CHAPTER II

INLAND NAVIGATION
 Types of Navigable Canals
Joining – Junction Canals

Side or Lateral Canals

Penetration Canals
 River

Canal

Lateral Canal

Penteration Canal
Catogries of Navigable Canals

1. Single Line without parking

Ship Ship

Single Line Canal (One Way)

2. Two line canals isolated directions

Double Isolated Line Canal

Double Line without parking (Two way canals) .3•

Ship

Ship
Two Way Canal
Single Line with seperate parking.4•

Single Line Canal With Side Parking

5.Canal with By passes
Factors affecting the type choice
The survey and geotechnical properties of
the soil where the canal will pass through
it.
The water level at the entrance and exit of
the canal, the tidal range at both ends of
the canal.
The capatial cost of the canal construction
which includes all the surrounding
parameters according to a complete
detailed study.
The detailed study of sediment transport
and siltation or deposition of sediment
along or at the entrance and canal ends
should be adopted

Canal straightness.
The Data Requirements for Canal Design
1. An detailed economic study to identify
the most probable biggest ship which will
pass through this canal. This will affect the
capital construction cost during the short
and long run.
2. The maximum number of ships passing
to identify the canal category.
3. Identify the ratio between the canal
cross section and the ship cross section.
*4. The theoretical canal depth
H≥

Draft (max. Ship) + Squat +

under Keel Clearance + Dredging error

+ ship oscillation + dredging rates between

two rotations of dredging.

Where
H is the theoretical depth
Sqaute is the max depression of water level
around the ship
Z = (2n -1) / (n-1)2 . V2/2g & n = A/a
Under keel clearance = 0.30 ~ 0.50 m in loose
soil & = 1.0 m in rocky soil.
The allowed dredging layer thickness = 0.60 – 0.90 m
The dredging error in leveling the canal bed is 0.25 m.
The ship oscillation = 0.30 m, is the difference
between the front and ship back, where the front is
higher than the back.
 E= b + 2 S H

(a)
H
(A)
b
Defintion Sketch
The theoretical canal depth is (1.25-1.10)
times the biggest ship draft. It is preferable to
be 1.15 times the biggest ship draft.

5. The canal width at the theoretical canal

depth. (ship bottom level).
Wind Effect on The navigable Canal Width.

L'
L

Bw
Bb
Due to the wind effect the ship deviates
from the path centerline. The wind speed
will be reduced when reach to the shore to
be 70% from the original value in deep
water. The approved wind speed will be
the highest recording value during the last
five years. Baykone’s equation helps in
calculating the new canal lane width
including the wind effect.
Baykone's equation
Bw = L' .sin θ+ B cos θ
Where; θ= sin-1 [(r . w. CD . sin α)/Vs ]
Bw = Lane width , L‘ = 0.80 L (ship length)
B = beam of the ship,
θ = drift angle of the vessel
r = coefficient ~ 1.0,
w = wind speed in m/sec.
α = direction of wind,
Vs = speed of ship m/sec.
CD = coefficient depending on the area
above and under the water level
= Coefficient x (FH / Fn)0.5
FH = the area above the water level ( m2)
Fn = the area under the water level ( m2)
Example (1):
In designing the Suez Canal project,
the max. Wind speed every 5.0 years, w =
20 m/sec, blowing from sector N.W. to
W.N.W., the biggest ship is tankers with
the following dimensions; DWT =
300,000 tons, LOA = 350 m, LBP = 330 m,
B = 63 m, D = 21.0 m, F = 11.70 m. and α
= 20 ~ 40o
Ship velocity is 8 knots, r = 0.95
Wind speed at shore w = 20 x 0.70 = 14.0
m/sec.
L' = 0.80 x 350 = 280 m
Assume CD = 0.05 and α = 40 o
thus, θ= sin-1 [(r . w. CD . sin α)/Vs ]
= sin-1 [(0.95 . 14. 0.05 . sin
40)/4.0 ] = 6 o 8’
Bw = 280 x 0.107 + 63 x 0.994 = 92.55 m
This width was calculated at the draft of
the ship.
Determination of Two way Canal width

Currents is considered as the most important

affecting the ship movement in navigable
canals.

Each ship generates cross currents causing

unbalanced pressure on the other ship body
added to that the deviation of ships due to
the side effects.
When two ships meet each other along the
canal, the raising of water level at the ship
front will increase the pressure between
the two ships causing the diversion of the
two ships.
The back of each ship attractive to each other.
It is better to put the width of the canal at
the bottom to be 6 times the biggest ship
width in case of two way canals.
In case of one way canals, the width will
be 2.8 times the biggest ship width.
 0.6B
B 0.6B
0.6 B1.6B
1.6 B1.6B
1.6 B0.6B
1.6 B 0.6
6.0B
B 6.0
 Effect of curvature on canal width
It is required to increase the width of
canals at curvature to keep the ship
speed. This will help in reducing the side
effect of ship movements along the canal.

The increase canal width is calculated from

the following relation
 
X = 4 x [R - (R2 - L2/4 )0.5 ] ms.
L is the maximum ship length, ms.

R = is the radius of curvature ~ 10-12 L,

when the wind effect is noticeable,

R ~ 5-6 L, when there is no wind effect.

In normal cases and usually the radius R
is taken to be 10 times the maximum ship
length.
 R = 6 - 1 0 L s h ip
20°

Effect of curvature on canal width

 Factors for Safe Navigation
1- Safe ship velocity inside the canal, this
velocity should be controlled according to
the previous complete studies to arrange
the ship movement inside the canal.

2- Side effect of canal on ship movement

along the canal centerline.
3- Identify and clarify the stopping distance
and the distance between the ships along
the canal.

4- The effect of environmental conditions

as wind, waves, currents.

