relatório final sobre o acesso aquaviário à poly terminais
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NAUTICAL STUDY POLY TERMINALS
HIDROTOPO
20 May 2014
077719927A - Final
C020310031360100
Nautical Study Poly Terminals
077719927A - Final ARCADIS
1
Contents
1 Introduction 4
11 Background 4
12 Objective 5
13 Study approach 5
14 Report layout 6
2 Data and environmental conditions 7
21 Physical properties 7
211 Channel layout 7
212 Manoeuvring strategy and present admittance policy 9
213 Bathymetry 9
22 Environmental conditions 10
221 Tidal levels and flow conditions 10
222 Wind 12
23 Nautical aspects 14
231 Vessel specifications 14
232 Tug specifications 15
3 Manoeuvring simulations 16
31 General 16
32 Execution of simulations 17
33 Limiting condtitions 18
34 Tug use 19
35 Evaluation of executed simulations 19
351 Simulations with the 150 x 28 x 85m vessel 20
352 Simulations with 200 x 32 x 98m vessel 22
353 General evaluation 23
36 Manoeuvring strategy and tug use 25
4 Conclusions and recommendations 27
41 Conclusions 27
42 Recommendations 28
Appendix 1 Flow 29
Appendix 2 Manoeuvring sheets of design vessels 30
Appendix 3 SHIP-Navigator 31
Appendix 4 Description and analysis of simulation runs 32
Nautical Study Poly Terminals
077719927A - Final ARCADIS
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List of figures
Figure 1-1 Location of the POLY terminal along the Itajaiacute-Accedilu river 4
Figure 1-2 Overview of the POLY termianis portuaacuterios facility 5
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines) 8
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013) 10
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast 11
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί 12
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW 12
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions 13
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference
CEM) 14
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel 20
Figure 3-2 Vessel crossing channel after turn 21
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel 22
Figure 3-4 Run P09 Arrival200m vessel in flood tide 25
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide 26
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3
List of Tables
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house
performed studies 7
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m
width 8
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal
waterway 10
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis 11
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data) 13
Table 2-6 Wind conditions 14
Table 2-7 Main particulars of the general cargo vessels modelled 14
Table 3-1 Simulation evaluation scale 16
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the
200x32m vessel and grey= confirmation simulations) 18
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel 18
Table 3-4 Evaluation of the performed simulations 19
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of
channel) 21
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of
channel) 23
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel 24
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel)
150x28m vessel 28
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel)
200x32m vessel 28
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1 Introduction
11 BACKGROUND
The POLY ldquoTerminais Portuaacuteriosrdquo (POLY) facility is located along the Itajaί-Aҫu river see Figure 1-1 and
Figure 1-2 and is constructed approximately 9km upstream of the Braskarne terminal
POLY envisages to receive the following design vessels in a phased development
Phase 1 vessels with the following characteristics LOA 135 m Beam 19 m and LOA 150 m Beam 28 m
draught 85m in the actual situation
Phase 2 vessels with the following dimensions will call this facility LOA 200 m Beam 32 m draught
98m in the future (dredged) situation
The vessels are only allowed to berth at the Poly terminal if itrsquos confirmed that a docking manoeuvre at the
POLY terminal does not cause hindrance to vessels navigation in the channel Important criteria are the
time the berthing vessel occupies the channel and the space it requires for the manoeuvre The existing wet
infrastructure is single way traffic ARCADIS was awarded the contract to study these items
Information about the control of traffic within the wet infrastructure is not available
Figure 1-1 Location of the POLY terminal along the Itajaiacute-Accedilu river
Nautical Study Poly Terminals
077719927A - Final ARCADIS
5
Figure 1-2 Overview of the POLY termianis portuaacuterios facility
12 OBJECTIVE
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the POLY terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the POLY
terminal)
Recommend potential improvements (eg navigational aids)
13 STUDY APPROACH
The study is divided in a couple of sub-tasks
Task 1 Perform a real-time manoeuvring study for both design vessels (150m and 200m vessel)
in order to determine the required space for berthing as well as the time it takes to
conduct the docking and berthing manoeuvre
Task 2 Perform based on the real-time manoeuvring study a desk study in order to evaluate if
safe navigation in the channel for vessels manoeuvring along the Poly terminal is still
feasible and to determine the maximum size of the vessel (only in terms of width)
Task 3 Give recommendations on improvements of navigation in the channel based on Task 1
and Task 2
The project is executed in the period from December 2013 to January 2014 by the following project team of
ARCADIS
J de Groot Project manager
J Adema Flow modelling
C van de Vrie Pilot Master mariner
W Misiag Nautical expert
M van der Wel Nautical aspects
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077719927A - Final ARCADIS
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14 REPORT LAYOUT
In this report the approach to the study results conclusions and recommendations are presented The
structure of the report is as follows
In Chapter 1 the approach to the study is described
Chapter 2 provides an overview and appraisal of the available data like environmental conditions and
channel layout
In Chapter 3 the execution of the real time simulations and the analysis and interpretation of the results
are discussed
Finally in Chapter 4 the conclusions and recommendations are presented
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077719927A - Final ARCADIS
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2 Data and environmental conditions
21 PHYSICAL PROPERTIES
211 CHANNEL LAYOUT
The existing navigation channel to the Poly Terminal extends from the North West limit of the Itajaiacute Port
Basin (near the Braskarne terminal) to 10 km upstream of the Itajaiacute-Accedilu river where the Poly terminal is
located In the actual situation the channel has a constant width of 60m see Figure 2-1 The average depth
along the channel is in the order of 9m relative to DHN Within the described trajectory 4 tight bends with
small radii are present (radii varying between 450 and 900m) The existing turning basin is located in front
of the Teporti Terminal and has a diameter of 170 m
The navigation along the channel is aided by 13 navigation buoys (not placed in pairs) The positions of
the installed buoys are presented in Table 2-2 and Figure 2-1
Based on nautical studies conducted by ARCADIS for the Itajaiacute-Accedilu area it is expected that besides the
water depth limitation the existing channel is not sufficiently wide to receive the Phase 2 design vessel of
200x32m at the POLY terminal
During in-house conducted studies a channel width of 100m in combination with a dredged depth of
DHN-11m seemed to be sufficient for the Phase 2 design vessel to manoeuvre through the river channel It
is expected that this channel width of 100m is only sufficient for the 200x32m vessel under the limiting
current conditions presented in Table 2-1
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200x32 04 ms 03ms 03ms 6ms
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house performed
studies
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Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines)
Buoy number Position (UTM WGS 84)
X (m) Y (m)
16 731859 7023762
17 731498 7023238
18 731824 7024300
19 730222 7024063
20 731368 7024557
21 729805 7024036
22 729623 7025894
23 729405 7024454
24 729313 7026416
26 728758 7026606
28 728214 7026414
29 727736 7025936
31 727432 7025438
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m width
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212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
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Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
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Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
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Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
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Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
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Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
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3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
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The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
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Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
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34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
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- discharge_500_Fig_73
- discharge_800_Fig_1
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-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
1
Contents
1 Introduction 4
11 Background 4
12 Objective 5
13 Study approach 5
14 Report layout 6
2 Data and environmental conditions 7
21 Physical properties 7
211 Channel layout 7
212 Manoeuvring strategy and present admittance policy 9
213 Bathymetry 9
22 Environmental conditions 10
221 Tidal levels and flow conditions 10
222 Wind 12
23 Nautical aspects 14
231 Vessel specifications 14
232 Tug specifications 15
3 Manoeuvring simulations 16
31 General 16
32 Execution of simulations 17
33 Limiting condtitions 18
34 Tug use 19
35 Evaluation of executed simulations 19
351 Simulations with the 150 x 28 x 85m vessel 20
352 Simulations with 200 x 32 x 98m vessel 22
353 General evaluation 23
36 Manoeuvring strategy and tug use 25
4 Conclusions and recommendations 27
41 Conclusions 27
42 Recommendations 28
Appendix 1 Flow 29
Appendix 2 Manoeuvring sheets of design vessels 30
Appendix 3 SHIP-Navigator 31
Appendix 4 Description and analysis of simulation runs 32
Nautical Study Poly Terminals
077719927A - Final ARCADIS
2
List of figures
Figure 1-1 Location of the POLY terminal along the Itajaiacute-Accedilu river 4
Figure 1-2 Overview of the POLY termianis portuaacuterios facility 5
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines) 8
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013) 10
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast 11
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί 12
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW 12
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions 13
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference
CEM) 14
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel 20
Figure 3-2 Vessel crossing channel after turn 21
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel 22
Figure 3-4 Run P09 Arrival200m vessel in flood tide 25
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide 26
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077719927A - Final ARCADIS
3
List of Tables
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house
performed studies 7
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m
width 8
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal
waterway 10
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis 11
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data) 13
Table 2-6 Wind conditions 14
Table 2-7 Main particulars of the general cargo vessels modelled 14
Table 3-1 Simulation evaluation scale 16
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the
200x32m vessel and grey= confirmation simulations) 18
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel 18
Table 3-4 Evaluation of the performed simulations 19
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of
channel) 21
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of
channel) 23
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel 24
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel)
150x28m vessel 28
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel)
200x32m vessel 28
Nautical Study Poly Terminals
077719927A - Final ARCADIS
4
1 Introduction
11 BACKGROUND
The POLY ldquoTerminais Portuaacuteriosrdquo (POLY) facility is located along the Itajaί-Aҫu river see Figure 1-1 and
Figure 1-2 and is constructed approximately 9km upstream of the Braskarne terminal
POLY envisages to receive the following design vessels in a phased development
Phase 1 vessels with the following characteristics LOA 135 m Beam 19 m and LOA 150 m Beam 28 m
draught 85m in the actual situation
Phase 2 vessels with the following dimensions will call this facility LOA 200 m Beam 32 m draught
98m in the future (dredged) situation
The vessels are only allowed to berth at the Poly terminal if itrsquos confirmed that a docking manoeuvre at the
POLY terminal does not cause hindrance to vessels navigation in the channel Important criteria are the
time the berthing vessel occupies the channel and the space it requires for the manoeuvre The existing wet
infrastructure is single way traffic ARCADIS was awarded the contract to study these items
Information about the control of traffic within the wet infrastructure is not available
Figure 1-1 Location of the POLY terminal along the Itajaiacute-Accedilu river
Nautical Study Poly Terminals
077719927A - Final ARCADIS
5
Figure 1-2 Overview of the POLY termianis portuaacuterios facility
12 OBJECTIVE
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the POLY terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the POLY
terminal)
Recommend potential improvements (eg navigational aids)
13 STUDY APPROACH
The study is divided in a couple of sub-tasks
Task 1 Perform a real-time manoeuvring study for both design vessels (150m and 200m vessel)
in order to determine the required space for berthing as well as the time it takes to
conduct the docking and berthing manoeuvre
Task 2 Perform based on the real-time manoeuvring study a desk study in order to evaluate if
safe navigation in the channel for vessels manoeuvring along the Poly terminal is still
feasible and to determine the maximum size of the vessel (only in terms of width)
Task 3 Give recommendations on improvements of navigation in the channel based on Task 1
and Task 2
The project is executed in the period from December 2013 to January 2014 by the following project team of
ARCADIS
J de Groot Project manager
J Adema Flow modelling
C van de Vrie Pilot Master mariner
W Misiag Nautical expert
M van der Wel Nautical aspects
Nautical Study Poly Terminals
077719927A - Final ARCADIS
6
14 REPORT LAYOUT
In this report the approach to the study results conclusions and recommendations are presented The
structure of the report is as follows
In Chapter 1 the approach to the study is described
Chapter 2 provides an overview and appraisal of the available data like environmental conditions and
