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    1983 - Navigation in Muddy Areas

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    PERMANENT TECHNICAL COMMITTEE II (Maritime ports ans seaways for commercial, fishery and pleasure navigation) REPORT OF WORKING GROUP 3-a) «NAVIGATION IN MUDDY AREAS » Excerpt from Bulletin N° 43 (1982/1983) of the PERMANENT INTERNATIONAL ASSOCIATION OF NAVIGATION CONGRESSES General Secretariat : Résidence Palace, Quartier Jordaens, rue de fa Loi 155 — 1040 Brussels (Belgium) Al copytights reserved. NAVIGATION IN MUDDY AREAS: PERMANENT TECHNICAL COMMITTER 11 (Maritime ports and seaways for commercial, fishery & pleasure navigation) REPORT OF WORKING GROUP N* 3) CONTENTS: 1. ntrodvetion UL Deliation of nautical depth Im, Effect on manceuveaility IV, Measuring methods and presentation 1. Conclusions and recommendations 1 INTRODUCTION. In many parts of the world fluidsmud suspensions exlat fon the bottorn of navigational channels which create ‘ifficulties in defining the navigational depth. When lead tines were used, the depth recorded was toa fairly solid bottom and any overlying smut layer was not usually detected. When echo water-mud interface was not always cleatly defined. The Sounders were introduced, the lnterfoce shown en the records may depend on the Insieument used and the feequency employed. The lack of clear definition of unecessary depth cocaine. During the 25th PLAS. May 1981, a working group was Cerined under the auspices of the Perinanent Technical Committee I co prepare a short report which was £9 include + watered interface can cause restriction and possibly excessive Congress in Edinburgh in 6. A definition of the tem nautical depts 2 Methods of measuring the characteristics of bottom layers 3. A description of the effect of muddy layers on the snanceuveabllty of ships The terms of caference were reworded in the following way + "To give clear definition of novigable pth in soft bed areas, to describe factors affecting this depth and to recommend survey techniques and chart presentation". The work of she group took about one ané a) hall years, ducing which time two plenary meetings were hele, The Working Group consstad of, in glphabetie order = 3.U, Brolsma, Havenbesrif dee Gemeente Rotterdam, the Netherlands (Chairman fom 1-1-1982). = 3B. Heebich, Aa Engineering Program, College Station, Texas, USA, = Wal, Jackson, British Transport Docks Board Research Station, Southall, England. = GW, Kell, Wasser und Schlffahetadiretion Nord Kiel, Germany (.R. Texas Gniversty, Ocean =P. Kerckaert, Ministerie van Openbare Werken, Dienst der Kust, Oostende, Betgivn. = Ls Nederlol, Gemeentewecken Retterdamn, the Netherlands (Chaleman til 1-1-1982). and was assisted by + = LA, Hellena, Rijiswaterstagt irectie Benedenrvieren, Dordrecht the Netherlands. ‘This report summarizes presentday inowledge and research 4 continuing into this complex phenomenon. |. DEFINITION OF NAUTICAL DEPTH, Nautical depin is defined as the maximum depth with respect to chart datum which, for navinational purposes, is considered sale to accept as the bed of the channel, In arriving at a delinition of the bed the two following criteria need 10 b6 net = 1) The ship's ull must suffer no dainage even if its draft weve {0 reach the full nautieat depth, 2) The navigational response of the vessel vast not be adversely aitected, The list criterion is met provided the bed material Js fluid and. the shear sess not excessive whilst the second criterion depends on 4 umber of other properties oF the smud including density and the generation of waves between the water and flvid sud, Although these and other factors affect ship navigation it Is necessary for the practical purpose of hydrographic surveying 10 choose a physical property. whicn can be measured felauvely easily under the marine environment and which can also be used a8 a criterion for establishing the navtical depth, The parameter most widely used is Specific gravity of the bed material UL the specitic gravity Is to be used as the criterion for the mautical depth, then st is necessary 10 select a value which is considered safe under the conditions which are known to exist in 9 particular area, An underkee! Clearance ef 1D % or more is often demanded in a ‘channel and this ir usally sufficient to ensure that the Ship's bull never actualy comes into contact with the fluid oud suspension, A lesser underkeel clearance may be acceptable when a Ship le moving ats slow speed in a. cealm area such a¢ within a dock and parteularly if the movement Is tug assisted, There are cases where ships have moved without damage even where the ship's keel is 2 within. the luis suspension, At a tidal berth where the vessel is required to float in a dredged pocket, only ‘moving around high water, a grester value of the density may be taken for defining the eds In the latter ase the taking of mud inta the cooling water intakes can be a problem. 