 % decrease orincrease in C

Bdecreases or increases squat pre-

dictions by approximately 8 % for all three shipspeeds. Changes in h/Tare slightly larger for xedC

B= 0.65. A decrease in h/Tto 1.1 for shallower

depths causes an increase in predicted squat of8 to 12 % for the three ship speeds. Similarly, anincrease in h/Tto 1.3 for deeper channels gives

a decrease in squat of 8 to 10 % as a function ofship speed.

The Rmisch stern squat predictions are not af-fected by C

B, since C

Bis not included in his stern

formula. Decreases in channel depth to h/T= 1.1results in 0 to 14 % increases in stern squat pre-dictions as ship speed increases from 5 to 15 kts.Increasing UKC to h/T= 1.3 results in decreasesin stern squat of 3 to 11 %.

The Yoshimura squat predictions are affected byboth C

Band h/T. Again, changes in C

Bpro-duce

nearly identical changes (i.e. 1:1) in squat predic-tions. A decrease of 8 % in C

Bfrom 0.65 to 0.60

results in decreases of 8 to 9 %. Similarly, an in-crease of 8 % to C

B= 0.70, causes an increase in

predicted squat of 8 to 9 %. Decreasing the chan-nel depth by 8 % to h/T= 1.1 causes an increasein squat predictions of approximately 7 % for thethree ship speeds. Likewise, increases in depthto h/T= 1.3 leads to reductions of 4 to 8 % for allship speeds.

In summary, all ve squat formulas give reason-able predictions, but the user needs to be aware

of the effects of uncertainties in the input variables.No one formula seems to give consistently betterestimates than the other. Many countries and re-

searchers have favourites that they are comfort-able with using. My recommendation is to use anaverage of all ve with knowledge of maximum

squat predictions and possible constraint viola-tions due to type of channel or ship.

7. ACKNOWLEDGEMENTS

The author wishes to acknowledge the Head-quarters and the US Army Corps of Engineersfor authorising the publication of this paper. The

squat formulas in this paper are updates from thePIANC WG30 report that will be reported anddocumented in the new WG49 report. Particularthanks go to Wilbur Wiggins (CESAW) and CaptSteven Carmel (Maersk Shipping) for supplyinginformation on the Savannah entrance channeland Susan Maersk containership.

8. REFERENCES

Barrass, C. B. (2002): Ship Squat A Guide forMasters, Private report, www.ship-squat.com.

Barrass, C.B. (2004): Thirty-Two Years of Re-search into Ship Squat, Squat Workshop 2004,Elseth/Oldenburg, Germany.

Barrass, C. B. (2007): Ship Squat and Interactionfor Masters, Private Report, www.ship-squat.com.

Briggs, M.J. (2006): Ship Squat Predictions forShip/Tow Simulator, Coastal and Hydrau-lics En-gineering Technical Note CHETN-I-72, U.S. Army

Engineer Research and Develop-ment Center,Vicksburg, MS, http://chl.wes.army.mil/library/publications/chetn/.

Briggs, M.J. (2009): Sensitivity Study of PIANCShip Squat Formulas, International Conference onShip Manoeuvring in Shallow and Conned Water:

Bank Effects, Antwerp, Belgium, May 13-15, 57-67.

Briggs, M.J., Vantorre, M., Uliczka, K. and Debail-lon, P. (2010): Chapter 26: Prediction of Squat forUnderkeel Clearance, Handbook of Coastal andOcean Engineering, World Scientic Publishers,

Singapore, 723-774.

20


23/46


Canadian Coast Guard (2001): Safe Waterways(A Users Guide to the Design, Maintenance andSafe Use of Waterways), Part 1(a) Guidelines for

the Safe Design of Commercial Shipping Chan-nels, Software User Manual Version 3.0, Wa-terways Development Division, Fisheries andOceans Canada.

Eryzlu, N.E., Cao, Y.L. and DAgnolo, F. (1994):Underkeel Requirements for Large Vessels inShallow Waterways, Proceedings of the 28th In-ternational Navigation Congress, PIANC, Paper SII-2, Sevilla, Spain, 17-25.

FMA (Finnish Maritime Administration) (2005):The Channel Depth Practice in Finland, Bulletin,Waterways Division, Helsinki, Finland.

Guliev, U.M. (1971): On Squat Calculations forVessels Going in Shallow Water and ThroughChannels, PIANC Bulletin 1971, Vol. 1, No. 7, 17-20.

Huuska, O. (1976): On the Evaluation of Under-keel Clearances in Finnish Waterways, HelsinkiUniversity of Technology, Ship Hydrodynamics

Laboratory, Otaniemi, Report No. 9.

ICORELS (International Commission for the Re-ception of Large Ships) (1980): Report of WorkingGroup IV, PIANC Bulletin No. 35, Supplement.

Ohtsu, K., Yoshimura, Y., Hirano, M., Tsugane,M. and Takahashi, H. (2006): Design Standardfor Fairway in Next Generation, Asia NavigationConference, No. 26.

Overseas Coastal Area Development Institute ofJapan (2002): Technical Standards and Com-mentaries for Port and Harbour Facilities in Ja-pan.

PIANC (1997): Approach Channels: A Guide forDesign, Final Report of the Joint PIANC-IAPHWorking Group II-30 in cooperation with IMPA andIALA, Supplement to Bulletin No. 95.

Puertos del Estado (1999): Recommendations forMaritime Works (Spain) ROM 3.1-99: De-signing

Maritime Conguration of Ports, Approach Chan-nels and Floatation Areas, CEDEX, Spain.

Rmisch, K. (1989): Empfehlungen zur Bemes-sung von Hafeneinfahrten, Wasserbauliche Mit-teilungen der Technischen Universitt Dresden,

Heft 1, 39-63.