channel layout
In Chapter 3 the execution of the real time simulations and the analysis and interpretation of the results
are discussed
Finally in Chapter 4 the conclusions and recommendations are presented
Nautical Study Poly Terminals
077719927A - Final ARCADIS
7
2 Data and environmental conditions
21 PHYSICAL PROPERTIES
211 CHANNEL LAYOUT
The existing navigation channel to the Poly Terminal extends from the North West limit of the Itajaiacute Port
Basin (near the Braskarne terminal) to 10 km upstream of the Itajaiacute-Accedilu river where the Poly terminal is
located In the actual situation the channel has a constant width of 60m see Figure 2-1 The average depth
along the channel is in the order of 9m relative to DHN Within the described trajectory 4 tight bends with
small radii are present (radii varying between 450 and 900m) The existing turning basin is located in front
of the Teporti Terminal and has a diameter of 170 m
The navigation along the channel is aided by 13 navigation buoys (not placed in pairs) The positions of
the installed buoys are presented in Table 2-2 and Figure 2-1
Based on nautical studies conducted by ARCADIS for the Itajaiacute-Accedilu area it is expected that besides the
water depth limitation the existing channel is not sufficiently wide to receive the Phase 2 design vessel of
200x32m at the POLY terminal
During in-house conducted studies a channel width of 100m in combination with a dredged depth of
DHN-11m seemed to be sufficient for the Phase 2 design vessel to manoeuvre through the river channel It
is expected that this channel width of 100m is only sufficient for the 200x32m vessel under the limiting
current conditions presented in Table 2-1
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200x32 04 ms 03ms 03ms 6ms
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house performed
studies
Nautical Study Poly Terminals
077719927A - Final ARCADIS
8
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines)
Buoy number Position (UTM WGS 84)
X (m) Y (m)
16 731859 7023762
17 731498 7023238
18 731824 7024300
19 730222 7024063
20 731368 7024557
21 729805 7024036
22 729623 7025894
23 729405 7024454
24 729313 7026416
26 728758 7026606
28 728214 7026414
29 727736 7025936
31 727432 7025438
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m width
Nautical Study Poly Terminals
077719927A - Final ARCADIS
9
212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
Nautical Study Poly Terminals
077719927A - Final ARCADIS
10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
Nautical Study Poly Terminals
077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
Nautical Study Poly Terminals
077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
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077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
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077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
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-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
2
List of figures
Figure 1-1 Location of the POLY terminal along the Itajaiacute-Accedilu river 4
Figure 1-2 Overview of the POLY termianis portuaacuterios facility 5
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines) 8
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013) 10
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast 11
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί 12
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW 12
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions 13
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference
CEM) 14
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel 20
Figure 3-2 Vessel crossing channel after turn 21
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel 22
Figure 3-4 Run P09 Arrival200m vessel in flood tide 25
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide 26
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077719927A - Final ARCADIS
3
List of Tables
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house
performed studies 7
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m
width 8
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal
waterway 10
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis 11
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data) 13
Table 2-6 Wind conditions 14
Table 2-7 Main particulars of the general cargo vessels modelled 14
Table 3-1 Simulation evaluation scale 16
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the
200x32m vessel and grey= confirmation simulations) 18
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel 18
Table 3-4 Evaluation of the performed simulations 19
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of
channel) 21
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of
channel) 23
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel 24
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel)
150x28m vessel 28
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel)
200x32m vessel 28
Nautical Study Poly Terminals
077719927A - Final ARCADIS
4
1 Introduction
11 BACKGROUND
The POLY ldquoTerminais Portuaacuteriosrdquo (POLY) facility is located along the Itajaί-Aҫu river see Figure 1-1 and
Figure 1-2 and is constructed approximately 9km upstream of the Braskarne terminal
POLY envisages to receive the following design vessels in a phased development
Phase 1 vessels with the following characteristics LOA 135 m Beam 19 m and LOA 150 m Beam 28 m
draught 85m in the actual situation
Phase 2 vessels with the following dimensions will call this facility LOA 200 m Beam 32 m draught
98m in the future (dredged) situation
The vessels are only allowed to berth at the Poly terminal if itrsquos confirmed that a docking manoeuvre at the
POLY terminal does not cause hindrance to vessels navigation in the channel Important criteria are the
time the berthing vessel occupies the channel and the space it requires for the manoeuvre The existing wet
infrastructure is single way traffic ARCADIS was awarded the contract to study these items
Information about the control of traffic within the wet infrastructure is not available
Figure 1-1 Location of the POLY terminal along the Itajaiacute-Accedilu river
Nautical Study Poly Terminals
077719927A - Final ARCADIS
5
Figure 1-2 Overview of the POLY termianis portuaacuterios facility
12 OBJECTIVE
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the POLY terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the POLY
terminal)
Recommend potential improvements (eg navigational aids)
13 STUDY APPROACH
The study is divided in a couple of sub-tasks
Task 1 Perform a real-time manoeuvring study for both design vessels (150m and 200m vessel)
in order to determine the required space for berthing as well as the time it takes to
conduct the docking and berthing manoeuvre
Task 2 Perform based on the real-time manoeuvring study a desk study in order to evaluate if
safe navigation in the channel for vessels manoeuvring along the Poly terminal is still
feasible and to determine the maximum size of the vessel (only in terms of width)
Task 3 Give recommendations on improvements of navigation in the channel based on Task 1
and Task 2
The project is executed in the period from December 2013 to January 2014 by the following project team of
ARCADIS
J de Groot Project manager
J Adema Flow modelling
C van de Vrie Pilot Master mariner
W Misiag Nautical expert
M van der Wel Nautical aspects
Nautical Study Poly Terminals
077719927A - Final ARCADIS
6
14 REPORT LAYOUT
In this report the approach to the study results conclusions and recommendations are presented The
structure of the report is as follows
In Chapter 1 the approach to the study is described
Chapter 2 provides an overview and appraisal of the available data like environmental conditions and
channel layout
In Chapter 3 the execution of the real time simulations and the analysis and interpretation of the results
are discussed
Finally in Chapter 4 the conclusions and recommendations are presented
Nautical Study Poly Terminals
077719927A - Final ARCADIS
7
2 Data and environmental conditions
21 PHYSICAL PROPERTIES
211 CHANNEL LAYOUT
The existing navigation channel to the Poly Terminal extends from the North West limit of the Itajaiacute Port
Basin (near the Braskarne terminal) to 10 km upstream of the Itajaiacute-Accedilu river where the Poly terminal is
located In the actual situation the channel has a constant width of 60m see Figure 2-1 The average depth
along the channel is in the order of 9m relative to DHN Within the described trajectory 4 tight bends with
small radii are present (radii varying between 450 and 900m) The existing turning basin is located in front
of the Teporti Terminal and has a diameter of 170 m
The navigation along the channel is aided by 13 navigation buoys (not placed in pairs) The positions of
the installed buoys are presented in Table 2-2 and Figure 2-1
Based on nautical studies conducted by ARCADIS for the Itajaiacute-Accedilu area it is expected that besides the
water depth limitation the existing channel is not sufficiently wide to receive the Phase 2 design vessel of
200x32m at the POLY terminal
During in-house conducted studies a channel width of 100m in combination with a dredged depth of
DHN-11m seemed to be sufficient for the Phase 2 design vessel to manoeuvre through the river channel It
is expected that this channel width of 100m is only sufficient for the 200x32m vessel under the limiting
current conditions presented in Table 2-1
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200x32 04 ms 03ms 03ms 6ms
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house performed
studies
Nautical Study Poly Terminals
077719927A - Final ARCADIS
8
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines)
Buoy number Position (UTM WGS 84)
X (m) Y (m)
16 731859 7023762
17 731498 7023238
18 731824 7024300
19 730222 7024063
20 731368 7024557
21 729805 7024036
22 729623 7025894
23 729405 7024454
24 729313 7026416
26 728758 7026606
28 728214 7026414
29 727736 7025936
31 727432 7025438
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m width
Nautical Study Poly Terminals
077719927A - Final ARCADIS
9
212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
Nautical Study Poly Terminals
077719927A - Final ARCADIS
10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
Nautical Study Poly Terminals
077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
Nautical Study Poly Terminals
077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
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077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
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Nautical Study Poly Terminals
077719927A - Final ARCADIS
3
List of Tables
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house
performed studies 7
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m
width 8
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal
waterway 10
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis 11
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data) 13
Table 2-6 Wind conditions 14
Table 2-7 Main particulars of the general cargo vessels modelled 14
Table 3-1 Simulation evaluation scale 16
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the
200x32m vessel and grey= confirmation simulations) 18
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel 18
Table 3-4 Evaluation of the performed simulations 19
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of
channel) 21
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of
channel) 23
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel 24
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel)
150x28m vessel 28
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel)
200x32m vessel 28
Nautical Study Poly Terminals
077719927A - Final ARCADIS
4
1 Introduction
11 BACKGROUND
The POLY ldquoTerminais Portuaacuteriosrdquo (POLY) facility is located along the Itajaί-Aҫu river see Figure 1-1 and
Figure 1-2 and is constructed approximately 9km upstream of the Braskarne terminal
POLY envisages to receive the following design vessels in a phased development
Phase 1 vessels with the following characteristics LOA 135 m Beam 19 m and LOA 150 m Beam 28 m
draught 85m in the actual situation
Phase 2 vessels with the following dimensions will call this facility LOA 200 m Beam 32 m draught
98m in the future (dredged) situation
The vessels are only allowed to berth at the Poly terminal if itrsquos confirmed that a docking manoeuvre at the
POLY terminal does not cause hindrance to vessels navigation in the channel Important criteria are the
time the berthing vessel occupies the channel and the space it requires for the manoeuvre The existing wet
infrastructure is single way traffic ARCADIS was awarded the contract to study these items
Information about the control of traffic within the wet infrastructure is not available
Figure 1-1 Location of the POLY terminal along the Itajaiacute-Accedilu river
Nautical Study Poly Terminals
077719927A - Final ARCADIS
5
Figure 1-2 Overview of the POLY termianis portuaacuterios facility
12 OBJECTIVE
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the POLY terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the POLY
terminal)
Recommend potential improvements (eg navigational aids)
13 STUDY APPROACH
The study is divided in a couple of sub-tasks
Task 1 Perform a real-time manoeuvring study for both design vessels (150m and 200m vessel)
in order to determine the required space for berthing as well as the time it takes to
conduct the docking and berthing manoeuvre
Task 2 Perform based on the real-time manoeuvring study a desk study in order to evaluate if
safe navigation in the channel for vessels manoeuvring along the Poly terminal is still
feasible and to determine the maximum size of the vessel (only in terms of width)
Task 3 Give recommendations on improvements of navigation in the channel based on Task 1
and Task 2
The project is executed in the period from December 2013 to January 2014 by the following project team of
ARCADIS
J de Groot Project manager
J Adema Flow modelling
C van de Vrie Pilot Master mariner
W Misiag Nautical expert
M van der Wel Nautical aspects
Nautical Study Poly Terminals
077719927A - Final ARCADIS
6
14 REPORT LAYOUT
In this report the approach to the study results conclusions and recommendations are presented The
structure of the report is as follows
In Chapter 1 the approach to the study is described
Chapter 2 provides an overview and appraisal of the available data like environmental conditions and
channel layout
In Chapter 3 the execution of the real time simulations and the analysis and interpretation of the results
are discussed
Finally in Chapter 4 the conclusions and recommendations are presented
Nautical Study Poly Terminals
077719927A - Final ARCADIS
7
2 Data and environmental conditions
21 PHYSICAL PROPERTIES
211 CHANNEL LAYOUT
The existing navigation channel to the Poly Terminal extends from the North West limit of the Itajaiacute Port
Basin (near the Braskarne terminal) to 10 km upstream of the Itajaiacute-Accedilu river where the Poly terminal is
located In the actual situation the channel has a constant width of 60m see Figure 2-1 The average depth
along the channel is in the order of 9m relative to DHN Within the described trajectory 4 tight bends with
small radii are present (radii varying between 450 and 900m) The existing turning basin is located in front
of the Teporti Terminal and has a diameter of 170 m
The navigation along the channel is aided by 13 navigation buoys (not placed in pairs) The positions of