1.0 tm can be aided to the oautical depth or if a specific gravity of 1.3 were accepted as much as 13 m can be Before specifying a safe value for the acceptable specific gravity of the mud, it is necessary to have studied the area in detail 39 that the relationship between the shear properties of the fled mud land its specilic gravity are known. This ‘can vaty between one place and another depending upon a cumber of factors ‘mineralogical composition, ‘organic content and particle size. Tests ccaried cut by the Belgian Cosstal, Department on samples of lity material inetuding encountered off Zeebrugge at lfterent times gave for the same value of the specie gravity of the mud different relationships between the shear stress required for the inception of movement ‘he ini lgicity and the sand/silt ratio (see fig Di A particle size of 80 ¥ was used as te boundary between sand and sit. The particle size distribution can vary a5 a esult of seasonal changes due to Fig. 1 = Comparison of density profiie and tanker oross-ssotion to {Tineteate the sonsepe of nautical depths A diagraiamatic representation of 4 typical crose section theough the bes of the entrance channel ia. Rotterdam is shown in fig. 1 and the boundary between the area marked loose silt and the scea of consolidated silt is defines by a specitic gravity of 1.2, This value of specie gravity is then used to detine the bed inthis channel. One felationship between specie gravity and depth elected from many rmoaturements taken in the enclosed ‘dock at Immingham on the Humber ie shown in tgs 2. The upper trace trom he echo. rounder chart is sean to be the result of reflection from the Interface between the sea water and the top of the low density. tuid shown in se dlagram, is retlction from the well consolidated bed. The Upper trace thus gives 00 low a value water depth (a) for the nautical epth and the lower trace too high a value. The safe value for the nwutical depth lies somewnere Referring again to tig. 2 if a specific gravity of 1.2 is taken as the limit of acceptable depth rather than the first rellection of the echo trace 2 specific gravity of bedmaterial = depth recorded by echosounder ~ upper trace a= depth recorded by echosounder ~ lower trace Pies 2 - Temingnan dook entrance bed cenesty survey 1975 ris = gle Uf + -lo09 % 1a wa CSS a as te Fig. 3. = Relation between eigigity and apocttic gravity for ‘ifferent nue conpoeitions in Zoebdrugge ans Rotterdam captions 1s © initial rigidity Il, EFFECTS ON MANOEUVRABILITY. From model and full size tests at the Port of Rotterdam it appeared that the presence of a layer of silt greatly Influences the resistance encountered by the moving vessel. The increased resistance which proves not directly proportional tothe av underkeel clearance above the silt ler neccesitates an increase up to 30% propeller revolutions to maintain a constant speed. The Increase in resistance is at least partly due 1 a wave generated at the interface of the water and the silt suspension, ft was found that mo essential diferences occurred when navigating with an Lunderkeel clearance of 10 % above the silt and with a negative underkee! clearance of 3% The sneximum elfect coincides with a clearance of about 3% ‘shove the siltiwater interface when in ‘addition to the resistance crested by the internal wave, the vessel encounters resistance caused by the high water velocity beneath che ull, In this situation a larger rudder angle is cequired for the same ship response and In some cases rudder control alone may ot be sulficient, The deficiency can, however, be corrected by increasing the propeller speed or by tug. assistance, both of which are more effective at low speeds. Generally speaking, less problems will be eacountered when navigating in a Grright tine over alt than when executing 2 turn It sould be pointed fut that when executing a 20" J 20° vigzag mancewee, the ack width reduces with increasing underkeet clearance and silt layer thickness. ‘The Rotterdam tals showed marimar effect at a sile layer thickness of 2.5 m and an undeckee! clearance of 3% above the silwater interface when 3, concentration of dry sedinent the corresponding track width is less Degy = volune-naa9 of saturated sedtnent than that required when navigating ina tree area. The presence of a si layer so reduces the stopping distance, the squat and the trim of the vessel all temperature, fresh water flow, very high tides, waves, af which are favourable. surges etc: Therefore measurements need to be taken over Comparison of the nautical behaviout of ships in | long period before a sale specific gravity can be chosen Situations with and without the silt layer showed tat with confidences where a silt layer i present + = the resistance is much grester, requiring higher propelle rewshtions substantially reducing the stopping cistance; = in general, dynamic movetnents (course change) will be faster, statle movements (leeward velocity, rift ans turing, velocity) will stow downs = the etfectiveness of the rudder for a. pven propeller RPM is reduced, => the turing eltele increasess = when navigating a tum at the wsisl speed of about 5 nots, an additional angle of about requiced at the most compared with clear whereas at lower Speeds there is nocd for a considerably greater rudder angle: = when navigating on a straight course, the ship will show rudder thus reducing. the eequires track widths = the applying of a power surge for increase in rudder ellectiveness results in a lesser increase in speed of the response tothe hip, 20 that moce surges can be applied: = the squat and trim ere less Fullescale invert behaviour of deep staught tankers were necessarily tinited Felationships between underkee! clearance and silt layer wickness behaviour, could be deduced. It was, however, established that navigating with « reduced underkeel clearance above the silt aid not necessarily result in 2 reduction in the ‘manoeuvring capability. Fer practical plication itis considered estonia that pilots and ship masters should become fully informed shout changes in oautical behaviour fof thelr vessel im muddy channels in addition tothe formal information about channel! depth and density WV, METHODS OF MEASURING SPECIFIC GRAVITY AND) ITS. PRESENTATION. During the Intensive research undertaken in recent years, several setheds 10 determine the specitic gravity of the silt layer have Seen developed, ‘The Tist was to analyse samples lo & laboratory but this method ad the isadvancage of being