Srkia, E. (2007): Economical Efciency to be

Achieved with a Regulatory Change Only withConsideration for Navigational Risks, PIANCMagazine, 129, 23-34.

Stocks, D.T., Dagget, L.L. and Page, Y. (2002):Maximization of Ship Draft in the St. LawrenceSeaway Volume I: Squat Study, Prepared forTransportation Development Centre, TransportCanada.

Uliczka, K. and Kondziella, B. (2006): DynamicResponse of Very Large Containerships in Ex-tremely Shallow Water, Proceedings 31st PIANCCongress, Estoril, Spain.

Yoshimura, Y. (1986): Mathematical Model forthe Manoeuvring Ship Motion in Shallow Water,Journal of the Kansai Society of Naval Architects,Japan, No. 200.


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APPENDIX A:PIANC SHIP SQUAT FORMULAS

This appendix describes the ve PIANC empiricalsquat formulas of Barrass, Eryuzlu, Huuska/Gu-liev, Rmisch and Yoshimura. Symbols are listedand dened in Appendix B. More detailed descrip-tions with constraints for channel and ship pa-rameters are described in PIANC (1997), Briggs(2006), Briggs (2009) and Briggs et al. (2010).The new PIANC WG49 report is planned for pub-lication in 2011.

A1. Barrass (B3)

Barrasss formula for maximum squat SMax,B3

in anunrestricted channel is a function of the block co-efcient C

B, ship speed V

k in knots and channel

blockage coefcient K. It is dened as

(1)

If CB> 0.7, it is equal to the bow squat S

b,B3. If C

B

0.7, it is equal to the stern squat Ss,B3

. His channelcoefcient Kis based on analysis of over 600 lab-oratory and prototype measurements for all threechannel types [Barrass, 2007] and is dened as

(2)

The limits on Kare designed so that K= 1 for Uchannels. The blockage factor Sis a measure ofthe cross-sectional areas of the shipA

sand chan-

nelAcand is dened as

(3)

If S< 0.1 for U channels, the value of Kis set to1.0. This insures the limits required above for K.

Finally, Barrass dened the squat at the other end

of the ship for unrestricted channels when the shipis initially at even keel at zero speed as

(4)

A2. Eryuzlu et al. (E2)

The Eryuzlu et al. formula for squat SE2

in an unre-

stricted channel is dened as

(5)

The value of the channel width correction factor Kb

= 1 for unrestricted channels.

A3. Huuska/Guliev (HG)

The Huuska/Guliev squat SHG

is given by

(6)

The dimensionless Depth Froude NumberFnh

isdened in Appendix B. The dimensionless correc-tion factor K

sis used for restricted channels and

canals to quantify ship blockage. It goes to Ks= 1

for unrestricted channels. The Huuska/Guliev for-mula is identical to the ICORELS (1980) formulafor unrestricted channels.

A4. Rmisch (R1)

The Rmisch squat formulas for bow Sb,R1

andstern squat S

s,R1 in an unrestricted channel are

given by

(7)

The factors in this equation are correction factorsfor ship speed C

V, ship shape C

Fand squat at criti-

cal speed KTdened as

(8)

(9)

(10)

22


25/46


Finally, critical ship speed Vcris a function of chan-

nel conguration dened as

(11)

A5. Yoshimura (Y2)

The Yoshimura maximum squat SY2

is dened as

(12)

APPENDIX B: SYMBOLSThe following symbols are used in this paper:


26/46


A sensitivity analysis on the effect of input param-

eters on PIANC empirical squat predictions wasconducted. Five of the most popular PIANC for-mulas, including Barrass, Eryuzlu, Huuska/Guliev,Rmisch and Yoshimura were investigated forunrestricted or open channels. Input parametersincluded ship speed V

k, block coefcient C

B and

channel depth to ship draught h/T. The fully-load-ed post-Panamax Susan Maersk containershipwas used as the example ship. Channel param-eters were selected based on reasonable rangesthat would occur in the entrance channel of the

Port of Savannah, Georgia. A total of 27 cases

were run in this sensitivity study. All ve squat for-mulas give reasonable predictions, but the usershould be aware of the effects of uncertaintiesin the input variables. No one formula seems togive consistently better estimates than the others.Many countries and researchers have favouritesthat they are more comfortable using. The au-thors preference is to use an average of all ve

with knowledge of maximum squat predictionsand possible constraint violations due to type ofchannel or ship.

SUMMARY

Une analyse de sensibilit sur leffet des para-mtres dentre sur les prdictions empiriques desurenfoncement de lAIPCN a t ralise. Cinqdes formules de lAIPCN les plus populaires in-cluant Barrass, Eryuzlu, Huuska/Guliev, Rmischet Yoshimura ont t testes pour des chenauxnon restreints ou ouverts. Les paramtresdentre comprenant la vitesse du navire V

k, le

coefcient de bloc CB et le rapport profondeur

du chenal sur le tirant deau du navire h/T. Leporte-conteneurs post-Panamax Susan Maerskpleine charge a t pris comme navire exemple.Les paramtres du chenal ont t retenus dansdes gammes de valeurs raisonnables reprsen-tatives du chenal daccs du port de Savannah

en Gorgie. 27 congurations au total ont t ap-pliques dans ltude de sensibilit. Toutes lescinq formules de surenfoncement donnent desprdictions raisonnables, mais lutilisateur devraittre conscient des effets des incertitudes dansles variables dentre. Aucune formule ne sembledonner coup sr une meilleure estimation queles autres. De nombreux pays et chercheurs ontleurs favorites quils utilisent plus aisment. La

pratique prfrentielle de lauteur est de calculerune moyenne des cinq, en gardant consciencedes prdictions de surenfoncement maximumet des possibles en-torses leurs contraintesdapplication dues au type de chenal ou de navire.