the installed buoys are presented in Table 2-2 and Figure 2-1
Based on nautical studies conducted by ARCADIS for the Itajaiacute-Accedilu area it is expected that besides the
water depth limitation the existing channel is not sufficiently wide to receive the Phase 2 design vessel of
200x32m at the POLY terminal
During in-house conducted studies a channel width of 100m in combination with a dredged depth of
DHN-11m seemed to be sufficient for the Phase 2 design vessel to manoeuvre through the river channel It
is expected that this channel width of 100m is only sufficient for the 200x32m vessel under the limiting
current conditions presented in Table 2-1
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200x32 04 ms 03ms 03ms 6ms
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house performed
studies
Nautical Study Poly Terminals
077719927A - Final ARCADIS
8
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines)
Buoy number Position (UTM WGS 84)
X (m) Y (m)
16 731859 7023762
17 731498 7023238
18 731824 7024300
19 730222 7024063
20 731368 7024557
21 729805 7024036
22 729623 7025894
23 729405 7024454
24 729313 7026416
26 728758 7026606
28 728214 7026414
29 727736 7025936
31 727432 7025438
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m width
Nautical Study Poly Terminals
077719927A - Final ARCADIS
9
212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
Nautical Study Poly Terminals
077719927A - Final ARCADIS
10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
Nautical Study Poly Terminals
077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
Nautical Study Poly Terminals
077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
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- P08-5
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- P09-2
- P09-3
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- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
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-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
4
1 Introduction
11 BACKGROUND
The POLY ldquoTerminais Portuaacuteriosrdquo (POLY) facility is located along the Itajaί-Aҫu river see Figure 1-1 and
Figure 1-2 and is constructed approximately 9km upstream of the Braskarne terminal
POLY envisages to receive the following design vessels in a phased development
Phase 1 vessels with the following characteristics LOA 135 m Beam 19 m and LOA 150 m Beam 28 m
draught 85m in the actual situation
Phase 2 vessels with the following dimensions will call this facility LOA 200 m Beam 32 m draught
98m in the future (dredged) situation
The vessels are only allowed to berth at the Poly terminal if itrsquos confirmed that a docking manoeuvre at the
POLY terminal does not cause hindrance to vessels navigation in the channel Important criteria are the
time the berthing vessel occupies the channel and the space it requires for the manoeuvre The existing wet
infrastructure is single way traffic ARCADIS was awarded the contract to study these items
Information about the control of traffic within the wet infrastructure is not available
Figure 1-1 Location of the POLY terminal along the Itajaiacute-Accedilu river
Nautical Study Poly Terminals
077719927A - Final ARCADIS
5
Figure 1-2 Overview of the POLY termianis portuaacuterios facility
12 OBJECTIVE
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the POLY terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the POLY
terminal)
Recommend potential improvements (eg navigational aids)
13 STUDY APPROACH
The study is divided in a couple of sub-tasks
Task 1 Perform a real-time manoeuvring study for both design vessels (150m and 200m vessel)
in order to determine the required space for berthing as well as the time it takes to
conduct the docking and berthing manoeuvre
Task 2 Perform based on the real-time manoeuvring study a desk study in order to evaluate if
safe navigation in the channel for vessels manoeuvring along the Poly terminal is still
feasible and to determine the maximum size of the vessel (only in terms of width)
Task 3 Give recommendations on improvements of navigation in the channel based on Task 1
and Task 2
The project is executed in the period from December 2013 to January 2014 by the following project team of
ARCADIS
J de Groot Project manager
J Adema Flow modelling
C van de Vrie Pilot Master mariner
W Misiag Nautical expert
M van der Wel Nautical aspects
Nautical Study Poly Terminals
077719927A - Final ARCADIS
6
14 REPORT LAYOUT
In this report the approach to the study results conclusions and recommendations are presented The
structure of the report is as follows
In Chapter 1 the approach to the study is described
Chapter 2 provides an overview and appraisal of the available data like environmental conditions and
channel layout
In Chapter 3 the execution of the real time simulations and the analysis and interpretation of the results
are discussed
Finally in Chapter 4 the conclusions and recommendations are presented
Nautical Study Poly Terminals
077719927A - Final ARCADIS
7
2 Data and environmental conditions
21 PHYSICAL PROPERTIES
211 CHANNEL LAYOUT
The existing navigation channel to the Poly Terminal extends from the North West limit of the Itajaiacute Port
Basin (near the Braskarne terminal) to 10 km upstream of the Itajaiacute-Accedilu river where the Poly terminal is
located In the actual situation the channel has a constant width of 60m see Figure 2-1 The average depth
along the channel is in the order of 9m relative to DHN Within the described trajectory 4 tight bends with
small radii are present (radii varying between 450 and 900m) The existing turning basin is located in front
of the Teporti Terminal and has a diameter of 170 m
The navigation along the channel is aided by 13 navigation buoys (not placed in pairs) The positions of
the installed buoys are presented in Table 2-2 and Figure 2-1
Based on nautical studies conducted by ARCADIS for the Itajaiacute-Accedilu area it is expected that besides the
water depth limitation the existing channel is not sufficiently wide to receive the Phase 2 design vessel of
200x32m at the POLY terminal
During in-house conducted studies a channel width of 100m in combination with a dredged depth of
DHN-11m seemed to be sufficient for the Phase 2 design vessel to manoeuvre through the river channel It
is expected that this channel width of 100m is only sufficient for the 200x32m vessel under the limiting
current conditions presented in Table 2-1
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200x32 04 ms 03ms 03ms 6ms
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house performed
studies
Nautical Study Poly Terminals
077719927A - Final ARCADIS
8
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines)
Buoy number Position (UTM WGS 84)
X (m) Y (m)
16 731859 7023762
17 731498 7023238
18 731824 7024300
19 730222 7024063
20 731368 7024557
21 729805 7024036
22 729623 7025894
23 729405 7024454
24 729313 7026416
26 728758 7026606
28 728214 7026414
29 727736 7025936
31 727432 7025438
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m width
Nautical Study Poly Terminals
077719927A - Final ARCADIS
9
212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
Nautical Study Poly Terminals
077719927A - Final ARCADIS
10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
Nautical Study Poly Terminals
077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
Nautical Study Poly Terminals
077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
Nautical Study Poly Terminals
077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
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Nautical Study Poly Terminals
077719927A - Final ARCADIS
5
Figure 1-2 Overview of the POLY termianis portuaacuterios facility
12 OBJECTIVE
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the POLY terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the POLY
terminal)
Recommend potential improvements (eg navigational aids)
13 STUDY APPROACH
The study is divided in a couple of sub-tasks
Task 1 Perform a real-time manoeuvring study for both design vessels (150m and 200m vessel)
in order to determine the required space for berthing as well as the time it takes to
conduct the docking and berthing manoeuvre
Task 2 Perform based on the real-time manoeuvring study a desk study in order to evaluate if
safe navigation in the channel for vessels manoeuvring along the Poly terminal is still
feasible and to determine the maximum size of the vessel (only in terms of width)
Task 3 Give recommendations on improvements of navigation in the channel based on Task 1
and Task 2
The project is executed in the period from December 2013 to January 2014 by the following project team of
ARCADIS
J de Groot Project manager
J Adema Flow modelling
C van de Vrie Pilot Master mariner
W Misiag Nautical expert
M van der Wel Nautical aspects
Nautical Study Poly Terminals
077719927A - Final ARCADIS
6
14 REPORT LAYOUT
In this report the approach to the study results conclusions and recommendations are presented The
structure of the report is as follows
In Chapter 1 the approach to the study is described
Chapter 2 provides an overview and appraisal of the available data like environmental conditions and
channel layout
In Chapter 3 the execution of the real time simulations and the analysis and interpretation of the results
are discussed
Finally in Chapter 4 the conclusions and recommendations are presented
Nautical Study Poly Terminals
077719927A - Final ARCADIS
7
2 Data and environmental conditions
21 PHYSICAL PROPERTIES
211 CHANNEL LAYOUT
The existing navigation channel to the Poly Terminal extends from the North West limit of the Itajaiacute Port
Basin (near the Braskarne terminal) to 10 km upstream of the Itajaiacute-Accedilu river where the Poly terminal is
located In the actual situation the channel has a constant width of 60m see Figure 2-1 The average depth
along the channel is in the order of 9m relative to DHN Within the described trajectory 4 tight bends with
small radii are present (radii varying between 450 and 900m) The existing turning basin is located in front
of the Teporti Terminal and has a diameter of 170 m
The navigation along the channel is aided by 13 navigation buoys (not placed in pairs) The positions of
the installed buoys are presented in Table 2-2 and Figure 2-1
Based on nautical studies conducted by ARCADIS for the Itajaiacute-Accedilu area it is expected that besides the
water depth limitation the existing channel is not sufficiently wide to receive the Phase 2 design vessel of
200x32m at the POLY terminal
During in-house conducted studies a channel width of 100m in combination with a dredged depth of
DHN-11m seemed to be sufficient for the Phase 2 design vessel to manoeuvre through the river channel It
is expected that this channel width of 100m is only sufficient for the 200x32m vessel under the limiting
current conditions presented in Table 2-1
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200x32 04 ms 03ms 03ms 6ms
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house performed
studies
Nautical Study Poly Terminals
077719927A - Final ARCADIS
8
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines)
Buoy number Position (UTM WGS 84)
X (m) Y (m)
16 731859 7023762
17 731498 7023238
18 731824 7024300
19 730222 7024063
20 731368 7024557
21 729805 7024036
22 729623 7025894
23 729405 7024454
24 729313 7026416
26 728758 7026606
28 728214 7026414
29 727736 7025936
31 727432 7025438
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m width
Nautical Study Poly Terminals
077719927A - Final ARCADIS
9
212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
Nautical Study Poly Terminals
077719927A - Final ARCADIS
10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
Nautical Study Poly Terminals
077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
Nautical Study Poly Terminals
077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
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077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
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077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
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Nautical Study Poly Terminals
077719927A - Final ARCADIS
6
14 REPORT LAYOUT
In this report the approach to the study results conclusions and recommendations are presented The
structure of the report is as follows
In Chapter 1 the approach to the study is described
Chapter 2 provides an overview and appraisal of the available data like environmental conditions and
channel layout
In Chapter 3 the execution of the real time simulations and the analysis and interpretation of the results
are discussed
Finally in Chapter 4 the conclusions and recommendations are presented
Nautical Study Poly Terminals
077719927A - Final ARCADIS
7
2 Data and environmental conditions
21 PHYSICAL PROPERTIES
211 CHANNEL LAYOUT
The existing navigation channel to the Poly Terminal extends from the North West limit of the Itajaiacute Port
Basin (near the Braskarne terminal) to 10 km upstream of the Itajaiacute-Accedilu river where the Poly terminal is
located In the actual situation the channel has a constant width of 60m see Figure 2-1 The average depth
along the channel is in the order of 9m relative to DHN Within the described trajectory 4 tight bends with
small radii are present (radii varying between 450 and 900m) The existing turning basin is located in front
of the Teporti Terminal and has a diameter of 170 m
The navigation along the channel is aided by 13 navigation buoys (not placed in pairs) The positions of
the installed buoys are presented in Table 2-2 and Figure 2-1
Based on nautical studies conducted by ARCADIS for the Itajaiacute-Accedilu area it is expected that besides the
water depth limitation the existing channel is not sufficiently wide to receive the Phase 2 design vessel of
200x32m at the POLY terminal
During in-house conducted studies a channel width of 100m in combination with a dredged depth of
DHN-11m seemed to be sufficient for the Phase 2 design vessel to manoeuvre through the river channel It
is expected that this channel width of 100m is only sufficient for the 200x32m vessel under the limiting
current conditions presented in Table 2-1
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200x32 04 ms 03ms 03ms 6ms
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house performed
studies
Nautical Study Poly Terminals
077719927A - Final ARCADIS
8
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines)
Buoy number Position (UTM WGS 84)
X (m) Y (m)
16 731859 7023762
17 731498 7023238
18 731824 7024300
19 730222 7024063
20 731368 7024557
21 729805 7024036
22 729623 7025894
23 729405 7024454
24 729313 7026416
26 728758 7026606
28 728214 7026414
29 727736 7025936
31 727432 7025438
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m width
Nautical Study Poly Terminals
077719927A - Final ARCADIS
9
212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
Nautical Study Poly Terminals
077719927A - Final ARCADIS
10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
Nautical Study Poly Terminals
077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
Nautical Study Poly Terminals
077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
Nautical Study Poly Terminals
077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
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-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
7
2 Data and environmental conditions
21 PHYSICAL PROPERTIES
211 CHANNEL LAYOUT
The existing navigation channel to the Poly Terminal extends from the North West limit of the Itajaiacute Port
