European Journal of Transport and Infrastructure Research
In 2007, the Belgian Federal Authorities issued a Royal Decree concerning “inland vessels that ca... more In 2007, the Belgian Federal Authorities issued a Royal Decree concerning “inland vessels that can also be utilised for non-international sea voyages”, allowing inland vessels to operate in coastal areas between the Belgian coastal harbours and the Belgian inland waterway network via the Western Scheldt. These new regulations have a unique character due to their probabilistic approach: among other requirements, a risk analysis must demonstrate that the probability of adverse events such as bottom slamming, overtaking of water on deck and ingress of water in open cargo holds is limited to an acceptable level. Several inland vessels (tankers, container vessels, car carriers) are nowadays operating according to this Decree in significant wave heights up to 1.90 m. Background is provided into these present regulations, with emphasis on the probabilistic aspects. A description is given of the methodology used for performing the required risk analyses. The effect of important parameters i...
The paper presents the results of full scale measurements performed on seven cape-size bulk carri... more The paper presents the results of full scale measurements performed on seven cape-size bulk carriers sailing inbound to the port of Flushing/Vlissingen (the Netherlands). The voyages of this type of vessels correspond to small under keel clearances (to a minimal value of 16%) and exposed wave conditions (with a wave height up to 2.6 m). The main interest in this paper concerns the vertical motions experienced by the vessels and the identification and assessment of the major factors influencing these motions. As the vertical ship motions for bulk carriers operating in coastal waters are mainly related to seakeeping and squat, the unsteady and steady ship motions were analysed separately. The observations will be applied to validate a prediction tool for vertical ship motions, which is implemented by the Common Nautical Authority (Flanders / the Netherlands) to assess probabilistically the accessibility of deep-drafted vessels to the harbours along the river Scheldt.
Representative bulk carriers (length of 230 to 245 m, beam 37 and 38 m) are analysed by means of ... more Representative bulk carriers (length of 230 to 245 m, beam 37 and 38 m) are analysed by means of model testing and real-time simulations in a realistic high-blockage lock scenario to give advice to the corresponding authorities on the feasibility and potential constraints. In the future, the model test series might be extended to also account for other ship types and different navigation locks to eventually improve the ship-lock interaction module of the ship manoeuvring simulators at Flanders Hydraulics Research. Model tests of a full ship type in high-blockage lock configurations are conducted for a vessel during entry and exit of a navigation lock. The model tests are self-propelled with optional “tug” assistance by air fans mounted on top of the model, which can provide an additional longitudinal force. Ship speed, lateral forces and vertical motions at bow and stern are measured. Additionally, the water elevations at the ships bow, inside the navigation lock and in the approach...
The PIANC INCOM WG 141 was founded in 2010 to provide planners of inland waterways with design st... more The PIANC INCOM WG 141 was founded in 2010 to provide planners of inland waterways with design standards for inland vessels in accordance with those for sea-going vessels, worked out e.g. by PIANC MARCOM WG 49. It came out that the MARCOM approach seems generally not applicable for inland waterways, especially because of the better steerability of inland vessels, the lower ship speeds and the lower damages in case of accidents. Additionally special design aspects that scale the necessary waterway dimensions in inland areas have to be considered such as the strong influence of cross flow or the visibility conditions. So, a new design method will be recommended, especially for fairway width in canals and rivers, bridge openings, diameters of turning basins or the length and width of lock approaches. In so far eight meetings, two interim meetings on special questions, a workshop within the framework of the Smart Rivers Conference last year and several internal workshops, the group fini...
The PIANC INCOM WG 141 was founded in 2010 to provide planners of inland waterways with design st... more The PIANC INCOM WG 141 was founded in 2010 to provide planners of inland waterways with design standards for inland vessels in accordance with those for sea-going vessels, worked out e.g. by PIANC MARCOM WG 49. It came out that the MARCOM approach seems generally not applicable for inland waterways, especially because of the better steerability of inland vessels, the lower ship speeds and the lower damages in case of accidents. Additionally special design aspects that scale the necessary waterway dimensions in inland areas have to be considered such as the strong influence of cross flow or the visibility conditions. So, a new design method will be recommended, especially for fairway width in canals and rivers, bridge openings, diameters of turning basins or the length and width of lock approaches. In so far eight meetings, two interim meetings on special questions, a workshop within the framework of the Smart Rivers Conference last year and several internal workshops, the group fini...