labour intensive land. terefore Imposed a severe restriction en the number of samples that could be taken in the field, The second probes foe ‘measurement of the specific gravity in situ, The specific ethos user radioactive gravity 15 fecotded on the survey vetlel and consequently, rho samples are needed for laboratory analysis. Some of the radiation emitted by the source if absorbed by the minture of water and silt and the balance is received by a detector. Because absorption increases at the specific ipravity of the silt increases, the radioactivity. intensity received by the detector gives a measute of the specitic gravity of the silt, However, accuracy may be reduced by pollutants In the silty including heavy metals, organic substances and gas and a correction will therefore have #9 24 be made if the concentrations of the péllotants are significant. The instrument needs to be calibrates on a regular basis. backscatter probe __tranmecion probe mupeiplier eam shield Sristar aoe source 7H anions Fig. = Sonenatio representation of operations of eadiosctive proves There are to types of radioactive density. measuring anes} the transmission type and the backscatter type (se ‘Sq. 8), The teansmission probe is an H-shaped instrument itn a radioactive source in one leg and a detector in she ther. The source radiates directly to the detector. The Iraniiission probe it able to average the specitic qcavity with a rerolution of 3 cin le depth (which is the height of the detection crystal. Since the instrument has to sink into the lt by 48 own weight the —Heshape is a disadvantage ‘The baclescatter probe is inore robust and contalns the radioactive source and the detector in single pencibshaped tube, The Source sends the radiation aut in all deectiont andthe detector, places above the source and screened ott from it by a shield, receives only part of ths ragistion, The backscatter probe registers densities with the distance between the source and the detector). Because of its shape this probe penetrates more easly into the bottom than the Both probes have been developed by the Atomic Energy Reseerch Establishment (AERE) at resolotion of 13 cm (i transmission probe Harwell Britain Extensive Geld tests were performed on his, equipment by the hyérograghic survey department of the Dutch "Rilewaterstaat. The tests resulted in several rmocifications 10 the survey vessel and established method of measuring as indicated in fig. 5. ‘This method involves the lowering of the probe ‘overboard using a hydraulic crane on the survey vessel 14 depth just above the silt layer, From this starting depth the probe is lowered further at a speed of approximately 15 cm/sec. The specific gravity of the silt layer is probe's penetration (which, ve to Its weight, can penertate 2 three 10 four ccontinseusly measured during the = | | i | | UL Vda view rnom ror | | | poor ae mal ree meter thick silt layer) In sdition the angle of inclination and depth are measured by a clinometer and depth sensor respectively. The measurements of the depth sensor can be checked with the echo sounder. The clinometer is used to determine how long the measurements with the probe should be continued for since the survey vessel tends to rift due to wind, waves and curcentsy the angle of 0+ when measurements are discontinued. Spectlc gravity, obtaining silt specific gravity measuronents at tne Port of deoth and inclination are recorded on an acy-y plotter on the survey vessel (ee fit. 6) Initially 30 measurements a aay made but Increased to an average of 60 to 70 a dave with peaks of with experience the number was op 19 100, The method is now fully operational in the Rotterdam/Europort area and specitic gravity measurements are being made weekly. The data is oresented in ifferent 1) For management purpeses the results of the weekly 25 BACKSCATTER GAUGE 7 Figs 6 ~ Record of speattic grevityy 4 specific gravity measorements are added to those of the weekly soundings. 2) For control of the dredging activites the specilie gravity data Is presented in specific. qravity/aepth 5) For navigational purposes the information is presented in the form of nautical charts which are a combination ef sounding maps (oased on echo soundings) and specific agravity/depth charts The information on itn the following rules + the nautical depth should comply = if the depth at a particular place exceeds the terget pth, the depth recorded by echo sounding will be carted = it the echo sounder shows depth which is less than the target depth but the depth to the chosen specitie gravity is. greater the target depth, the target depth will be plotted, Cross hatching shows that there Is a low specitie gravity suspension above the target depth; = if the silt layer of the chosen specific gravity is above the target depth, the depth of the silt layer is Indicated on the chart. than then Figure 7 shows as example a nautical chart of the entrance to Rotterdam-Europort. In this case a specific gravity of 1.2 ie chosen ae boundary between loose and consolidated silt. The present methed the measurements are made at actual dapth between Stl has the disedvantage thet particular points. The two points is not known and a straight line variation between the two points is assumed. ‘There lea need for an instrument which could continoousiy 2% 5. ecotd depths to a prescribed specific gravity. This woula profile, which Principle as the Fecotdes echoes rebounding trom bottom are alee be possible subbottom works according to the same sounder. In addition to. the fof the upper layers the echoes the deeper layers of the channel recorded. To date, a satisfactorily working subbottom profiler has not been

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