Basin (near the Braskarne terminal) to 10 km upstream of the Itajaiacute-Accedilu river where the Poly terminal is
located In the actual situation the channel has a constant width of 60m see Figure 2-1 The average depth
along the channel is in the order of 9m relative to DHN Within the described trajectory 4 tight bends with
small radii are present (radii varying between 450 and 900m) The existing turning basin is located in front
of the Teporti Terminal and has a diameter of 170 m
The navigation along the channel is aided by 13 navigation buoys (not placed in pairs) The positions of
the installed buoys are presented in Table 2-2 and Figure 2-1
Based on nautical studies conducted by ARCADIS for the Itajaiacute-Accedilu area it is expected that besides the
water depth limitation the existing channel is not sufficiently wide to receive the Phase 2 design vessel of
200x32m at the POLY terminal
During in-house conducted studies a channel width of 100m in combination with a dredged depth of
DHN-11m seemed to be sufficient for the Phase 2 design vessel to manoeuvre through the river channel It
is expected that this channel width of 100m is only sufficient for the 200x32m vessel under the limiting
current conditions presented in Table 2-1
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200x32 04 ms 03ms 03ms 6ms
Table 2-1 Limiting current conditions for the 200x32m vessel within 100m channel based on in-house performed
studies
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077719927A - Final ARCADIS
8
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines)
Buoy number Position (UTM WGS 84)
X (m) Y (m)
16 731859 7023762
17 731498 7023238
18 731824 7024300
19 730222 7024063
20 731368 7024557
21 729805 7024036
22 729623 7025894
23 729405 7024454
24 729313 7026416
26 728758 7026606
28 728214 7026414
29 727736 7025936
31 727432 7025438
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m width
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077719927A - Final ARCADIS
9
212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
Nautical Study Poly Terminals
077719927A - Final ARCADIS
10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
Nautical Study Poly Terminals
077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
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077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
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077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
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077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
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077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
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077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
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077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
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077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
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077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
8
Figure 2-1 Existing buoys along the existing navigation channel of 60m width (red lines)
Buoy number Position (UTM WGS 84)
X (m) Y (m)
16 731859 7023762
17 731498 7023238
18 731824 7024300
19 730222 7024063
20 731368 7024557
21 729805 7024036
22 729623 7025894
23 729405 7024454
24 729313 7026416
26 728758 7026606
28 728214 7026414
29 727736 7025936
31 727432 7025438
Table 2-2 Coordinates of existing navigational buoys within the existing navigational channel of 60m width
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9
212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
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10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
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11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
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12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
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13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
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14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
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16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
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17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
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18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
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19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
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20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
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21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
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22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
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During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
9
212 MANOEUVRING STRATEGY AND PRESENT ADMITTANCE POLICY
The information presented in this section was obtained during a telephone call between the local Itajai
pilots and the nautical team of ARCADIS
Present admittance policy
The maximum allowable length of vessels presently received at facilities near the POLY terminal is 150 m
(length over all) The maximum allowable beam of the vessel presently received is 28 m Vessels must have
a minimum under keel clearance of 114m The maximum operational wind speed is 8 ms (upper limit Bft
4) measured at the port of Itajaiacute
Present manoeuvring strategy of the pilots
Within the existing wet infrastructure the vessels use the turning basin in front of the Teporti terminal to
turn the vessel The turn is made preferably upon arrival during flood conditions During arrivals under
high ebb conditions the vessel berths bow-in and turns upon departure The turn is made by the pilots in
clockwise direction over starboard using the (flood andor ebb) current After the turn is made the vessel
will sail towards the Poly terminal (upon arrival berthing bow-in) or set sail through the channel (upon
departure)
Tug requirements
The tugs from the port of Itajai are used to assist the vessel towards the Poly terminal Upon arrival a tug
is connected at the mid stern position whereas a 2nd tug is connected at the forward alongside position
The tugs assist during the transit to the Poly terminal during the approach to the berth turning in the
turning basin and final berthing
213 BATHYMETRY
Bathymetric data relative to DHN was provided by Hidrotopo in several AutoCAD files covering the
waterway from offshore Itajai to Teporti see Table 2-3 for the files provided The survey was executed in
the period 14-23 April 2013 ARCADIS interpolated the survey data on a fine grid in order to schematize
the bathymetry as required for the hydrodynamic modelling and navigation studies The resulting
bathymetry is presented in Figure 2-2
In order to enable the design vessel of the second phase (the 200x32x98m vessel) additional dredging
along the channel in order to widen and deepen the channel would be required The existing nautical
guaranteed depth is insufficient to enter with a draught of 98m Sufficient under keel clearance is required
in order to manoeuvre with these vessels through the bends (since the radii of the bends is rather small
with respect to the vessels length)
For the purpose of the simulations a channel width of 100m and a depth of DHN-11m was implemented
see Section 211 It is expected that this channel width of 100m is only sufficient for the 200x32m vessel
under the limiting current conditions presented in Table 2-1
Nautical Study Poly Terminals
077719927A - Final ARCADIS
10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
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077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
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12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
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13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
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077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
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16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
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17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
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18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
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19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
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20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
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21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
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22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
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23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
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077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
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077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
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077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
10
Itajai Itajai ndash Teporti
HDT-704-10-263-BAT-240kHzdwg HDT-804-13-010-BATdwg
HDT-704-10-264-BAT-240kHzdwg HDT-804-13-011-BATdwg
HDT-704-10-265-BAT-240kHzdwg HDT-804-13-012-BATdwg
HDT-704-10-266-BAT-240kHzdwg HDT-804-13-013-BATdwg
HDT-704-10-267-BAT-240kHzdwg HDT-804-13-014-BATdwg
HDT-704-10-268-BAT-240kHzdwg HDT-804-13-015-BATdwg
HDT-704-10-269-BAT-240kHzdwg HDT-804-13-016-BATdwg
HDT-704-10-270-BAT-240kHzdwg HDT-804-13-017-BATdwg
HDT-804-13-018-BATdwg
Table 2-3 AutoCAD drawings containing the bathymetric survey data in the Itajai ndash Poly terminal waterway
Figure 2-2 Bathymetry with respect to MSL (based on survey data April 2013)
22 ENVIRONMENTAL CONDITIONS
221 TIDAL LEVELS AND FLOW CONDITIONS
The tide near Itajaί is mainly semi-diurnal The water levels are presented in Table 2-4 In this table both
the Admiralty Tide Tables figures as well as the tidal levels derived from a tidal analysis are presented
These tidal levels were obtained by analysing available water level time series and subsequently making a
hindcast for an entire year
The presented tidal levels are relative to Chart Datum = DHNNR
The table shows that at Itajai a minimum range of 01-04 m during neap tide and a maximum range of 09
m during spring tide
Nautical Study Poly Terminals
077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
Nautical Study Poly Terminals
077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
Nautical Study Poly Terminals
077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
11
Water level (m)
ATT
Water level (m)
Tidal analysis
Mean High Water Spring MHWS CD + 10 m CD + 109 m
Mean High Water Neap MHWN CD + 06 m CD + 075 m
Mean Level MSL CD + 06 m CD + 055 m
Mean Low Water Neap MLWN CD + 05 m CD + 040 m
Mean Low Water Spring MLWS CD + 02 m CD + 020 m
Low Low Water Spring LLWS CD + 00 m CD + 000 m
Table 2-4 Tidal levels at Itajaiacute port according to ATT and tidal analysis
For the present study ARCADIS applied their detailed DELFT3D flow model covering the river and
coastal area (Figure 2-3 shows the computational grid) The model consists of 20 layers in the vertical each
layer representing 5 of the total water depth The model has been calibrated using water level
measurements at Itajai and Teporti see Figure 2-4 From the figure it can be seen that there is a good
agreement between the model and the measurement station
This model delivered the spatial and time varying currents required for the real-time manoeuvring
simulations The flow model was run for 3 different river discharges 250 500 and 800 m3s during an
extreme spring tide for the existing situation as well as for the future situation The output consisted of
time series (10 min interval) of water levels current velocities and directions at several locations along the
river and of spatial fields which were saved every 15 minutes
The results of the simulations are presented in Appendix 1 These flow fields and the corresponding water
levels were coupled and applied in time varying mode to properly represent the propagation of the tidal
wave in the simulations
Figure 2-3 Computational grid nested in the Delft3D model of the Brazilian coast
Nautical Study Poly Terminals
077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
Nautical Study Poly Terminals
077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
12
Figure 2-4 Simulated and observed water levels at monitoring station Itajaί
222 WIND
Offshore wind data were obtained from ARGOSS (waveclimatecom) at location 26deg41rsquoS 45deg56rsquoW (Figure
2-5) Table 2-5 and Figure 2-6 present the joint probability of exceedance of wind speed at given classes of
wind directions and the wind rose at this offshore location It can be seen that the wind climate offshore is
characterized by winds mainly coming from North to East directions
Figure 2-5 Location offshore wind data at 26deg41rsquoS 45deg56rsquoW
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
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077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
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077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
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077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
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077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
13
Figure 2-6 Offshore wind rose at 26deg41rsquoS 45deg56rsquoW ndash normal conditions
Table 2-5 Joint probability of exceedance () of wind climate offshore Itajaί (scatterometer data)
Based on information received from local pilots it is understood that the wind speed under which
manoeuvres are conducted with the present day vessels received at the Poly terminals is limited to 8 ms
(10 min average)
During this study only one wind speed was taken into account which was the limiting wind speed for the
200x32m vessel (6 ms 10 min average see Table 2-1) found during conducted in-house studies for the
second phase design vessel in the widened wet infrastructure It is expected that the increase of wind
speed from 6ms to 8ms does not have a significant impact on the swept path of the smaller design vessel
since the vessel is sailing in loaded condition and fully under control of the tugs The drift velocities of the
vessel will be small for these wind speeds
The 30 second gust wind speed was derived using relations as described in the Coastal Engineering
Manual The wind gustiness was modelled according to an API (American Petrol Industry) spectrum The
variation in the wind direction is included by the relation established by Simiu amp Scanlan (1986) The wind
speeds during the simulations are presented in Table 2-6
0
5
10
15
20
gt 160 ms140 - 160 ms120 - 140 ms100 - 120 ms80 - 100 ms60 - 80 ms40 - 60 ms20 - 40 ms00 - 20 ms
U Wind direction (Deg)
(ms) -15 15 45 75 105 135 165 195 225 255 285 315
to to to to to to to to to to to to Total
15 45 75 105 135 165 195 225 255 285 315 345
0 898 1671 1535 1503 1064 585 779 694 429 338 257 247 10000
20 856 1615 1464 1409 1004 555 748 670 405 310 234 228 9498
40 740 1459 1270 1140 835 477 664 605 342 230 173 177 8110