RSUM

Eine Sensitivittsanalyse ber den Einuss der

Eingangsparameter auf die empirischen Squat-Vorhersagen gem der PIANC wurde durch-

gefhrt. Fnf der beliebtesten PIANC Formelneinschlielich der von Barrass, Eryuzlu, Huuska/Guliev, Romisch und Yoshimura wurden fr un-begrenzte oder offene Kanle untersucht. DieEingangsparameter beinhalteten die Schiffs-ge-schwindigkeit V

k, den Blockkoefzienten C

Bsowie

das Verhltnis von Kanaltiefe zum Tiefgang desSchiffes h/T. Das voll beladene Post-PanamaxContainerschiff Susan Maersk wurde als Schiffs-beispiel verwendet. Die Kanalparameter wurdenbasierend auf Bereichen, die im Zufahrtskanal

zum Hafen von Savannah, Georgia, auftreten

wrden, ausgewhlt. Inge-samt wurden 27 Fllein dieser Sensitivittsstudie behandelt. Alle fnfSquat-Formeln ergaben vernnftige Vorhersa-

gen, allerdings sollten Anwender sich ber denEinuss der Eingangsparameter bewusst sein.

Es gibt keine einzelne Formel, die durchgngigbessere Vorhersagen liefert als die anderen. VieleLnder und Forscher haben Favoriten, bei derenVerwendung sie sich am wohlsten fhlen. DerAutor zieht es vor, einen Durchschnitt aller fnfFormeln zu verwenden, mit dem Wissen ber dieMaximum-Squat-Vorhersagen und die mglichenVerletzungen der Gltigkeitsbereiche, verursachtdurch den Kanal- oder Schiffstyp.

ZUSAMMENFASSUNG


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SIMULATION DU CLAPAGE DE SDIMENT AVEC UNMODLE DEUX PHASES

MOTS-CLEFS

clapage, transport sdimentaire, modlisation nu-mrique, modle deux phases, sable n

KEY WORDS

dredged sediment release, sediment transport,numerical simulation, two-phase ow model, ne

sand

1. INTRODUCTION

La gestion des clapages (ou rejets en mer desproduits de dragage) constitue une problmatique

environnementale et conomique importante pour

les gestionnaires des voies navigables et des in-frastructures portuaires. Moins coteuses quunstockage terre, ces oprations peuvent induiredes nuisances sur lenvironnement notamment enprovoquant un accroissement local de la turbiditet en ensevelissant les habitats de la faune aqua-tique.

Le phnomne de clapage comporte principale-ment trois phases [Boutin, 2000]: la phase dechute (soumise aux courants) ; limpact sur le fond

et la gnration dun courant de densit ; la propa-gation des courants de densit et la dcantationdes sdiments.

by

SYLVAIN GUILLOU

Laboratoire Universitaire desSciences Appliques deCherbourg (LUSAC) EA 4253,Universit de Caen, Site universitaire,BP78, 50130 Cherbourg - Octeville,France,Tel.: +33.2.33.01.40.32,Fax: +33.2.33.01.41.35,


Corresponding author

DAMIEN PHAM VAN BANG

Universit Paris-Est, LSHV(Joint Research Unit EDF

R&D-CETMEF-ENPC),6 quai Watier, BP 49,

F-78401 Chatou,France,


JULIEN CHAUCHAT

Universit de Grenoble,LEGI, CNRS UMR 5519,BP 53,F-38041 Grenoble Cedex 9,France,E-mail :[email protected]

DUC HAU NGUYEN

Laboratoire Universitaire des SciencesAppliques de Cherbourg

(LUSAC) EA 4253,Universit de Caen, Site universitaire,

BP78,50130 Cherbourg - Octeville,

France,E-mail: [email protected]

KIM DAN NGUYEN

Universit Paris-Est, LSHV(Joint Research Unit EDFR&D-CETMEF-ENPC),6 quai Watier,BP 49,F-78401 Chatou,France,



28/46


Lobjet de ce travail est ltude du phnomne declapage par la simulation numrique. Des travauxantrieurs ont montr les limites lutilisation de

codes bass sur lhypothse du scalaire passifdans cette conguration [Garapon et al., 2002].Ceci est li aux trs fortes concentrations du rejet.Dans des travaux plus rcents, Freson (2004) aprsent un modle bi-espce pour le problmedu clapage. Ce modle est bas sur une dg-nrescence du modle bi-phasique deux u-ides. Il considre le mlange eau-sdiment dansson ensemble et ne tient pas compte de la rholo-gie des sdiments cohsifs [Farout-Freson et al.,2006]. Si des rsultats satisfaisants ont t obte-nus pour la phase de chute, lapproche bi-espcesemble inapproprie pour dcrire limpact sur lefond, la gnration et la propagation des courantsde densit.

Lutilisation de lapproche deux phases pourtraiter la problmatique hydrosdimentaire est ap-parue dans les annes 90 [Teisson et al., 1992 ;Nguyen et al., 2009 ; et rfrences incluses].Dans cette approche, le mlange eau/sdimentest dni comme constitu de deux phases: une

phase continue, leau, et une phase disperse,

les sdiments. Des quations de conservation dela masse et de la quantit de mouvements sontcrites pour chaque phase. Le domaine dtudestend du fond non rodable jusqu la surfacelibre. Cest--dire que les processus de transportdes particules en suspension, de sdimenta-tion, de tassement et de consolidation sont prisen compte de manire continue sans avoir considrer lrosion dune couche ou le remplis-sage dune autre. Le modle deux phases detransport sdimentaire que nous avons dvel-opp [Barbry et al., 2000 ; Nguyen et al., 2009 ;Chauchat et al., 2008] est un modle deux u-ides de ce type. Il est adapt aux milieux dens-es en diffrentiant les deux constituants et il in-clut les effets de la turbulence. Dans ce travail,ce modle est appliqu au cas du clapage. Laconguration exprimentale utilise par Villaret

et al. (1997) et Villaret et al. (1998) a t retenu.