Design guidelines for inland waterways are so far a national matter. PIANC InCom Working Group 14... more Design guidelines for inland waterways are so far a national matter. PIANC InCom Working Group 141 "Design Guidelines for Inland Waterways" is nevertheless working on a report with a summary of existing guidelines and a methodology for the concept and detailed design of canals and rivers. For tidal rivers the design is a difficult process and an example is given through the accessibility of the Upper- Seascheldt for CEMT class IV and Va inland vessels between the port of Antwerp and the locks in Merelbeke. A combined evaluation based on concept design guidelines for canals, practices measured during a full-scale voyage and detailed design using ship handling simulators is discussed and illustrated.
The hydrodynamics of a ship that are associated with lock entry are described empirically and mat... more The hydrodynamics of a ship that are associated with lock entry are described empirically and mathematically. Emphasis is put on the generated translation waves. The six-waves-model of A. Vrijburcht is used to calculate the wave system in the lock. These calculations are compared with empirical data and the six-waves-model is improved in a theoretical and empirical manner. The most significant adjustments to the model are the introduction of speed-dependency, taking account of the ship’s hull shape and of the layout of the lock entrance. The model is compared to experimental results with scale models of a bulk carrier and a container carrier.
Ship Manoeuvring simulators are commonly used for training purposes. For research purposes the si... more Ship Manoeuvring simulators are commonly used for training purposes. For research purposes the simulations can be human controlled on a full mission bridge simulator but the human interaction can be bypassed and the mathematical model of the simulator can be fed with different types of input. These different simulations types, fast-time position captive, fast-time track captive, fast-time track predefined controls and fast-time track controller, as well as real-time simulation are explained and the merits of each type are illustrated with an example of a deep-drafted and wide vessel on the Canal Ghent Terneuzen.
The Flemish waterways authorities are permanently concerned about safety of navigation to the Fle... more The Flemish waterways authorities are permanently concerned about safety of navigation to the Flemish harbours in order to maintain their present position in the European shipping market. Special attention is paid to the effect of the constant growth of ship dimensions, especially in the container trade, on the safety of shipping traffic. Access to and manoeuvring in harbours are characterised by a great diversity of kinematical and control parameters. In 2004-2005 a captive model test program has been executed with a 4.3 m model of an 8000 TEU containership (scale 1:81) combining three distinguished drafts and three under keel clearances from deep to very shallow water. This test program covering all possible combinations of ship velocities and propeller telegraph positions has been used to evaluate hull, propeller and rudder forces to be incorporated in a manoeuvring simulation model applicable in the four quadrants of operation. The influence of combinations of draft and under ke...
Due to the scale enlargement in the maritime fleet the accessibility of existing harbours worldwi... more Due to the scale enlargement in the maritime fleet the accessibility of existing harbours worldwide is getting more and more complex. To reduce infrastructural and operational costs for the adaptation of these harbours the knowledge of ship behaviour in horizontally and vertically restricted channels and waterways helps in designing a cost effective access channel. Ship manoeuvrability is changing considerably if the vertical and lateral clearance is decreasing. To be able to estimate the hydrodynamic forces occurring in shallow and confined water Flanders Hydraulics Research, a laboratory of the Flemish Government, has invested in several experimental research programs with especially ship models of merchant vessels. The parametric investigation of hydrodynamic effects through experimental fluid dynamics is illustrated for ship manoeuvrability in shallow water, ship-bank interaction, ship-to-ship interaction and the concept of nautical bottom. These effects are applied in a support...
Co-authors: Sebastien Page – IMDC nv Van Immerseelstraat 66, 2018 Antwerp, Belgium sebastien.page... more Co-authors: Sebastien Page – IMDC nv Van Immerseelstraat 66, 2018 Antwerp, Belgium sebastien.page@imdc.be Marc Mansuy – Ghent University Marc.Mansuy@UGent.be Maxim Candries – Ghent University Maxim.Candries@UGent.be Katrien Eloot – Flanders Hydraulic Research katrien.eloot@mow.vlaanderen.be Sarah Doorme – IMDC nv Van Immerseelstraat 66, 2018 Antwerp, Belgium sarah.doorme@imdc.be Xavier Thorel – Voies Navigables de France 37, Rue du Plat, 59034 Lille, France Xavier.Thorel@vnf.fr Claire Labourie – Voies Navigables de France 37, Rue du Plat, 59034 Lille, France claire.labourie@vnf.fr
The paper presents the design of a new lock and weir in the city of Harelbeke as based on waterwa... more The paper presents the design of a new lock and weir in the city of Harelbeke as based on waterway guidelines and as submitted by three candidates subscribing to a design and build tender published by the waterway manager Waterwegen en Zeekanaal NV. The design vessel of the lock was an ECMT class Vb inland vessel which concerns a combination of a push boat and two barges with total dimensions 185 m x 11.4 m x 3.5 m. The design vessel was not equipped with a bow thruster. The nautical quality of the designs submitted was assessed by performing real-time simulations on the simulator Lara at FHR in case of a rather high water discharge over the weir. In the framework of this assessment it was noticed that the cross current in the fairway had an important impact on the nautical quality of the design. The cross current in the fairway corresponding to the final design submitted by the three candidates was thoroughly studied.