60 520 1142 975 697 534 354 525 487 253 130 86 109 5811
80 250 677 562 312 265 214 330 341 163 63 27 50 3255
100 81 281 223 103 106 107 141 209 93 23 08 21 1395
120 19 86 65 31 39 46 54 105 51 12 03 05 515
140 06 18 10 04 13 09 11 34 20 09 02 01 137
160 01 01 00 01 04 02 01 08 06 05 02 00 31
180 00 00 00 00 01 01 00 01 02 01 01 00 08
200 00 00 00 00 00 00 00 00 00 00 00 00 00
Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
Nautical Study Poly Terminals
077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
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077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
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Nautical Study Poly Terminals
077719927A - Final ARCADIS
14
Wind speed in ms
(10min average)
Wind speed in ms
(30s gust)
Beaufort scale
60 78 Bft 4
Table 2-6 Wind conditions
Figure 2-7 Ratio of wind velocity of any duration Ut of the 1-hr averaged wind speed U3600 (Reference CEM)
23 NAUTICAL ASPECTS
231 VESSEL SPECIFICATIONS
The design vessels specified by the Client are 2 general cargo vessels with principal dimensions as
specified in Table 2-7 For each of the vessel a full mathematical model was prepared and implemented in
the SHIP-Navigator system Both vessels were modelled in one loading condition ie loaded to design
draught The draughts of the vessels were selected in consultation with the Client The manoeuvring
sheets of the vessels can be found in Appendix 2 For phase one of the study only the vessel of LOA 150m
with a Beam of 28m was modelled since the expected swept track of this vessel will be larger compared to
the vessel with a LOA of 135m and a Beam of 19m (as agreed with the Client)
Dimension Unit Vessel 1 Vessel 2
Length over all LOA m 1500 2000
Length between perpendiculars Lpp m 1400 1960
Beam B m 280 320
Depth D m 140 192
Draught loaded Tmax m 85 98
Table 2-7 Main particulars of the general cargo vessels modelled
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077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
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077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
15
232 TUG SPECIFICATIONS
ARCADIS has conducted several manoeuvring studies for the Port of Itajaί It is assumed that tugs from
the Port of Itajaί will assist the general cargo vessels calling at the POLY terminal Therefore the same tugs
as used during these studies were implemented in the SHIP-Navigator system During the simulations a
tug set ranging from 1x 45 TBP to 3 x 50 TBP ASD-type tugs was implemented
The computer model (SHIP-Navigator) applies a reduction in the effectiveness of the tugs due to various
factors (eg waves working mode and direction with respect to the vessel) For the present study this
concerns effectiveness reductions related to the speed direction and mode of operation of the tug
Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
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Nautical Study Poly Terminals
077719927A - Final ARCADIS
16
3 Manoeuvring simulations
31 GENERAL
The simulations took place at ARCADIS premises in the Netherlands and were attended by
representatives of the ARCADISrsquo project team An experienced ship handler (a marine pilot) performed
the simulations The pilot used a birdrsquos eye view display where the outline of the turning circles
navigation channel and the harbour basin were marked Per simulation a specific simulation scenario and
relevant constraints were prepared (see Table 3-2) The outcome of the simulation (trajectory velocities
and use of ship controls) was analysed and discussed to identify the safety issues the required space
within the channel and the environmental conditions considered
After each simulation a debriefing talk was held with the pilot During the debriefing the manoeuvre was
reviewed and the pilot commented the elements of the entire manoeuvre After the debriefing talk the
final manoeuvre evaluation was assigned The typical evaluation scale as applied in manoeuvring studies
is shown in the table below
Evaluation
Feasible and safe
Feasible
Limiting or doubtful
Over the limit
Unsafe
Table 3-1 Simulation evaluation scale
The following factors were taken into account while evaluating the outcome of the simulations
The use of the ship main engine rudder and bow thrusters
The use of tugs
The distance of the ship and tugs to obstacles (eg channel border limits quays and moored ships)
The following assumptions were made for the possibility of using ship controls (rudder main engine and
bow thrusters)
The pilot may use the rudder in a full range of angles (the pilots are accustomed to use full rudder on
the approach to compensate for the wind or for the current as long as they can increase the rudder
forces by increasing the main engine power)
During slowing down and stopping the ship close to the turning area the use of the shiprsquos main engine
should be limited to HALF ASTERN The pilot may use more main engine astern power but this is
deemed as no reserve for control In that case the pilot considers the situation as dangerous
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
17
The following assumptions were made for the evaluation of using tugs
The pilot may order up to 90 tug power for continuous time When full tug power (100) is ordered
then the situation becomes dangerous (since there is no more reserve power for tugs)
The efficiency of the tugs is reduced due to the speed of the tug the orientation of the tug with regard
to the ship motion and the tug working mode (push or tow) In general the pilot would not order the
bow tugs to pull the ship sideways when the ship speed is higher than 30kn For pushing tugs the ship
speed should be lower than 10 kn
The following criteria were adopted to evaluate the outcome of the simulations
When the ship is uncontrollable the simulation is evaluated as a failure
When the ship approaches obstacles on distances smaller than 10m or collides with an obstacle the
simulation is evaluated as a failure
When the main engine of the ship is used on the approach with power exceeding HALF AHEAD the
simulation is evaluated as being on the safety limit
When the main engine of the ship is used within the turning area with power exceeding HALF
ASTERN and tugs connected the simulation is evaluated as being on the safety limit
When the tugs are used with their power exceeding 90 the simulation is evaluated as being on the
safety limit
When the pilot cannot keep the ship aligned with the berth line and dead in the water then it is
indication to evaluate the simulation as being on the safety limit
When berthing a fully loaded ship the berthing lateral speed is evaluated as limiting when it exceeds
012 kn (0063 ms) or as unsafe when it exceeds 020 kn (010 ms)
32 EXECUTION OF SIMULATIONS
A set of 12 arrival simulations was carried out according to Table 3-2
Within Appendix 4 the following is presented
Track plots with shiprsquos position and rudder angle indicated every minute
Time series of velocities (forward speed over the ground lateral speed and rate of turn)
Time series of controls (rudder propeller)
Time series of tug assistance (application point requested force actual force and direction) of each tug
The sign convention in the plots is positive to port (ie port drift counter-clockwise turn and port rudder
are positive)
Except for the verification simulations (C01 and C02) all arrival simulations started at the bend before the
Poly terminal (upon arrival) Most of the simulations were conducted as bow-in simulation (ie the vessel
berths upon arrival without turning) Simulation P09 P11 P13 and P18 were performed as bow-out
simulation (ie simulations in flood current conditions and the vessel berthing after the turn) During the
bow-out simulations the vessel first sails along the Poly terminal turns and then set sail to the berth at the
Poly terminal
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
18
Run Ship Course Current Water level Wind
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
C01 200 x 32 x 98m Arrival Ebb t0=21-Jan 1000
Q = 500 m3s
WL MSL -005m Uhourly= 6ms
from 300 N
C02 200 x 32 x 98m Arrival Flood t0=21-Jan 0200
Q = 250 m3s
WL MSL +066m Uhourly= 6ms
from 1200 N
Table 3-2 Simulations executed (red= simulations for the 150x28m vessel blue= simulations for the 200x32m vessel and
grey= confirmation simulations)
33 LIMITING CONDTITIONS
During two simulations the channel width and prescribed limiting conditions in terms of wind and
current conditions were confirmed for the Phase 2 design vessel (200x32m vessel) ie the simulations were
evaluated by the pilot as being limiting (see Table 3-2 run CO1 and C02) The limiting conditions as
described in Table 3-3 are applicable for the vessel within the channel layout with a width of 100m The
evaluation of these confirmation simulations is not taken into account in Table 3-4
Vessel
LOA x B x T
ebb current
channel transit
flood current
channel transit
flood current
turning
wind velocity
200 x 32 x 98 m 04 ms 03ms 03ms 6ms
Table 3-3 Limiting current conditions for the 200x32m vessel within wider channel
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077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
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077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
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- P19-5
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Nautical Study Poly Terminals
077719927A - Final ARCADIS
19
34 TUG USE
The tug used during the simulations (1x45 and 1x50 TBP ASD-type tugs) were of sufficient power and
effectiveness to assist the design vessels during the simulated manoeuvres One tug is connected at the
centre lead aft (mainly pulling in order to break down the vessel speed) The second tug is connected at
starboard or port shoulder (depending on the berthing side of the vessel) and mainly pushing the vessels
towards the quay of the Poly terminal
35 EVALUATION OF EXECUTED SIMULATIONS
All simulations were evaluated as feasible see Table 3-4 The evaluation takes into account the berthing of
the vessel as well as the turning manoeuvre (in case of bow-out simulations) The whole transit from the
port of Itajai up to the Poly terminal was not conducted for all simulations and therefore not evaluated
(besides two runs to evaluate the assumed limiting conditions) The most important aspects used to
evaluate these simulations are
the final berthing speed
the distances with respect to the limits of the turning basin
the distances with respect to the limits of the channel
the time the vessel occupies the channel
Run Ship Course Current Water level Wind Evaluation
P171 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P181 150 x 28 x 85m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 300 N
Feasible
P191 150 x 28 x 85m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P071
200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P081 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P091 200 x 32 x 98m Arrival Flood t0=21-Jan 0300
Q = 250 m3s
WL MSL +078m Uhourly= 6ms
from 300 N
Feasible
P101
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 1200 N
Feasible
P111
200 x 32 x 98m Arrival Flood t0=20-Jan 1100
Q = 250 m3s
WL MSL +007m Uhourly= 6ms
from 900 N
Feasible
P121
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 1200 N
Feasible
P131
200 x 32 x 98m Arrival Ebb t0=21-Jan 0440
Q = 500 m3s
WL MSL +065m Uhourly= 6ms
from 900 N
Feasible
Table 3-4 Evaluation of the performed simulations
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
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- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
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- discharge_800_Fig_1
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- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
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- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
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- discharge_800_Fig_59
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- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
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- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
20
351 SIMULATIONS WITH THE 150 X 28 X 85M VESSEL
In total 3 simulations were conducted
Simulation P19 was conducted in 12 knots flood current in the bend
Simulation P17 and P18 were conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 150x28m vessel within the existing wet
infrastructure of 60m width The swept track width might slightly increase when more simulations are
conducted however since almost limiting conditions are selected the swept track is thought to be
representative In order to derive the swept track the bow-in arrival simulations are taken into account as
well as a part of the bow-out manoeuvre (ie the part of the manoeuvre after turning in the basin)
Figure 3-1 Simulated swept track of all simulations with the 150x28m vessel
The swept track in Figure 3-1 shows a much narrower swept track compared with the 200x32 m vessel
(Figure 3-3) This is due to the fact that the occupied width in the bend as well as the straight part after the
bend is mainly dependent on the drift angle and the length of the vessel For the same drift angle and a
longer vessel more additional width will be required when making a bend and sailing through the straight
part
The swept track indicates that upon a bow-in arrival the existing channel (of 60m width) is fully occupied
by the vessel This is due to the turn made in the bend After turning in front of Teporti the vessel ends at
the red buoy side and has to cross the channel towards the green buoy side where the Poly terminal is
located see Figure 3-2
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
21
Figure 3-2 Vessel crossing channel after turn
During the bow-in manoeuvres it took about 13 minutes from passing the last green buoy (28) up to the
final position for berthing at the poly terminal see Table 3-5 This is slightly faster compared to the
200x32m vessel It should be emphasized that the time required to connect the lines by the berthmooring
crew on shore is not included This time should be added when evaluating the occupancy time within the
channel since the tugs will partly block the channel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in) parallel with the
berth
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out) parallel with
the berth
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-5 Required time for berthing manoeuvre 150m vessel measured from Boia 28 (fully blockage of channel)
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side) After passing the green buoy the ahead velocity of the
vessel is still about 5knots The existing channel width is only 60m This yields that there is no space
available for another vessel to pass
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
22
A passing vessel has to sail upmost to the red bank side hereby experiencing bank suction forces
Given the rather narrow channel configuration (large blockage of the available wet cross-section) high
counter rudder is required to overcome the interaction forces between the vessels Due to the fact that
the berthing vessel is hardly moving the interaction forces are caused by reduction of the available wet
cross section the presence of banks and the asymmetric flow pattern when manoeuvring along the
berthed vessel
352 SIMULATIONS WITH 200 X 32 X 98M VESSEL
In total 7 simulations were conducted to evaluate the docking manoeuvre