5- Existance of navigation aids (boys,

tugs, .......).
 Hydraulic Phenomena of Ship
Maneuvering
When a ship pass through a restricted
navigable canal, the ship push a lot quantity
of water at front of it causing a depression
of water level behind the ship.
The depression of water level extend from
the upstream of the ship and along the ship
body from sides.
The water flow from upstream to down
stream of the ship generating the reverse
current.
This will generates ship waves.
The ship waves is divided into two
types
Transverse Waves
Oblique waves
The characteristics of the two types
depend on ship velocity not on the
ship dead weight tonnage.
it is important to control the value of ship
velocity inside the canal under all
conditions of operations

Limit Speed
the maximum allowed speed for the ship
movement in the navigable canal.
Any increase of ship speed in the canal
will generate hydraulic disturbances and
failure of canal side slopes
Where
VL / (gh)0.5 = f ( a / A )
h = mean water depth = A/E
E = width of the channel at surface
Vw < 90% VL
Reverse Current
The reverse current causes the movement
of soil particles along the bed, and
affecting the instability of the canal sides
the reverse current value should be not
exceed the critical velocity of the soil
particles; initiation of motion of soil
particles.
The reverse current can be calculated
from the following figure and the following
relation ;  
U = (a + E y )/ ( A - a - Ey ) * V
a = cross section of the ship,  
A = cross sectional area of the waterway,
 
E = the width at the water surface,  
y = depression of water level ~ Squat, and
 
V = actual velocity of ship.  
Table (1): Limit Velocity for Transport of Non Cohesive Material

Average Velocity Diameter

)m/sec( )mm(
Type of soil

0.15 0.005 Silt

0.20 0.05 Fine sand
0.30 0.25
Medium sand
0.55 1.00
Coarse sand
0.65 2.50
Fine gravel
0.80 5.00
1.00 10.00 Medium gravel

1.20 15.00 Fine stone

1.20 15.00 Medium stone
1.40 25.00 Stone off size
1.80 40.00
2.40 75.00
2.70 100.0
3.50 150.0
Table (2): Critical velocity of soil

Soil description
Good compacted Compacted Less Compaction Loose
Voids Ratio

0.30-0.20 0.60-0.30 1.20-0.60 2-1.20 Soil type

clay
1.80 1.30 0.60 0.45
Sand content >50%
1.70 1.25 0.85 0.40
Heavy Clayey soil
1.65 1.20 0.80 0.35
micron 2 <
1.35 1.07 0.70 0.32
Clay

Loam Clayey soil

Table (3): Slope of soil

Slope Soil type

0 Rock or concrete
to 1 : 2 4 : 1 Stiff Clay
4:3 River sediment soil
1:1 Gravel
2:3 Coarse Sand
1:2 Medium Sand
1:3 Fine Sand or Silt
1:4 Silty Loma
1 : 4.5 >
Depression of Water Level
This phenomena happens due to the ship
movement.
It is a function of the ship speed.
The change of water levels will cause the
change of water pressure on canal side
slopes, considering the ground water
levels from the other side.
Squat
Due to the depression of water levels in
the canal, the ship will depressed and the
depression of ship called squat which
taken into consideration in calculating the
depth of navigable canal.
Approximately, the squat equals the
depression of water level.
Williams ‘s Relation

y = V2/ 2g . (2n-1)/(n-1)2
Baline & Bykove ‘s Relation
 
y = V2/ 2g . (2n-1)/(n-1)
There are many relationship drived by
Sogreah Laboratory;
Uc = {(4/n . Vt/10 )1.4 }2.52
Velocity of the reverse current Vt Km/hr.
 
yc = {3.3/n .( Vt/10 )1.45 }2.65
Depression of water level .
 
Z = [ 0.02 Vt2 / n ] 1.27
Squat of ship body .
Design considerations
for economic design, the depression of
water level ≤ 5% of the total canal depth but
the cost will be higher
The area ratio must be > 4 to give safe and
good design, n=A/a > 4 (4-5)
If the depth and canal width decreased, the
depression of water level increased. But if the
width increased, the depression decreased and
depression decreased with the increase of depth.
From the piratical and theoretical studies, the
depth affects more than the canal width.
Ship Waves
 Tranverse Waves

Oblique Waves

Caspline
19 28
B
The effect of side slope on ships
Due to the ship motion in the canal, there
are many phenomenon generated.
One of these is the bank suction
When the ship approaches to the shore it
generates unbalanced current on the ship
two sides which caused unbalanced forces
on the ship body.
When the ship moves in waterway parallel
to the center line, far from the center, the
water level between the ship front and
canal side slopes increases which push
the ship front away from the canal side
slopes
The continuation of current along the ship
sides to fill the evacuation between the
ship body and the ship back, the
depression of water is taken into effect.
Canal Stability of slopes
1- Critical velocity equation

2- Critical shear stresses equation

 τo = γ . H . i
τo = tractive force Kg/m2
γ = specific weight of water Kg/m3 ( 1030 Kg/m3)
= ρ .g
i = slope of the hydraulic gradient, and
H = depth of water
The shear force is not constant along
the canal side slopes. The maximum
value will be at 2/3 the water depth
approximately.
τ max = Ks γ . H . i & Ks ~ 0.80

τmax bed = τmax slope / K

K = ( 1- [sin2α/ sin2Φ ] )0.5

The maximum shear stress on side
slopes will be at 2/3 the water depth
τmax slope. The maximum shear
stress at the bed will be at the middle
of the bed τmax bed .
Where:
The angle of side slope is α
The angle of internal friction of soil is
Φ
The condition of stability

sin α/ sin Φ = [(H2 - H2o)/ H2 ]0.5

Ho = the depth above the soil grain in m.

H = total canal depth in m