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

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

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

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

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

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

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

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

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

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

• 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

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
            • 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

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
            • 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

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

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

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

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

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

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

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

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

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

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
            • 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

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
            • 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

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

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
            • 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

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
            • 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