Simulation P07 P08 and P09 were conducted in 12 knots flood current in the bend
Simulation P10 P11 and P12 were conducted during slack current (the most optimal moment for
turning the vessel)
Simulation P13 was conducted in 06 knots ebb current in the bend
Figure 3-3 shows the swept track of all simulations with the 200x32m vessel The swept path includes the
vessel track upon arrival to the berth (bow-in) and the vessel track after turning in the turning basin (bow-
out) It should be noted that the width of the channel in front of the poly terminal is set to 100m wide
(since this vessel cannot sail through the existing channel which is only 60m wide nor turn in the existing
turning basin)
The suggested buoy locations given in Figure 3-3 are recommended in order to mark the limits of the
berthing pocket
Figure 3-3 Simulated swept track of all simulations with the 200x32m vessel
The swept track in Figure 3-3 shows that the channel (with a width of 100m) is fully occupied by the vessel
during the berthing manoeuvre During the bow-in manoeuvres the final approach took about 15 minutes
from passing the last green buoy (boia 28) up to bringing the vessel in final position for berthing at the
POLY terminal
Suggested Buoy location
Suggested Buoy location
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
23
During the bow-out manoeuvres it took about 36 minutes to conduct the transit from the passage of the
green buoy (boia 28) to the Teporti turning basin turning and bringing the vessel in final position for
berthing After turning it takes about 15min to make the final berthing manoeuvre whereas the whole
manoeuvre takes about 36 minutes see Table 3-6
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 3-6 Required time for berthing manoeuvre 200m vessel measured from Boia 28 (fully blockage of channel)
In all simulated manoeuvres the pilot turned the vessel and approached along the red buoy side hereby
using the full width of the available space in the transition zone between turning basin and channel Since
the terminal is located at the green buoy side the pilot will use the complete available width of the channel
(crossing the channel) see Figure 3-2
During the berthing manoeuvre of the vessel we strongly advise not to pass with another (large) vessel for
the following arguments
As can be observed from the swept track the occupied space in the channel is 60m (measured from the
dredged channel limit at the green buoy side)
The swept path does not include the space occupied by the tugs Once the vessel is being pushed
alongside towards the berth the tug is within the safety distance between two passing ships (the
length of the tug is about 25m) This may hamper the operation of the tug and should therefore be
avoided The propeller wash generated by the tugs may hamper other traffic sailing in the channel as
well
The remaining width available is 15m (100-60-25=15m) This remaining width is the total lane width
available for a vessel This total lane width should include the basic manoeuvring lane width as well as
the environmental factors and passing distance as described by PIANC
The 15m width is not sufficient for a vessel to sail along the Poly terminal when a 32m wide vessel is
making the berthing manoeuvre
A passing vessel has to sail upmost to the red bank side hereby experiencing rather high bank suction
forces Given the rather narrow channel configuration (large blockage of the available wet cross-
section) high counter rudder is required to overcome the interaction forces between the vessels
353 GENERAL EVALUATION
As shown in Table 3-7 a vessel moored alongside the Poly terminal does not exceed the channel limits
Once the design vessel is moored other ships can pass alongside According to PIANC (report 121 2014
ldquoHarbour approach channels design guidelinesrdquo) a minimum separation distance between hulls of 2B
should be taken into (hull to hull side) when the passing ship speed is less than 4 knots (which is about the
ahead velocity of the vessel while passing the Poly terminal) When the ahead velocity of the passing
vessel increases the passing ship interaction forces between the two ships increase Depending on the
vessel size and speed the interaction forces may endanger the operations at the berth (mooring forces in
the lines and too high ship motions)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
24
The recommended safe passing distance between a moored vessel and a passing ship of 2B (by PIANC) for
a similar sized vessel cannot be maintained in the existing channel However based on our experience we
expect that this minimum passing distance recommended by PIANC is quite conservative It should be
investigated by conducting a dynamic mooring analysis what a safe passing distance and speed is when
there is a moored vessel at the Poly terminal (in case it is envisaged that large vessels will pass along the
moored vessel at the Poly terminal) This mooring analysis should take into account the passing ship
interaction forces in shallow water in a restricted channel PIANC recommends this dynamic mooring
analysis in detailed design stage since it is a site specific assessment
Vessel of 135x19m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If the same vessel size is passing the
moored vessel and we apply a passing distance of
2B as recommended by PIANC a channel width of
about 37m is available in the main channel for the
vessel to pass the POLY terminal This means that
passing should take place during relatively mild
wind and current conditions (small drift angle
required) Additional mooring analysis is
recommended to verify passing distance and
speed
Vessel of 150x28m moored along the Poly terminal
and located outside dredged channel limits (60m
wide) If we account for a passing distance of 2B
(PIANC recommendation) and assume the same
vessel size is passing the terminal about 10m
width is available in the channel This remaining
width is insufficient for a vessel of the same size
(remaining width lt B) Additional mooring analysis
recommended to verify passing distance and
speed
Vessel of 200x32m moored along the Poly terminal
and located outside dredged channel limits (100m
wide) If the same vessel size has to sail alongside
and accounting for a safety distance of 2B then
about 35m width is available in the channel This
remaining width is insufficient for a vessel of the
same size (remaining width of about 1 B)
Additional mooring analysis recommended to verify
passing distance and speed
There is sufficient space available for the 135x19m
vessel to pass In order to verify if the 150x28m
vessel can pass additional mooring analysis is
recommended as well
Table 3-7 Moored vessels alongside the Poly terminal and the remaining space in channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
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- discharge_250_Fig_3
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-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
25
36 MANOEUVRING STRATEGY AND TUG USE
For both design vessels the strategy is the same Two ASD tugs are used during the berthing manoeuvre
The use of tugs may differ when the ship is equipped with a bow thruster In case the smaller vessel
(LOA=135m150m) is equipped with a bow thruster only one tug at the aft will be used On the large
vessel (LOA=200m) the forward tug remains connected to the centre lead forward when berthing
Arrival strategy in flood or slack tide (bow-out)
Stemming the tide (current coming from ahead) when berthing makes the manoeuver more controllable
and easier for handling the shiprsquos mooring lines therefore the manoeuvre is considered safer compared to
arrivals over the ebb (when the current is coming from astern)
The vessel is stopped and turned over starboard using the two tugs in the turning area opposite of the
Teporti terminal After being turned the forward tug is repositioned from the centre lead on the bow to
port shoulder in pushpull mode From the turning area the vessel sails towards the berth see Figure 3-4
The vessel approaches the berth under a small angle using the current if any to create lateral motion
towards the berth (the pilot is using the main engine in combination with the rudder to achieve the lateral
motions) Once in position she is kept by the tugs and ships lines are send out
Figure 3-4 Run P09 Arrival200m vessel in flood tide
Arrival strategy in ebb or slack tide (bow in)
During the approach the forward tug takes position on starboard shoulder in pushpull mode The stern
tug controls the headway and stern of the vessel The forward tug controls the bow of the vessel During
the ebb tide the vessel approaches the berth under a small angle using the current to create lateral motion
towards the berth The mooring procedure is similar to the manoeuver in flood tide An example of such a
manoeuvre is given in Figure 3-5
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
26
Figure 3-5 Run P12 Arrival 200m vessel in ebb tide
Although not simulated for this study we recommend the following strategy during departures
Departure strategy in flood and ebb tide (bow-out)
Two tugs are connected one at the forward centre lead and one at the aft centre lead After the last ships
mooring lines are clear the tugs can pull the vessel sideways from the quay and the vessel can set sail
Departure strategy in flood and ebb tide (bow-in)
De-berthing takes place using the same procedure as for bow-out manoeuvres The vessel sails towards
the turning area opposite of the Teporti terminal As a result of the shape of the turning area the velocity
of the current in the southern part under the quay is higher than in the northern part This means that in
flood tide the turn through starboard and in ebb tide through port is assisted by the current After the turn
the vessel lines up for the river channel and sets sail
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
27
4 Conclusions and
recommendations
41 CONCLUSIONS
The objectives of the work were as follows
Determine the required space for berthing (during arrival) for 2 different design vessels one for Phase
1 (actual situation) and one for Phase 2 (future situation) docking at the Poly terminal
Evaluate if the space in the navigation channel during the berthing and docking part of the manoeuvre
is sufficient for safe navigation for vessels in the channel (ie vessels manoeuvring along the Poly
terminal)
Recommend potential improvements (eg navigational aids)
Based on the simulations carried out the following is concluded
The occupied width in the channel during arrival is about 50m for the smallest vessel (150x28m) and
about 60m (200x32m) for the largest design vessel considered in this study
For the 150m vessel the berthing manoeuvre starting at buoy 28 takes about 13 minutes in case of a
bow-in manoeuvre In case of a bow-out manoeuvre it takes 20 minutes to navigate from the turning
basin in front of Teporti to the Poly terminal berth see Table 4-1
For the 200m vessel the berthing manoeuvre takes about 15 minutes in case of a bow-in manoeuvre
and 36 minutes in case of a bow-out manoeuvre The time is measured from passing the last green
buoy downstream of the Poly terminal (boya 28) up to final berthing at the quay see Table 4-2
The remaining space in the channel is not sufficient for other sea-going vessels or equivalent inland
crafts to pass during the berthing manoeuvre of the vessels
In case a vessel of 135x19m is moored along the Poly terminal in the existing situation (60m wide
channel) she will be located outside the dredged channel limits If we assume a passing vessel with
similar beam and a passing distance of 2B as recommended by PIANC then a channel width of about
37m is available in the main channel for the vessel to pass the Poly terminal This means that passing
should take place during relatively mild wind and current conditions (small drift angle required)
Additional mooring analysis is recommended to verify passing distance and speed
In case a vessel of 150x28m is moored along the Poly terminal she will be located outside the existing
channel limits (60m wide channel) If we account for a passing distance of 2B (PIANC
recommendation) and assume the same vessel size is passing the terminal about 10m width is
available in the channel This remaining width is insufficient for a vessel of the same size (remaining
width lt B)
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
28
In case a vessel of 200x32m is moored along the Poly terminal she will be located outside the dredged
channel limits (100m wide channel) If the same vessel size has to sail alongside and accounting for a
safety distance of 2B then about 35m width is available in the channel This remaining width of about
1B is insufficient for a vessel of the same size to pass Poly terminal There is sufficient space available
for the 135x19m vessel to pass Additional mooring analysis are recommended to determine and verify
which vessels can safely pass the terminal and what should be the passing distance and speed
As mentioned in the three previous bullets the PIANC design guidelines recommend for the
conceptual design phase a passing distance between a moored and sailing vessel of 2 times the beam of
the sailing vessel It is noted that based on our experience in similar projects worldwide a distance of
2B for a sailing speed of 4 knots is quite conservative The minimum passing distances should be
determined for various vessel sizes and sailing speeds by carrying out a dynamic mooring analysis It
is noted that this approach is also recommended by PIANC for the detailed design stage
Additional buoys are suggested to indicate the berthing pocket and identify the sailing route towards
the quay see Figure 3-3
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
13 minutes 50m
fully blockage of channel no passing allowed
Passage turning basin Teporti
to final berthing (bow-out)
20 minutes 36m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-1 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 150x28m vessel
time frame occupied space
Passage green buoy (boia 28)
to final berthing (bow-in)
15 minutes 60m
fully blockage of channel no passing allowed
Passage green buoy (boia 28) to turning
basin and final berthing (bow-out)
36 minutes 50m (trajectory turning basin to terminal)
fully blockage of channel no passing allowed
Table 4-2 Required time for berthing manoeuvre measured from Boia 28 (fully blockage of channel) 200x32m vessel
42 RECOMMENDATIONS
We recommend to carry out a dynamic mooring analysis including passing ship interaction forces in
restricted shallow water in order to determine for various vessels safe passing distances and passing ship
speeds It is noted that this study is only relevant in case it is envisaged to pass the moored vessel at Poly
terminal with large vessels (sea-going or equivalent inland crafts) Therefore in order to judge if a
dynamic mooring analysis is required it should first be investigated what are the expected sizes of vessels
that will pass the Poly terminal in the future
Furthermore we recommend to set-up a VTS system (Vessel Traffic System) to monitor the vessel traffic
along the trajectory of Itajaiacute up to Teporti This will assist the pilots in order to plan the transits of the
vessel through the channel
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
29
Appendix 1 Flow
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
30
Appendix 2 Manoeuvring sheets of
design vessels
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Gear Bulk Vessel Ship 355
820_GC355_hjn021p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 127 152 127 124
MAIN DIMENSIONS harbour full 585 100 121 100 101