For a limited number of maritime ports, the local regulations conditionally allow inland vessels ... more For a limited number of maritime ports, the local regulations conditionally allow inland vessels to carry out short sea voyages to reach the inland waterway network. This type of traffic, usually referred to as 'estuarine', 'fluvio-maritime' or 'sea-river' traffic, is well established in e.g. Zeebrugge, Le Havre, the Italian Adriatic coast. Inland vessels have to fulfil a set of technical requirements, issued by both the classification society and the local authorities, while they can only navigate at sea in favourable weather conditions. An overview is given of the regulations valid for the different areas where river-sea traffic is common practice. Apparently, no uniformity exists among neither the requirements nor the restrictions.
PurposeEconomies of scale drive container ship owners towards ordering larger vessels. Terminals ... more PurposeEconomies of scale drive container ship owners towards ordering larger vessels. Terminals need to ensure a safe (un)loading operation of these vessels, which can only be guaranteed if the mooring equipment is not overloaded (lines, fenders and bollards) and if the motions of the vessel remain below set limits, under external forces. This paper aims to focus on the passing vessel effect as a potential disturbing factor in the Port of Antwerp.Design/methodology/approachMotion criteria for allowing safe (un)loading of container vessels are established by considering the container handling process and existing international standards (PIANC). A case study simulation is presented where the behaviour of the moored vessel under ship passages is evaluated. Starting from a representative event, the effect of changes in passing speed and distance is discussed.FindingsThe study illustrates the influence of passing velocity and distance on the behaviour of the moored vessel, showing that...
European Journal of Transport and Infrastructure Research
In 2007, the Belgian Federal Authorities issued a Royal Decree concerning “inland vessels that ca... more In 2007, the Belgian Federal Authorities issued a Royal Decree concerning “inland vessels that can also be utilised for non-international sea voyages”, allowing inland vessels to operate in coastal areas between the Belgian coastal harbours and the Belgian inland waterway network via the Western Scheldt. These new regulations have a unique character due to their probabilistic approach: among other requirements, a risk analysis must demonstrate that the probability of adverse events such as bottom slamming, overtaking of water on deck and ingress of water in open cargo holds is limited to an acceptable level. Several inland vessels (tankers, container vessels, car carriers) are nowadays operating according to this Decree in significant wave heights up to 1.90 m. Background is provided into these present regulations, with emphasis on the probabilistic aspects. A description is given of the methodology used for performing the required risk analyses. The effect of important parameters i...
The paper presents the results of full scale measurements performed on seven cape-size bulk carri... more The paper presents the results of full scale measurements performed on seven cape-size bulk carriers sailing inbound to the port of Flushing/Vlissingen (the Netherlands). The voyages of this type of vessels correspond to small under keel clearances (to a minimal value of 16%) and exposed wave conditions (with a wave height up to 2.6 m). The main interest in this paper concerns the vertical motions experienced by the vessels and the identification and assessment of the major factors influencing these motions. As the vertical ship motions for bulk carriers operating in coastal waters are mainly related to seakeeping and squat, the unsteady and steady ship motions were analysed separately. The observations will be applied to validate a prediction tool for vertical ship motions, which is implemented by the Common Nautical Authority (Flanders / the Netherlands) to assess probabilistically the accessibility of deep-drafted vessels to the harbours along the river Scheldt.
Representative bulk carriers (length of 230 to 245 m, beam 37 and 38 m) are analysed by means of ... more Representative bulk carriers (length of 230 to 245 m, beam 37 and 38 m) are analysed by means of model testing and real-time simulations in a realistic high-blockage lock scenario to give advice to the corresponding authorities on the feasibility and potential constraints. In the future, the model test series might be extended to also account for other ship types and different navigation locks to eventually improve the ship-lock interaction module of the ship manoeuvring simulators at Flanders Hydraulics Research. Model tests of a full ship type in high-blockage lock configurations are conducted for a vessel during entry and exit of a navigation lock. The model tests are self-propelled with optional “tug” assistance by air fans mounted on top of the model, which can provide an additional longitudinal force. Ship speed, lateral forces and vertical motions at bow and stern are measured. Additionally, the water elevations at the ships bow, inside the navigation lock and in the approach...