2. MODELE A DEUX PHASES

Dans lapproche deux phases Eulrienne-Eulri-

enne (uide - particule solide) ou deux uides,on considre que les mouvements de chaquephase sont rgis respectivement par des qua-

tions de conservation de la masse et de la quan-tit de mouvements. Nous rappelons ici quelqueslments concernant le modle utilis, mais le

lecteur pourra trouver une description compltedu modle dans les rfrences suivantes: Barbryet al. (2000), Chauchat et Guillou (2008), Nguyenet al. (2009).

2.1 Les quations de bases

En notant k, lindice dsignant la phase uide ou

la phase solide, les quations de conservationsont donnes:

(1)

o ak, u

k, et r

k, reprsentent respectivement la

fraction volumique, le vecteur vitesse et la massevolumique de la phase k (k = fpour le uide, k = spour le solide). gest le vecteur acclration de lapesanteur etM

kreprsente le transfert de quantit

de mouvement entre les phases. pkest la pression

de la phase k,tket t

kreprsentent respectivement

le tenseur des contraintes visqueuses et le ten-seur des contraintes de Reynolds pour la phasek. La somme des fractions volumiques est gale 1. Le tenseur des contraintes visqueuses est mo-dlis en fonction des tenseurs des taux de dfor-

mation de chacune des phases (Dfet Ds) par larelation (2) [Lundgren, 1972] avec les coefcientsde viscosit m

ff, m

fs, m

sfandm

ssdonns par (3). Le

caractre non Newtonien est pris en compte parlintroduction du facteur damplication b, qui estli la distance interparticulaire x, et dle diamtredes particules. Plus la distance interparticulaireest faible, plus le milieu est dense, et plus les fric-tions sont importantes. Nous utilisons la formula-tion (4) propose par Graham (1981), qui couvreles coulements de suspensions dilues dens-es. La distance interparticulaire est donne par larelation (5) en fonction de la fraction volumique dela phase solide et sa valeur maximale a

s,max(Pour

des particules non cohsives as,max

= 0.625 ).

g

g

Re


29/46


(2)

(3)

(4)

(5)

(6)

Le terme de transfert de quantit de mouvementsentre les phases est valu par la relation (6) enfonction de la pression et de la contrainte interfa-ciale p

kiet t

kiet de M

kqui reprsente les diffr-

entes forces agissant sur la phase kdont la forcede trane. p

et t

kisont respectivement la pres-

sion et le tenseur de contrainte de cisaillement dela phase k linterface. Les pressions interfacialesdes deux phases ainsi que les tenseurs interfa-

ciaux de contrainte tangentielle sont donnes parla relation (7). La pression de la phase solide estprise gale la pression interfaciale de la mmephase.

(7)

Le terme dchange entre les phases Mf

= M

s

est la somme des forces sexerant sur la parti-

cule solide. Ici seule la force volumique de trane(relation (8)) est retenue (Hsu et al., 2003). Elle

sexprime en fonction de ur, la vitesse relative en-

tre le uide et les particules, et de tfs

, le temps derelaxation de la particule. Ce dernier terme cor-

respond au temps dexistence dune diffrence devitesse entre la particule solide et le uide. Le co-efcient C

Dest le coefcient de trane moyen. Il

dpend du nombre de Reynolds sdimentaire Res

et de la fonction de forme de la particule solide.Nous utilisons la formule de Haider et Levenspiel(1989).

(8)

La vitesse relative est dnie comme ur= u

s- u

f- u

d

o ud= u

f sest la vitesse de drive qui reprsente

la corrlation entre les uctuations de vitesse de la

phase uide et la distribution spatiale instantane

des particules. Cette vitesse reprsente une man-ifestation des effets de la turbulence. Plusieursmodles de turbulence ont t dvelopps dansle code de calcul. Ceux-ci ne sont pas dtaills ici,mais le lecteur trouvera une prsentation dtailldans Chauchat et Guillou (2008).

2.2 Technique de rsolution numrique

Nous utilisons les techniques dveloppes parGuillou et al. (2000) pour rsolution du systmedquations (1). Le modle est bidimensionnel ver-tical surface libre. La technique de maillage encoordonne est utilise pour suivre lvolution

de la surface libre chaque instant. Les opra-teurs de drivs spatiaux sont discrtiss par latechnique des diffrences nies. Une technique

de projection est utilise pour le dcouplage ducalcul de la vitesse de la phase uide et de la pres-sion. Les quations du modle sont discrtisesde manire implicite sur la verticale et explicitesur lhorizontale. La mthode GMRES est utilisepour linversion du systme matriciel de pression.Un positionnement dcal et entrelac des in-connues sur la grille de calcul est employ an

dviter les oscillations numriques qui risquentde se produire lors de lutilisation de le techniquede projection [Guillou & Nguyen, 1999].

g

g g

g

g g g g

g

< >g


30/46


3. CONFIGURATION DE LETUDE

De nombreux essais de clapage ont t raliss

dans le canal n 5 du LNHE-EDF (80 m x 1.5 m x1.5 m) par Boutin (2000), Villaret et al. (1997) etVillaret et al. (1998). Le but tait dtudier la phasede chute du rejet ainsi que la phase de courantde densit sur le fond, dans un uide au repos ou

en mouvement. Les tests ont t raliss avec dusable, de la vase et des mlanges sablo-vaseux.Nous nous limitons ici au cas du sable. Nousprsentons succinctement les conditions expri-mentales utilises par Villaret et al. (1997) et Vil-laret et al. (1998) sur lesquelles les simulationssappuient.