Capacity DWT 61800 half 325 85 103 85 86
Loa m 2000 slow 160 48 60 48 50
Lpp m 1960 dead slow 65 32 42 32 35
B m 323
D m 192 TURNING CIRCLES
T (test) m 98 depth deep water shallow water
Awt msup2 650 initial speed - 152 152 101 101
Awl msup2 2500 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 745 1081 1013 1857
transfer m 373 672 789 1670
PROPULSION tactical diam m 779 1411 1478 3301
P kW 9960 final diameter m 427 1181 1197 3209
N rpm 1270
Dprop m 60 STOPPING TEST
depth deep water shallow water
initial speed kn 152 121 101 50
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 1480 distance to stop m 2205 1565 1417 494
P stern kW - time to stop ms 000909 000752 000908 000539
final heading deg 29 23 6 4
MANOEUVRING TESTS
water depth m 490 ZIG-ZAG TESTS
shallow water m 108 depth deep water shallow water
initial speed kn 152 152 101 101
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 7 3 2 1
execute time s 64 62 144 145
overshoot time s 25 23 21 17
period s 294 285 583 595
GC355
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Gear Bulk Vessel Ship 360
820_GC360_hjn031p1_5p0dsf
LOADING CONDITION TELEGRAPH
Partial load depth deep water shallow water
p rpm knots rpm knots
sea full 1000 105 165 105 129
MAIN DIMENSIONS harbour full 585 83 131 83 107
Capacity DWT 20000 half 325 70 111 70 90
Loa m 1500 slow 160 40 64 40 52
Lpp m 1400 dead slow 65 26 43 26 35
B m 280
D m 140 TURNING CIRCLES
T (test) m 85 depth deep water shallow water
Awt msup2 431 initial speed - 165 165 107 107
Awl msup2 1705 rudder deg ST 35 ST 20 ST 35 ST 20
advance m 544 738 738 1170
transfer m 235 396 561 1025
PROPULSION tactical diam m 469 804 1054 2024
P kW 6480 final diameter m 213 624 842 1952
N rpm 1050
Dprop m 55 STOPPING TEST
depth deep water shallow water
initial speed kn 165 131 107 52
BOW amp STERN THRUSTERS telegraph astern - harbour full harbour full half half
P bow kW 600 distance to stop m 2333 1383 1065 374
P stern kW - time to stop ms 000803 000600 000625 000400
final heading deg 32 32 8 6
MANOEUVRING TESTS
water depth m 425 ZIG-ZAG TESTS
shallow water m 94 depth deep water shallow water
initial speed kn 165 165 107 107
rudderexecute deg 2020 1010 2020 1010
1st overshoot deg 13 5 3 1
execute time s 44 43 88 88
overshoot time s 26 24 19 15
period s 229 220 366 365
GC360
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
31
Appendix 3 SHIP-Navigator
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
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- discharge_800_Fig_1
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-
SHIP-NAVIGATOR
General
The construction of new or extended harbours and terminals involves large and
expensive infrastructural works such as dredged channels breakwaters trestles and
fixed or floating mooring systems The size and location of these infrastructures and
sometimes the layout of the entire terminal are related to the nautical requirements
(manoeuvring width navigational aids tug support) of the ships calling at the port
or terminal
Optimisation of the design from a nautical point of view requires a thorough
knowledge of and experience in ship handling and harbour design and efficient
design tools for ship manoeuvring
Ship-related infrastructure is developed with increasingly smaller margins and under
increasingly difficult site conditions Therefore it is important to be able to simulate
the entire ship operation including arrival behaviour at berth and departure
In order to anticipate to these demands we have developed the three-dimensional
simulation model ship This is an integrated ship-simulation suite which simulates
the manoeuvring ship including arrival berthing de-berthing and departure (SHIP-
NAVIGATOR) as well as the behaviour at the berth (ship-moorings)
SHIP-NAVIGATOR is a computer program for the nautical assessment and optimisa-
tion of designs With SHIP-NAVIGATOR one is capable to simulate ship manoeuvres
in real-time as well as faster than real-time
It is possible to exercise the controls manually as well as through a track-following
automatic pilot With these possibilities the model allows a fast analysis of a large
number of design alternatives as well as a detailed analysis of berthing and de-
berthing procedures
Figure 1 Manoeuvring action Figure 2 Control Panel
Imagine the result
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
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- discharge_800_Fig_19
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- discharge_800_Fig_21
- discharge_800_Fig_22
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- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
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- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
ARCADISrsquos mathematical model SHIP
SHIP-NAVIGATOR is part of the nautical SHIP suite of programs developed by AR-
CADIS The programs may be used either integrated or in a stand-alone fashion
SHIP models
the simulation of the manoeuvring of a sailing vessel
the horizontal and vertical motions of a vessel sailing in waves
motions and mooring forces of a vessel moored to a jetty quay SPM or spread
mooring system
In these simulations the effects of in time and space varying wind waves currents
and water depths can be considered The influence of rudder(s) propeller(s) bow
and stern thrusters tugs mooring lines and fenders are also included
Special features
Nowadays the construction of terminals is realised at locations with increasingly
difficult environmental conditions Therefore SHIP-NAVIGATOR has been designed
such that it allows for accurate close-quarter manoeuvring characteristics and possi-
bilities Better than most other fast-time simulators it allows for the following fea-
tures
It models the actual characteristics of rudder and propeller with detailed model-
ling of the interaction between rudder propeller and hull Thus realistic ship
manoeuvring is possible in all modes of operation (manoeuvring ahead astern
sideways accelerating stopping being towed or pushed)
With double rudderpropeller-ships it is possible to individually control propel-
lers and rudders
It has a detailed tug modelling with towing and pushing possibility control of
their towing-line length towing position and towing angle tug effectiveness is
restricted depending on the speed and relative direction of the tow of the tugs
own speed and of the waves at the tug location Wave shielding at the lee-side
of the ship is taken into account
Ship may be handled both manually (interactive) by the user as well as by a track
-following automatic pilot
Close quarter manoeuvring is facilitated for the user with a user-friendly control
panel for ship (Figure 2) winch (Figure 3) and tug control (Figure 4) and with real
-time birds-eye-view colour-visualisation of the ship the tugs and the surround-
ings (coast channel manoeuvring aids harbour berths)
For debriefing purposes it is possible to replay an earlier executed run
Imagine the result
Figure 3 Winches control panel
Figure 4 Tugs control panel
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Imagine the result
Model Properties
Modular set-up with special emphasis for hull-
propeller-rudder interaction and manoeuvring proper-
ties for slow speeds and astern manoeuvres
Propeller forces (full four-quadrant modelling)
Rudder forces (incl effects of screw race flow attack
for all manoeuvring conditions)
Bow and stern-thruster forces (with speed-correction)
Full model of engine-propeller with correct revolutions
build-up and reduction
Shallow water-effects
Wind forces
Current effect of variable current over the length of
the ship
Multiple wave fields (eg sea and swell) effect of di-
minishing wave forces over the length of the ship
when entering a protected area
Wave reduction caused by the ship herself (used for
operation of tugs on the lee-side of the ship)
Realistic tugboat usage depending on sailing direc-
tion speed wave height at tug location and time re-
quired to change tow-direction tug (schematically)
and towline presented on screen
Clear presentation with birds-eye-view in colour of
manoeuvring area infrastructure ship and navigation-
al aids
Manual or automatic steering
Checking of manoeuvring characteristics with standard
manoeuvring tests
Possibility of modelling of fenders and mooring lines
(at jetties etc)
Options
On-line choice of simulation-speed and control-
method (track-following automatic pilot or manual
control)
Possibility to replay earlier executed runs with all in-
struments active during the replay replay-speed ad-
justable
Variable orientation of birds-eye-view with respect to
North
Variable number of tugs (maximum four)
Option to show swept path during simulation or dur-
ing replay
Choice for normal simulation or automatic execution
of standard manoeuvring tests (turning circles zigzag
tests)
Controls and instruments
Manual control with mouse of ldquobuttonsrdquo and
ldquohandlesrdquo
telegraph
rudder control
(de)coupling of propellers and rudders in case of
twin propulsion
bow-thruster
stern-thruster
tugs (pull push pushpull direction connection
point line length)
winches (pulling paying out slipping)
Instruments and position-indication
time
doppler-log (uv)
sallog
rate-of-turn
water depth
heading
wave heights (sea en swell)
wind speed and direction (relative)
distance indication rings and heading-line
repeaters for RPM rudder (both double if re-
quired) bow and stern thruster
Results
Interactive output control screen with various possibil-
ities to compile output with 1 to 3 plots per page
Track-plots of runs
Plot possibilities for eg speeds rudder propeller tug
usage and site conditions
Possibility to plot against time or distance along the
track
Output files (ASCII) with all parameters and also with
all force-contributions exerted on the ship
The results are presented in the form of track-plots (see
figure 5) and plots of parameters such as speed rate-of-
turn engine settings tug usage and any other parameters
relevant to the particular study
The results are used to evaluate accurately cost-
effectively and in a short period of time the downtime
and safe manoeuvring conditions for many design alter-
natives and thus facilitate an optimal design choice
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Development
Given the high level of demands on a specialised consultant we view the develop-
ment of our software-tools in general and of ship in particular as a continuous pro-
cess Where possible we directly implement experience and specific know-how
gained during our many projects
SHIP-NAVIGATOR has been developed by a team of engineers in the field of ship
hydrodynamics flow and wave hydrodynamics applied mathematics and system
developers This team has in-depth expertise and experience both in the nautical
field as well as in the design of complex software systems The team has previous
working experience at Delft Hydraulics (including the three former section heads of
Harbours Ship Hydrodynamics and Waves and Currents) the Maritime Research
Institute Netherlands (MARIN) The Netherlands Organisation of Applied Scientific
Research (TNO) and The National Aerospace Laboratory (NLR) As a team and as
individuals they have developed several simulation models including new or further
developments of ship-simulation software for TNO the Netherlands Royal Navy
Delft Hydraulics and IHC
SHIP-NAVIGATOR has been programmed by a group of programmers under the
supervision of an experienced software system developer The latter has previously
also been responsible for the software design and implementation of complex re-
fraction-diffraction models of a 3-D finite-element model for the computation of
hydrodynamic forces on floating bodies and of a Navier-Stokes model for simulat-
ing breaking waves on coastal defences He also participated in the EU projects ES-
PRIT and REDO designed a Kalman graphical model for the Dutch Government and
carried out software design projects for the EU-projects pace and safe
For ARCADIS Hydraulic Consultancy amp Research bv developing and maintaining at
a state-of-the-art level for the software-package SHIP-NAVIGATOR is an essential
task in order to be able to supply high-level specialist advice in the area of water-
related infrastructure and management
The program ship has been obtained by the Netherlands Ministry of Transport and
Public Works for national projects as well as by the Civil Engineering Faculty of the
Delft University of Technology for educational goals
Imagine the result
About ARCADIS
ARCADIS is an international company providing consultancy design engineering
and management services in infrastructure water environment and buildings We
enhance mobility sustainability and quality of life by creating balance in the built
and natural environment ARCADIS develops designs implements maintains and
operates projects for companies and governments With 21000 people and euro 24
billion in revenues the company has an extensive international network supported
by strong local market positions ARCADIS supports UNHABITAT with knowledge
and expertise to improve the quality of life in rapidly growing cities around the
world Please visit wwwarcadiscom
More information
Please contact our office
Zwolle Hanzelaan 286
8017 JJ Zwolle the Netherlands
PO Box 137 8000 AC Zwolle
T 038 777 7701
E infoarcadisnl
I wwwarcadiscom
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Nautical Study Poly Terminals
077719927A - Final ARCADIS
32
Appendix 4 Description and analysis of
simulation runs
Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
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Run log Poly Simulations
P071 355 Flood Q250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 2 Tugs connected stern cl and fwd stb shoulder pushpull Stern close to outer bend due to correction after start Berthing using flood stern current No bow thruster used
+
P081 355 Flood Q 250 W 030 6msec
Bend 4 and up
Arrival Start time 21 January 0300 In bend 4 ME set SAhd STW 31 SOG 40 ROT ~ 10degmin pivot point at 13L from bow Distance to limits ge05B Tugs cl aft fwd stb shoulder pushpull max 50
++
P091 355 Flood Q 250 W 030 6msec
Bend 4 and up + turn
Arrival Start time January 21st 0300 Safe river transit Difficult to turn into TC with 10 UKC Vessel drifted with stern close to Teporti quay (No vessel alongside) Turn through stb within TC limits 2 tugs connected on line at cl ROT up to 35degmin pp at 12L fwd tug 90 capacity Repositioned fwd tug to port shoulder before berthing On the limit for close distance to TC limits
+-
P101 355 Slack water W 120 6msec
Bend 4 and up
Arrival Start time January 20th 1100 Stern close to outer bend due to correction after start (See run P07 can be avoided) Controlled approach and berthing using 2 tugs
+
P111 355 Slack water W 090 6msec
Bend 4 and up + turn
Arrival Start time January 20st 1100 ME set HAhd for better steer ability in bend 4 2 Tugs connected fwd amp aft Turn through starboard close to TC Limit ROT up to 30degmin using fwd tug Repositioned fwd tug to port shoulder before berthing Controlled berthing with 2 tugs
+-
P121 355 Ebb Q 500 W 120 6msec
Bend 4 amp up Arrival Start time January 21st 0440 ME set HAhd in first section short kick harbor full STW 71 SOG 55 ROT up to 20degmin Berthing using current and 2 tugs
+
P131 355 Ebb Q 500 W 090 6msec
Bend 4 amp up + turn
Arrival Start time 21 January 0440 ME set SAhd Bend 4 STW 69 SOG 53 ROT 16degmin Pivot point ⅓L from bow Stern frac12B from outer limit Turn in limits TC stern tug used in port turn ROT max 33degmin Pivot point ⅓L from stern Controlled berth using 2 tugs
+