The PIANC INCOM WG 141 was founded in 2010 to provide planners of inland waterways with design st... more The PIANC INCOM WG 141 was founded in 2010 to provide planners of inland waterways with design standards for inland vessels in accordance with those for sea-going vessels, worked out e.g. by PIANC MARCOM WG 49. It came out that the MARCOM approach seems generally not applicable for inland waterways, especially because of the better steerability of inland vessels, the lower ship speeds and the lower damages in case of accidents. Additionally special design aspects that scale the necessary waterway dimensions in inland areas have to be considered such as the strong influence of cross flow or the visibility conditions. So, a new design method will be recommended, especially for fairway width in canals and rivers, bridge openings, diameters of turning basins or the length and width of lock approaches. In so far eight meetings, two interim meetings on special questions, a workshop within the framework of the Smart Rivers Conference last year and several internal workshops, the group fini...
The PIANC INCOM WG 141 was founded in 2010 to provide planners of inland waterways with design st... more The PIANC INCOM WG 141 was founded in 2010 to provide planners of inland waterways with design standards for inland vessels in accordance with those for sea-going vessels, worked out e.g. by PIANC MARCOM WG 49. It came out that the MARCOM approach seems generally not applicable for inland waterways, especially because of the better steerability of inland vessels, the lower ship speeds and the lower damages in case of accidents. Additionally special design aspects that scale the necessary waterway dimensions in inland areas have to be considered such as the strong influence of cross flow or the visibility conditions. So, a new design method will be recommended, especially for fairway width in canals and rivers, bridge openings, diameters of turning basins or the length and width of lock approaches. In so far eight meetings, two interim meetings on special questions, a workshop within the framework of the Smart Rivers Conference last year and several internal workshops, the group fini...
Design guidelines for inland waterways are so far a national matter. PIANC InCom Working Group 14... more Design guidelines for inland waterways are so far a national matter. PIANC InCom Working Group 141 "Design Guidelines for Inland Waterways" is nevertheless working on a report with a summary of existing guidelines and a methodology for the concept and detailed design of canals and rivers. For tidal rivers the design is a difficult process and an example is given through the accessibility of the Upper- Seascheldt for CEMT class IV and Va inland vessels between the port of Antwerp and the locks in Merelbeke. A combined evaluation based on concept design guidelines for canals, practices measured during a full-scale voyage and detailed design using ship handling simulators is discussed and illustrated.
The hydrodynamics of a ship that are associated with lock entry are described empirically and mat... more The hydrodynamics of a ship that are associated with lock entry are described empirically and mathematically. Emphasis is put on the generated translation waves. The six-waves-model of A. Vrijburcht is used to calculate the wave system in the lock. These calculations are compared with empirical data and the six-waves-model is improved in a theoretical and empirical manner. The most significant adjustments to the model are the introduction of speed-dependency, taking account of the ship’s hull shape and of the layout of the lock entrance. The model is compared to experimental results with scale models of a bulk carrier and a container carrier.
Ship Manoeuvring simulators are commonly used for training purposes. For research purposes the si... more Ship Manoeuvring simulators are commonly used for training purposes. For research purposes the simulations can be human controlled on a full mission bridge simulator but the human interaction can be bypassed and the mathematical model of the simulator can be fed with different types of input. These different simulations types, fast-time position captive, fast-time track captive, fast-time track predefined controls and fast-time track controller, as well as real-time simulation are explained and the merits of each type are illustrated with an example of a deep-drafted and wide vessel on the Canal Ghent Terneuzen.
The Flemish waterways authorities are permanently concerned about safety of navigation to the Fle... more The Flemish waterways authorities are permanently concerned about safety of navigation to the Flemish harbours in order to maintain their present position in the European shipping market. Special attention is paid to the effect of the constant growth of ship dimensions, especially in the container trade, on the safety of shipping traffic. Access to and manoeuvring in harbours are characterised by a great diversity of kinematical and control parameters. In 2004-2005 a captive model test program has been executed with a 4.3 m model of an 8000 TEU containership (scale 1:81) combining three distinguished drafts and three under keel clearances from deep to very shallow water. This test program covering all possible combinations of ship velocities and propeller telegraph positions has been used to evaluate hull, propeller and rudder forces to be incorporated in a manoeuvring simulation model applicable in the four quadrants of operation. The influence of combinations of draft and under ke...