3.1 Configuration exprimentalede rfrence

Le montage exprimental est constitu dun canalquip dun dispositif dinjection de sdiment plac 15 cm sous la surface libre et pilot par un PC. At = 0, un volume initial de mlange eau-sdiment une concentration dsire est lch dans leau.Une camra synchronise prend des clichs dupanache turbide gnr, pendant quun systme

enregistre la concentration en plusieurs points ducanal. Le sable inject est de densit 2650 kg/m3,et de diamtre (D

p) 90 ou 160 mm. La concentra-

tion du rejet (Cr) varie de 350 450 g/l pour unvolume initial (Vr) de sdiments de 45 ou 60 litres.Les paramtres cls sont le temps de chute du re-

jet (temps pour que le nuage de sdiment atteignele fond), le diamtre du rejet pendant la phase dechute, la hauteur du front pendant la phase detransport sur le fond. Lincertitude sur le temps dechute est de 0.5 seconde, tandis que celle pour le

diamtre du rejet est de 5 cm.

3.2 Paramtrage du modle etmthode danalyse

Le domaine dtude couvre une zone de 4 mtres

horizontalement centre sur le rejet et de 1 mtreen hauteur. Un maillage rgulier de 401 nudssur lhorizontale et de 41 nuds sur la verticale

est utilis. Le pas de temps est x t=0,001s tandis que la concentration du rejet initial (Cr)est donne par le tableau 1. Un schma UPWINDpremier ordre est utilis pour les termes de con-vection. Les frontires latrales sont considresouvertes pour permettre au rejet de se propageret de ne pas gnrer de rexions. La surface li-bre est ge dans ces simulations. En conformit

avec les conditions exprimentales, linjectiondu mlange eau-sdiment est effectue 15 cmsous la surface libre et pour un diamtre de 10cm. La concentration y est impose ainsi quunprol parabolique de vitesse de type Poiseuille

dont la vitesse maximale (Winj

) est donne par lemodle analytique de Krishnappan (1975). Lesvaleurs sont donnes dans le tableau 1. On noteque les rsultats sont sensibles la manire deraliser linjection.

4. RESULTATS

La gure 1 prsente les rsultats de simulation

diffrents instants pour lessai e6. Le rejet du m-

lange eau - sdiment forte concentration induitla naissance de deux tourbillons contrarotatifs depart et dautre de laxe du rejet. Leau environ-nante se mlange au rejet. Lorsque le jet et lesdeux tourbillons entre en contact avec le fondla phase de chute se termine pour laisser place une phase de transport sur le fond. Les ph-nomnes observs exprimentalement sont bienreprsent qualitativement par le modle deuxphases. La conservation de la masse dans le do-maine en cours de calcul est trs bonne puisque

lerreur relative est de lordre de 0,05 %.

Les expriences ont permis de sortir les paramtressuivants: diamtre du rejet (Dr), hauteur oucote du rejet par rapport au fond (Hr), temps dechute (Tc), vitesse (Ufr) et hauteur (Hfr)du front

28

Tableau 1. Caractristiques des essais 100% sable sans courant ambiant

[Villaret et al., 1997 ; Villaret et al., 1998].


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Figure 1. Isocontours de la concentration en sable et champs de vitesse simuls (cas de lessai e6)

diffrents instants. Le temps de chute Tc = 1.8 s correspond linstant o lisocontour 0,5 g/l

atteint le fond. On y observe la phase de chute (t = 1.10 s) et la phase de transport sur le fond

(t = 3.92 s et t = 5.93 s).

de concentration lors de la phase de progressionsur le fond. Comme Freson (2004) nous avonschoisi de considrer le rejet comme les zonesde concentrations suprieures ou gales C

c

= 0,5 g/l. Les paramtres prcdents sont donccalculs en considrant cette concentration decoupure. An de tenir compte de lincertitude de

mesure, les rsultats exprimentaux sont tracsen min et max. La gure 2 montre lvolution de Hr

et Drdurant la phase de chute pour les essais e6,e11 et e12. On constate que pour lessai e6, lesrsultats sont en bon accord avec lexprience.

Pour les essais e11 et e12, une lgre surval-uation de Hrapparat tandis que Dr est lgre-ment sous-valu. La diminution du temps dechute et laugmentation du diamtre du rejet aveclaugmentation du volume et de la concentrationdu rejet sont bien reproduits (e6/e11). La diminu-tion du temps de chute et une trs faible augmen-tation du diamtre du rejet avec laugmentation dudiamtre des particules sont galement reproduits(e11/e12). Le tableau 2 montre que les rsultatsde simulation sont proches des donnes expri-mentales. Lerreur relative sur le diamtre de


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Tableau 2. Temps de chute (Tc) et diamtre de rejet (Dr) en n de chute, et Vitesse (Ufr)et hauteur (Hfr) du front du courant de densit durant la phase de transport sur le fond :

rsultats des simulations (num) et valeurs exprimentales [Villaret et al., 1997].

rejet est de lordre de 17 %. Le temps de chutesemble surestim pour les essais e11 et e12.Concernant la phase de transport sur le fond, la

vitesse de propagation est assez bien estime.Comme sur lexprience, la vitesse du front aug-mente avec le volume et la concentration initiale(e6/e11). En revanche, linuence du diamtre des

particules nest pas bien reproduit (e11/e12). Lescarts sont plus importants sur lpaisseur du front(Hfr). Ceci montre que la dynamique engendredans la phase de transport est trop importante. Ledpt dans la zone dimpact reste faible. La mo-dlisation des contraintes de cisaillement pourraittre une cause probable de ce dfaut.