P17 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 ME set HA to maintain headway STW above 6 kts STW 69 SOG 53 ROT ~ 17degmin Pivot point at ⅓L from bow
+
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
Distance to channel limits ge1B Stopped vessel over the ground in front of berth and stepped sideways towards berth 2 Tugs connected
P18 360 Ebb Q 500 W 120 6msec
Up bend 4 Arrival Start time January 21st 0440 Bend 4 see previous run Stopped run at berth 2nd part From to TC to berth 2 Tugs connected Berthing with current from astern Duration 22 minutes
+
P19 360 Flood Q 250 W 030 6msec
Up bend 4 Arrival Start time January 21st 0300 Bend 4 ME set SAhd STW 37 SOG 46 kts ROT up to 15degmin Pivot point at ⅓L from bow Distance to channel limits ge1B Berthing with current from astern using 2 tugs Duration of terminal approach and berthing about 15 min
+
Rating ++ = very safe + = safe +- = limit - = over the limit -- = dangerous failure Abbreviations SOG Speed over the ground in knots (Nautical Miles hour) STW Speed through the water in knots ROT Rate of turn (degmin) ME Main Engine DSAhd Dead slow ahead SAhd Slow ahead HAhd Half ahead HFAhd Harbour full ahead DSAst Dead slow astern PP Pivot point Fwd Forward CL Centre lead Kts Knots B Beam (ships) TC Turning circle
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151152 Rev1 FileP07-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-1ARCADIS
Track
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151358 Rev1 FileP07-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07
A3136 Poly P07-2ARCADIS
Track
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151850 Rev1 FilelA3076_TeportiSHIPrunsP07velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-3ARCADIS
Velocities
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151855 Rev1 FilelA3076_TeportiSHIPrunsP07engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-4ARCADIS
Engine
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151859 Rev1 FilelA3076_TeportiSHIPrunsP07tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P07 P07
A3136 Poly FigP07-5ARCADIS
Tugs
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151205 Rev1 FileP08-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-1ARCADIS
Track
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151408 Rev1 FileP08-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08
A3136 Poly P08-2ARCADIS
Track
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151918 Rev1 FilelA3076_TeportiSHIPrunsP08velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-3ARCADIS
Velocities
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151922 Rev1 FilelA3076_TeportiSHIPrunsP08engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-4ARCADIS
Engine
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151927 Rev1 FilelA3076_TeportiSHIPrunsP08tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P08 P08
A3136 Poly FigP08-5ARCADIS
Tugs
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151218 Rev1 FileP09-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-1ARCADIS
Track
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151421 Rev1 FileP09-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09
A3136 Poly P09-2ARCADIS
Track
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
21022014 104551 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09-1 P09
A3136 Poly Fig P09 1-3ARCADIS
plot interval 60s
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151951 Rev1 FilelA3076_TeportiSHIPrunsP09velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-3ARCADIS
Velocities
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151958 Rev1 FilelA3076_TeportiSHIPrunsP09engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-4ARCADIS
Engine
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152005 Rev1 FilelA3076_TeportiSHIPrunsP09tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P09 P09
A3136 Poly FigP09-5ARCADIS
Tugs
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151227 Rev1 FileP10-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-1ARCADIS
Track
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151432 Rev1 FileP10-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10
A3136 Poly P10-2ARCADIS
Track
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152027 Rev1 FilelA3076_TeportiSHIPrunsP10velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-3ARCADIS
Velocities
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152031 Rev1 FilelA3076_TeportiSHIPrunsP10engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-4ARCADIS
Engine
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152035 Rev1 FilelA3076_TeportiSHIPrunsP10tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 120 N
Run P10 P10
A3136 Poly FigP10-5ARCADIS
Tugs
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151242 Rev1 FileP11-1ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-1ARCADIS
Track
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151446 Rev1 FileP11-2ps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11
A3136 Poly P11-2ARCADIS
Track
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
21022014 104749 Rev1
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3sWater level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11-1
A3136 Poly Fig P111-3ARCADIS
plot interval 60s
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152056 Rev1 FilelA3076_TeportiSHIPrunsP11velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-3ARCADIS
Velocities
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152102 Rev1 FilelA3076_TeportiSHIPrunsP11engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-4ARCADIS
Engine
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152109 Rev1 FilelA3076_TeportiSHIPrunsP11tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Flood t0=20-01 1100 Q=250m3s Water level MSL+007m
Wind u(hourly)= 6 ms from 90 N
Run P11 P11
A3136 Poly FigP11-5ARCADIS
Tugs
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151252 Rev1 FileP12-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-1ARCADIS
Track
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151456 Rev1 FileP12-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12
A3136 Poly P12-2ARCADIS
Track
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152129 Rev1 FilelA3076_TeportiSHIPrunsP12velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-3ARCADIS
Velocities
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152134 Rev1 FilelA3076_TeportiSHIPrunsP12engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-4ARCADIS
Engine
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152139 Rev1 FilelA3076_TeportiSHIPrunsP12tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P12 P12
A3136 Poly FigP12-5ARCADIS
Tugs
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151304 Rev1 FileP13-1ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-1ARCADIS
Track
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 151511 Rev1 FileP13-2ps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13
A3136 Poly P13-2ARCADIS
Track
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
21022014 104710 Rev1
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13-1
A3136 Poly Fig P131-3ARCADIS
plot interval 60s
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152200 Rev1 FilelA3076_TeportiSHIPrunsP13velocityseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-3ARCADIS
Velocities
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152206 Rev1 FilelA3076_TeportiSHIPrunsP13engineseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-4ARCADIS
Engine
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152214 Rev1 FilelA3076_TeportiSHIPrunsP13tugsseriesps
Arrival of 200x32x98m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 90 N
Run P13 P13
A3136 Poly FigP13-5ARCADIS
Tugs
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
25022014 172552 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
25022014 172608 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly) 6ms from 120 N
P17
A3136 Poly Fig P17-1ARCADIS
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152234 Rev1 FilelA3076_TeportiSHIPrunsP17velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-3ARCADIS
Velocities
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152239 Rev1 FilelA3076_TeportiSHIPrunsP17engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-4ARCADIS
Engine
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152243 Rev1 FilelA3076_TeportiSHIPrunsP17tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 120 N
Run P17 P17
A3136 Poly FigP17-5ARCADIS
Tugs
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
25022014 172238 Rev1
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3sWater level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 PolyARCADIS
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152300 Rev1 FilelA3076_TeportiSHIPrunsP18velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-3ARCADIS
Velocities
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152303 Rev1 FilelA3076_TeportiSHIPrunsP18engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Ebb t0=21-01 0440 Q=500m3s Water level MSL+065m
Wind u(hourly)= 6 ms from 30 N
Run P18 P18
A3136 Poly FigP18-4ARCADIS
Engine
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
25022014 172717 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
25022014 172734 Rev1
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3sWater level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 PolyARCADIS
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152324 Rev1 FilelA3076_TeportiSHIPrunsP19velocityseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-3ARCADIS
Velocities
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152328 Rev1 FilelA3076_TeportiSHIPrunsP19engineseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-4ARCADIS
Engine
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
- discharge_250_Fig_35
- discharge_250_Fig_36
- discharge_250_Fig_37
- discharge_250_Fig_38
- discharge_250_Fig_39
- discharge_250_Fig_40
- discharge_250_Fig_41
- discharge_250_Fig_42
- discharge_250_Fig_43
- discharge_250_Fig_44
- discharge_250_Fig_45
- discharge_250_Fig_46
- discharge_250_Fig_47
- discharge_250_Fig_48
- discharge_250_Fig_49
- discharge_250_Fig_50
- discharge_250_Fig_51
- discharge_250_Fig_52
- discharge_250_Fig_53
- discharge_250_Fig_54
- discharge_250_Fig_55
- discharge_250_Fig_56
- discharge_250_Fig_57
- discharge_250_Fig_58
- discharge_250_Fig_59
- discharge_250_Fig_60
- discharge_250_Fig_61
- discharge_250_Fig_62
- discharge_250_Fig_63
- discharge_250_Fig_64
- discharge_250_Fig_65
- discharge_250_Fig_66
- discharge_250_Fig_67
- discharge_250_Fig_68
- discharge_250_Fig_69
- discharge_250_Fig_70
- discharge_250_Fig_71
- discharge_250_Fig_72
- discharge_250_Fig_73
- discharge_500_Fig_1
- discharge_500_Fig_2
- discharge_500_Fig_3
- discharge_500_Fig_4
- discharge_500_Fig_5
- discharge_500_Fig_6
- discharge_500_Fig_7
- discharge_500_Fig_8
- discharge_500_Fig_9
- discharge_500_Fig_10
- discharge_500_Fig_11
- discharge_500_Fig_12
- discharge_500_Fig_13
- discharge_500_Fig_14
- discharge_500_Fig_15
- discharge_500_Fig_16
- discharge_500_Fig_17
- discharge_500_Fig_18
- discharge_500_Fig_19
- discharge_500_Fig_20
- discharge_500_Fig_21
- discharge_500_Fig_22
- discharge_500_Fig_23
- discharge_500_Fig_24
- discharge_500_Fig_25
- discharge_500_Fig_26
- discharge_500_Fig_27
- discharge_500_Fig_28
- discharge_500_Fig_29
- discharge_500_Fig_30
- discharge_500_Fig_31
- discharge_500_Fig_32
- discharge_500_Fig_33
- discharge_500_Fig_34
- discharge_500_Fig_35
- discharge_500_Fig_36
- discharge_500_Fig_37
- discharge_500_Fig_38
- discharge_500_Fig_39
- discharge_500_Fig_40
- discharge_500_Fig_41
- discharge_500_Fig_42
- discharge_500_Fig_43
- discharge_500_Fig_44
- discharge_500_Fig_45
- discharge_500_Fig_46
- discharge_500_Fig_47
- discharge_500_Fig_48
- discharge_500_Fig_49
- discharge_500_Fig_50
- discharge_500_Fig_51
- discharge_500_Fig_52
- discharge_500_Fig_53
- discharge_500_Fig_54
- discharge_500_Fig_55
- discharge_500_Fig_56
- discharge_500_Fig_57
- discharge_500_Fig_58
- discharge_500_Fig_59
- discharge_500_Fig_60
- discharge_500_Fig_61
- discharge_500_Fig_62
- discharge_500_Fig_63
- discharge_500_Fig_64
- discharge_500_Fig_65
- discharge_500_Fig_66
- discharge_500_Fig_67
- discharge_500_Fig_68
- discharge_500_Fig_69
- discharge_500_Fig_70
- discharge_500_Fig_71
- discharge_500_Fig_72
- discharge_500_Fig_73
- discharge_800_Fig_1
- discharge_800_Fig_2
- discharge_800_Fig_3
- discharge_800_Fig_4
- discharge_800_Fig_5
- discharge_800_Fig_6
- discharge_800_Fig_7
- discharge_800_Fig_8
- discharge_800_Fig_9
- discharge_800_Fig_10
- discharge_800_Fig_11
- discharge_800_Fig_12
- discharge_800_Fig_13
- discharge_800_Fig_14
- discharge_800_Fig_15
- discharge_800_Fig_16
- discharge_800_Fig_17
- discharge_800_Fig_18
- discharge_800_Fig_19
- discharge_800_Fig_20
- discharge_800_Fig_21
- discharge_800_Fig_22
- discharge_800_Fig_23
- discharge_800_Fig_24
- discharge_800_Fig_25
- discharge_800_Fig_26
- discharge_800_Fig_27
- discharge_800_Fig_28
- discharge_800_Fig_29
- discharge_800_Fig_30
- discharge_800_Fig_31
- discharge_800_Fig_32
- discharge_800_Fig_33
- discharge_800_Fig_34
- discharge_800_Fig_35
- discharge_800_Fig_36
- discharge_800_Fig_37
- discharge_800_Fig_38
- discharge_800_Fig_39
- discharge_800_Fig_40
- discharge_800_Fig_41
- discharge_800_Fig_42
- discharge_800_Fig_43
- discharge_800_Fig_44
- discharge_800_Fig_45
- discharge_800_Fig_46
- discharge_800_Fig_47
- discharge_800_Fig_48
- discharge_800_Fig_49
- discharge_800_Fig_50
- discharge_800_Fig_51
- discharge_800_Fig_52
- discharge_800_Fig_53
- discharge_800_Fig_54
- discharge_800_Fig_55
- discharge_800_Fig_56
- discharge_800_Fig_57
- discharge_800_Fig_58
- discharge_800_Fig_59
- discharge_800_Fig_60
- discharge_800_Fig_61
- discharge_800_Fig_62
- discharge_800_Fig_63
- discharge_800_Fig_64
- discharge_800_Fig_65
- discharge_800_Fig_66
- discharge_800_Fig_67
- discharge_800_Fig_68
- discharge_800_Fig_69
- discharge_800_Fig_70
- discharge_800_Fig_71
- discharge_800_Fig_72
- discharge_800_Fig_73
-
20022014 152332 Rev1 FilelA3076_TeportiSHIPrunsP19tugsseriesps
Arrival of 150x28x85m general cargo vessel
Current Flood t0=21-01 0300 Q=250m3s Water level MSL+078m
Wind u(hourly)= 6 ms from 30 N
Run P19 P19
A3136 Poly FigP19-5ARCADIS
Tugs
- Appendix_4_run_descriptionspdf
-
- Run log Poly
- POLY_TERMINALS_3_FINAL_APPENDIX
-
- P07-1
- P07-2
- P07-3
- P07-4
- P07-5
- P08-1
- P08-2
- P08-3
- P08-4
- P08-5
- P09-1
- P09-2
- P09-3
- P09-4
- P09-5
- P10-1
- P10-2
- P10-3
- P10-4
- P10-5
- P11-1
- P11-2
- P11-3
- P11-4
- P11-5
- P12-1
- P12-2
- P12-3
- P12-4
- P12-5
- P13-1
- P13-2
- P13-3
- P13-4
- P17-3
- P17-4
- P17-5
- P18-3
- P18-4
- P18-5
- P19-3
- P19-4
- P19-5
-
- Appendix_2_Man_sheetspdf
-
- mansheet_GC360
- mansheet_GC355
-
- Appendix_1_Flowpdf
-
- discharge_250_Fig_1
- discharge_250_Fig_2
- discharge_250_Fig_3
- discharge_250_Fig_4
- discharge_250_Fig_5
- discharge_250_Fig_6
- discharge_250_Fig_7
- discharge_250_Fig_8
- discharge_250_Fig_9
- discharge_250_Fig_10
- discharge_250_Fig_11
- discharge_250_Fig_12
- discharge_250_Fig_13
- discharge_250_Fig_14
- discharge_250_Fig_15
- discharge_250_Fig_16
- discharge_250_Fig_17
- discharge_250_Fig_18
- discharge_250_Fig_19
- discharge_250_Fig_20
- discharge_250_Fig_21
- discharge_250_Fig_22
- discharge_250_Fig_23
- discharge_250_Fig_24
- discharge_250_Fig_25
- discharge_250_Fig_26
- discharge_250_Fig_27
- discharge_250_Fig_28
- discharge_250_Fig_29
- discharge_250_Fig_30
- discharge_250_Fig_31
- discharge_250_Fig_32
- discharge_250_Fig_33
- discharge_250_Fig_34
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