Due to the scale enlargement in the maritime fleet the accessibility of existing harbours worldwi... more Due to the scale enlargement in the maritime fleet the accessibility of existing harbours worldwide is getting more and more complex. To reduce infrastructural and operational costs for the adaptation of these harbours the knowledge of ship behaviour in horizontally and vertically restricted channels and waterways helps in designing a cost effective access channel. Ship manoeuvrability is changing considerably if the vertical and lateral clearance is decreasing. To be able to estimate the hydrodynamic forces occurring in shallow and confined water Flanders Hydraulics Research, a laboratory of the Flemish Government, has invested in several experimental research programs with especially ship models of merchant vessels. The parametric investigation of hydrodynamic effects through experimental fluid dynamics is illustrated for ship manoeuvrability in shallow water, ship-bank interaction, ship-to-ship interaction and the concept of nautical bottom. These effects are applied in a support...
Co-authors: Sebastien Page – IMDC nv Van Immerseelstraat 66, 2018 Antwerp, Belgium sebastien.page... more Co-authors: Sebastien Page – IMDC nv Van Immerseelstraat 66, 2018 Antwerp, Belgium sebastien.page@imdc.be Marc Mansuy – Ghent University Marc.Mansuy@UGent.be Maxim Candries – Ghent University Maxim.Candries@UGent.be Katrien Eloot – Flanders Hydraulic Research katrien.eloot@mow.vlaanderen.be Sarah Doorme – IMDC nv Van Immerseelstraat 66, 2018 Antwerp, Belgium sarah.doorme@imdc.be Xavier Thorel – Voies Navigables de France 37, Rue du Plat, 59034 Lille, France Xavier.Thorel@vnf.fr Claire Labourie – Voies Navigables de France 37, Rue du Plat, 59034 Lille, France claire.labourie@vnf.fr
The paper presents the design of a new lock and weir in the city of Harelbeke as based on waterwa... more The paper presents the design of a new lock and weir in the city of Harelbeke as based on waterway guidelines and as submitted by three candidates subscribing to a design and build tender published by the waterway manager Waterwegen en Zeekanaal NV. The design vessel of the lock was an ECMT class Vb inland vessel which concerns a combination of a push boat and two barges with total dimensions 185 m x 11.4 m x 3.5 m. The design vessel was not equipped with a bow thruster. The nautical quality of the designs submitted was assessed by performing real-time simulations on the simulator Lara at FHR in case of a rather high water discharge over the weir. In the framework of this assessment it was noticed that the cross current in the fairway had an important impact on the nautical quality of the design. The cross current in the fairway corresponding to the final design submitted by the three candidates was thoroughly studied.
For a limited number of maritime ports, the local regulations conditionally allow inland vessels ... more For a limited number of maritime ports, the local regulations conditionally allow inland vessels to carry out short sea voyages to reach the inland waterway network. This type of traffic, usually referred to as 'estuarine', 'fluvio-maritime' or 'sea-river' traffic, is well established in e.g. Zeebrugge, Le Havre, the Italian Adriatic coast. Inland vessels have to fulfil a set of technical requirements, issued by both the classification society and the local authorities, while they can only navigate at sea in favourable weather conditions. An overview is given of the regulations valid for the different areas where river-sea traffic is common practice. Apparently, no uniformity exists among neither the requirements nor the restrictions.
PurposeEconomies of scale drive container ship owners towards ordering larger vessels. Terminals ... more PurposeEconomies of scale drive container ship owners towards ordering larger vessels. Terminals need to ensure a safe (un)loading operation of these vessels, which can only be guaranteed if the mooring equipment is not overloaded (lines, fenders and bollards) and if the motions of the vessel remain below set limits, under external forces. This paper aims to focus on the passing vessel effect as a potential disturbing factor in the Port of Antwerp.Design/methodology/approachMotion criteria for allowing safe (un)loading of container vessels are established by considering the container handling process and existing international standards (PIANC). A case study simulation is presented where the behaviour of the moored vessel under ship passages is evaluated. Starting from a representative event, the effect of changes in passing speed and distance is discussed.FindingsThe study illustrates the influence of passing velocity and distance on the behaviour of the moored vessel, showing that...
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