5. CONCLUSIONS

Cette tude a montr que lapplication dun

modle diphasique deux uides au cas du cla-

page en eau calme de matriaux non-cohsif

(sable) reproduisait de manire satisfaisante les

rsultats exprimentaux. Certains biais (structure

verticale du courant de turbidit) restent encore amliorer avant de passer ltape suivante du

clapage en prsence dun courant ambiant (La

gure 3 prsente des rsultats de calculs pr-

liminaires dans ce cas) et surtout le clapage de

matriaux sablo-vaseux. Une tude particulire

du courant de densit devrait permettre de lever

ces biais.

6. REMERCIEMENTS

Les auteurs remercient le CETMEF pour le -nancement de cette tude (contrat N 05 510006-000-228-6034) et le CRIHAN pour les moyens decalculs.

Figure 2. Evolution temporelle de la position infrieure (Hr) et du diamtre (Dr) de rejet durant

la phase de chute pour lessai e6 (gauche), lessai e11 (centre) et lessai e12 (droite) :simulation numrique ; exprience de Villaret et al. (1997)

en intgrant la barre derreur.


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Figure 3. Isocontours de la concentration en sable et champs de vitesse simuls dansla conguration de lessai 11 avec un courant de 10 cm/s (essai e13) 1 s (a), 2,1 s (b) et 4 s (c).

Limpact du courant sur la phase de chute est notable.


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7. RFRENCES

Barbry, N., Guillou, S. et Nguyen, K.D. (2000):

Une approche diphasique pour le calcul du trans-port sdimentaire en milieux estuariens , C.R.Acad. Sci., IIb, 328, pp 793799. doi:10.1016/S1620-7742(00)01264-2

Boutin, R. (2000): Dragage et rejets en mer.Les produits de type vase , Presses de lENPC.2000, 307 p.

Chauchat, J. et Guillou, S. (2008): On turbu-lence closures for two-phase sediment-ladenow models , J. Geophys. Res., 113, C11017.

doi:10.1029/2007JC004708

Chauchat, J., Guilou, S. et Nguyen, K.D. (2008): Utilisation des mesures rhomtriques pour lamodlisation diphasique du transport sdimen-taire , Rapport de contract N H054, Universitde Caen-CETMEF, 62 p.

Freson, F.I. (2004): Simulation numrique duclapage en mer : Etude du champ proche-Chute etTransport sur le fond , Thse, Universit Techn.

de Compigne, 316 p.

Farout-Freson, I., Sergent, P., Lefranois, E. etDhatt, G. (2006): Modle numrique de clapage

phase de chute , IXmes JNGCGC, Brest, pp179-186. doi:10.5150/jngcgc.2006.018-F

Garapon, A., Villaret, C. et Boutin, R. (2002): 3Dnumerical modelling of sediment disposal , Pro-ceedings of the Physics of Estuarine. PECS, 13 p.

Guillou, S. et Nguyen, K.D. (1999): An improvedtechnique for solving two-dimensional shallowwater problems , Int. J. Numer. Methods Fluids,29, pp 465483. doi:10.1002/(SICI)1097-0363-(19990228)29:43.0.CO;2-H

Guillou, S., Barbry, N. et Nguyen, K.D. (2000): Calcul numrique des ondes de surface par unemthode de projection et un maillage eulrien ad-aptatif , C.R. Acad. Sci., IIb, 328, pp 875 881.doi:10.1016/S1620-7742(00)01268-X

Graham, A.L. (1981): On the viscosity of sus-pensions of solid spheres , Appl. Sci. Res., 37,pp 275286. doi:10.1007/BF00951252

Haider, A. et Levenspiel, O. (1989): Drag co-efcient and terminal velocity of spherical and

non-spherical particles , Powder Technol., 58, pp

6370. doi:10.1016/0032 5910(89)80008-7

Hsu, T., Jenkins, J.T. et Liu, P.L.-F. (2003): On two-phase sediment transport: Dilute ow , J. Geophys.

Res., 108(C3), 3057. doi:10.1029/2001JC001276

Krishnappan, B.G. (1975): Dispersion of granu-lar material dumped in deep water , in Scientic

series, Environment Canada, 55, 113 p.

Lundgren, T. (1972): Slow ow through station-ary random beds and suspensions of spheres, J. Fluid Mech., 51, pp 273-299. doi:10.1017/S002211207200120X

Nguyen, K.D., Guillou, S., Chauchat, J. et Bar-bry, N. (2009): A two-phase numerical modelfor suspended-sediment transport in estuaries ,Advances in Water Resources, 32, pp 1187-1196.doi:10.1016/j.advwatres.2009.04.001

Teisson, C., Simonin, O., Galland, J.C. et Lau-rence, D. (1992): Turbulence and mud sedimen-

tation: A Reynolds stress model and a two-phaseow model , in Proceedings of 23rd ICCE, ASCE,

pp 2853-2866.

Villaret, C., Lekien, M., Claude, B. et Vinet, V.(1997): Etude exprimentale de la dispersiondes rejets par clapage dun mlange de sable etde vase , He-42/97/072/a, LNHE, EDF.

Villaret, C., Claude, B. et Du Rivau, J.D. (1998): Etude exprimentale de la dispersion des rejetspar clapage , He-42/98/065/a, LNHE, EDF.


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The port structures are often established in areaswhere water levels are fairly low, especially in es-tuaries. It is then necessary to perform dredging toallow ships accessing to the docks. The dredgedsediment is released over a predened deposit

zone. Because of the concentration of the sedi-ment cloud appearing during the release, morethan 350 g/l at the beginning, there is an impacton the environment. The chemical composition ofwater is affected directly.

After the release, the sediments settle under a

cloud of very high concentration. This settling step

is followed after impact on the bed by the formationof turbidity current. The purpose of this work is tostudy the phenomenon via numerical simulationsby using a two-phase model of sediment trans-port [Barbry et al., 2000 ; Chauchat et al., 2008 ;Nguyen et al., 2009]. It is based on the solving ofconservation and momentum equations for eachphase (water and particles) and then integratesthe interaction between the particles and the wa-ter. A comparison with the experimental congura-tion of Villaret et al. (1997, 1998), without current,shows that the different steps of the phenomenon

are quite reproduce without turbulence modelling.

SUMMARY

La maintenance des chenaux de navigation

et des zones portuaires implique la ralisationdoprations de dragage pour garantir une profon-deur deau sufsante. Les produits de dragages

sont dposs en mer (opration de clapage) siles conditions dimmersion xes par la conven-tion dOslo sont satisfaites. Toutefois, le clapagede sdiments peut induire des nuisances surlenvironnement. Nous utilisons un modle de

transport sdimentaire deux phases que nous

avons dvelopp [Barbry et al., 2000 ; Nguyen etal., 2009 ; Chauchat et al., 2008] pour simuler lephnomne de clapage de sdiment n. La com-paraison des simulations aux rsultats exprimen-taux raliss en canal par Boutin (2000) et Villaretet al. (1997, 1998) montre le bon comportementdu modle pour dcrire les diffrentes phases dy-namiques de ce phnomne.

RSUM

Hafenanlagen werden oft in Gebieten errichtet,wo die Wassertiefen gering sind, insbesondere instuaren. Es ist dann notwendig, Ausbaggerung-sarbeiten durchzufhren, um Schiffen die Zufahrtzu ermglichen. Das ausgebaggerte Sedimentwird in einer vorher denierten Deponierung-szone freigesetzt. Wegen der Konzentration der

Sedimentwolke, die sich whrend der Freisetzungbildet (zu Beginn mehr als 350g/l) entsteht einEinuss auf die Umwelt. Die chemische Zusam-mensetzung des Wassers wird direkt beeinusst.

Nach der Freisetzung schlagen sich die Sedi-mente unter einer sehr hoch konzentrierten Wolkenieder. Auf diesen Schritt des Niederschlags folgtein Einuss auf die Sohle durch Bildung eines

Suspensionsstroms.

Der Zweck dieses Beitrags ist das Studium dies-es Phnomens mittels numerischer Simulationenunter Verwendung eines Zwei-Phasen-Modellsfr den Sedimenttransport (Barbry et al., 2000 ;Chauchat et al., 2008 ; Nguyen et al., 2009). Es

basiert auf der Lsung der Erhaltungs- und Im-puls-Gleichungen fr jede Phase (Wasser undPartikel) und integriert dann die Interaktion zwis-chen Partikeln und Wasser. Ein Vergleich mitden experimentellen Kongurationen von Villaret

et al. (1997, 1998), ohne Strmung, zeigt, dassdie verschiedenen Schritte des Phnomens rechtgut ohne Modellierung der Turbulenz reproduziertwerden knnen.

ZUSAMMENFASSUNG


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37/46


NEWS FROM THE NAVIGATION COMMUNITY

Barge to Business

Full Steam Ahead for In-

land Waterways

(Press Release)

Barge to Business, an exciting Euro-pean event about logistics and sup-ply chain management, focussed on

inland waterway transport, took placefrom November 30 until Decem-

ber 1, 2010 at Square in Brussels.This is the rst time inland navi-gation has showcased itself to thepublic in such a way, said HildeBollen of Promotie BinnenvaartVlaanderen (Promotion of InlandNavigation Flanders), who led theconference organising team of Euro-pean partners involved in PLATINA

(the platform for the implementa-tion of NAIADES). Inland waterway

transportation provides integratedsolutions and this conference wasjust such an integrated solution. Wesuccessfully showcased the fact thatwe are the perfect mode for all kindof products and goods, offer cuttingedge technology, are cost efcient

and play an effective role in inte-grated logistics networks and supplychains.

BELGIUM

General view on the audience

Siim Kallas, Etienne Schouppe and Karin De Schepper


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Barge to Business was opened byEuropean Commission Vice-Presi-dent Siim Kallas, who reiterated theimmense possibilities inland water-way transport in Europe offers forsustainable supply chain manage-ment. He outlined his vision for a fu-ture transport network in Europe in

which transport is a fully integratedand seamless system composed ofsafe and secure transport modes,high-quality services and infrastruc-ture, promoting innovation and thecompetence of our industry andcaring for its passengers, custom-ers and employed professionals.

I am convinced that inland water-way transport can be a valuablepartner in logistics and supply chainsand make an environmental differ-

ence. This conference is a uniqueopportunity to demonstrate exactlyhow. I look forward to the exchangeof experiences and ideas on inno-vative solutions, technologies andservices. I hope to see more eventslike Barge to Business in the fu-ture. I strongly believe that they cancontribute to raising the image andawareness of the inland shippingsector, said Kallas.

Kallas also reected on the success

of the NAIADES action plan and itsimplementation platform PLATINA.

NAIADES has been in operationfor ve years and will guide Euro-pean inland shipping policy for thenext three years. Kallas announcedat the conference that his ofce isworking on a proposal for a pos-sible continuation programme.

The unique event brought togethersome of the leading opinion makersin Europe both on the supply anddemand side to lead more than 30presentations and panel discussionshowcasing all that inland water-way transport has to offer logisticsand supply chain managers. Top-ics covered were wide ranging andvisionary, including innovative lo-gistics techniques, green fuels andvessels, population, commerce andculture, climate change, achieving

sustainable logistics chains and in-formation technology.

Emphasis was placed on the prac-tical, with existing waterway userssharing their experiences, chal-lenges and successes on the hottopics of logistics and green inno-vation. The speakers demonstratedthat the keys to driving growth anddecarbonisation are already avail-able. These recommendations fromthe eld provide indispensable input

to inland navigation developmentpolicy in Europe and will ensure our

success, said Karin De Schepper,General Secretary of Inland Navi-gation Europe, organiser of the in-formation market pillar.

Simultaneously to the informa-tion pillar of Barge to Business, aunique business to business pillar

called Riverdating was organisedunder the auspices of Voies navi-gables de France. This conceptoffered an opportunity for one-on-one meetings between the supplyand demand side, with the inlandnavigation community and logis-tics service providers showcasingtheir network to logistics and sup-ply chain managers. Suppliers andshippers were able to take advan-tage of pre-arranged appointmentsto get and offer tailor-made solu-

tions to individual queries.

Offering a combination of groupsessions and individual meetingsensured that attendants at the eventwere able to learn as much as theywanted to about inland navigationand its possibilities and developuseful partnerships in favor of mod-al shift over the two days sessions,said Philip Maug, Director of De-velopment at Voies Navigables deFrance, organiser of the Riverdat-

ing pillar.

Siim Kallas at the Opening Ceremony


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Panel discussion on Multi-modal door to door: now or never.

From left to right: Dario Aggio (Chairman Fluviomar), Guy Pasmans (Managing Director EuroportsContainers), Robert-Jan Zimmerman (General Manager Mercurius Shipping), Kris Verhulst (Senior Logistics

Manager Procter & Gamble Western Europe), Panel discussion moderated byTheo Notteboom (Professor

Maritime Transport and Logistics of the University of Antwerp)

Panel discussion on North-South infrastructure development.

From left to right: Gilbert Bredel (Managing Director Contargo France), Emmanuel Maes (General Manager

Group De Cloedt), Gert Van Gestel (Logistics Manager Holcim Belgium), Bruno de Keyser (Panel

Moderator), Eric van den Eede (General Manager Waterwegen en Zeekanaal and PIANC President),

Patrick Lambert (Deputy Director General Voies Navigables de France) and Yvon Loyaerts (Director GeneralMobility and Waterways, Wallonian Ministry of Transport)

More than 600 delegates from 22countries attended Barge to Busi-

ness. Delegates included execu-tive managers, logistics managers,inland navigation experts, govern-ment policy makers and waterwayservice providers. Rivers and ca-nals do much more than transportgoods and people. They are cata-

lysts for regional and environmen-tal development, they are actors

in green energy production, wa-ter supply and ood defence andthey foster leisure and tourism.The water transport sector is partof ensuring a safe combination ofall of these functions, to create op-timized prots for society through

waterways. All presentations andspeeches are available in podcast

format on www.bargetobusiness.eusince December 2010.

Caroline Smith

Inland Navigation Europe (INE)


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ICOPMAS 2010

The 9th International Conference onCoasts, Ports and Marine Structures(ICOPMAS) took place in Tehran,Iran from November 29, 2010 to De-cember 1, 2010. Louis Van Schel,Secretary-General of PIANC, at-tended this event on behalf of theAssociation.

With some 700 participants, theConference was a big success. Be-

sides plenary sessions with interna-tional keynote speakers (amongstthem Louis Van Schel), there werealso three parallel sessions and asession with workshops. The overalltheme of the Conference was Ef-fects of Climate Change and Glob-al Warming on Coasts, Ports andMarine Structures. Other themesincluded Hydrodynamic and Ma-rine Engineering, Port and Coastal

Management, Marine Structures,as well as Safety and Marine Envi-

ronment. The sessions could alsobe followed on-line on the websiteand even through Bluetooth!

For more information on ICOPMAS2010, please visit http://icopmas.pmo.ir/.

Louis Van Schel

Secretary-General PIANC

IRAN

PIANC Secretary-General

Louis Van Schel

The ICOPMAS Conference room

PIANC got its own stand at the Conference


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PIANC-COPEDEC VIII Call for Sponsors

The 8th PIANC-COPEDEC Confer-ence will take place in Chennai, Indiaon February 20-24, 2012. The eventis expected to attract more than 400delegates from around the globe, in-cluding port operators, developmentand investment companies, harbouragencies, port and terminal equip-ment suppliers, consulting rms, ma-

rine contractors, dredging organisa-tions, environmental specialists andresearch laboratories. Besides theConference, an Exhibition will takeplace, which will form a central partof this prestigious event.

Find out more information about theevent on the Conference website athttp://www.pianc-copedec2012.in/or on the PIANC website athttp://www.pianc.org/calendarcope-dec.php, in order to learn more aboutPIANC-COPEDEC VIII.


39

INDIA

BRAZIL

Embraport ContainerTerminal

Dubai Ports World, Odebrecht andCoimex will start the construction ofthe New Container Terminal in San-tos early 2011. The Port of Santos is

the largest port in South America andthe new terminal is expected to move

1.5 million containers a year.

The project consists of 1,100 m quayequipped with STS cranes. The stor-age and handling container areas willbe constructed on swampy areas.Part of the yard area is supported onpiles.

The quay is a deck on piles structure

using pre-cast concrete piles up to 54m length. The complex also includes

gates, road and rail reception, reeferscontainers area, customs and all nec-essary installations for the terminal.

Odebrecht will be in charge of allconstruction and EXE Engenhariawill develop the detailed design andconstruction methods.

Rubens da Costa Sabino Filho

EXE Engenharia


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Port of Itaja Itaja,Santa Catarina

The container terminal of the Port ofItaja, operated by APM Terminalswas seriously affected in Novem-ber 2008 by a ood that destroyed

berths 1 and 2, along an extensionof 365 m.

The Brazilian Government awardedthe contract for the reconstruction inFebruary 2009 to the Joint VentureTSCC (Triunfo/Serveng/Constrem-ac), who nished the works in Octo-ber 2010.

For the supervision of the recon-struction activities, APM Terminalshired EXE Enge

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