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D1 Intermodal transport: sea/port interface

Page number - title of the book Vol. N N3/4 - 2002

Efficiency and safety aspects of light weight ship constructions and the interface with the port Peter Grundevik, SSPA Sweden AB Analyses have been made of the interface between the port terminal and the high-speed ship in order to raise efficiency. The development of a toolbox to enable the port to develop generic berth constructions is one part and the physical flow of objects, the terminal layout and the general port infrastructure are others under investigation for optimisation. Manoeuvring tests have been performed in deep and shallow water for a fast catamaran and for a fast single hull and mooring tests in irregular waves for the vessels lying along a quay in deep and shallow water. These tests have been carried out in order to serve as a basis for the development of advanced mathematical models of the ship dynamics. The models will be implemented in a software simulator tool. A discussion about future views and lightweight ship constructions is also included. In order to extend the possibilities of coastal and inland sea transport the ships have to meet higher transport frequency. Many connecting points are also crucial in order to move traffic from road to sea. TThhee pprroojjeecctt TTOOHHPPIICC ((TToooollss ttoo OOppttiimmiissee HHiigghh SSppeeeedd CCrraafftt // PPoorrtt IInntteerrffaaccee CCoonncceeppttss)) iiss ppaarrttllyy ffuunnddeedd bbyy tthhee EEuurrooppeeaann CCoommmmiissssiioonn uunnddeerr DDGG RReesseeaarrcchh.. TThhee aaiimmss ooff tthhee pprroojjeecctt aarree ttoo - Optimise the interface between the High Speed Craft (HSC) and the Port

- Achieve faster turn-around times and less intermediate storage time - Reducing risks of accidents during berthing/unberthing operations - Improving ship manoeuvrability in ports - Providing logistics solutions for all

transport on and off the HSC IInn tthhiiss pprreesseennttaattiioonn ssoommee rreessuullttss wwiitthhiinn

- Manoeuvring - Model tests - Software tool - Port interface

ffrroomm tthhee TTOOHHPPIICC pprroojjeecctt aarree hhiigghh--lliigghhtteenneedd.. MMoorree rreessuullttss aanndd ootthheerr iinnffoorrmmaattiioonn aabboouutt tthhee pprroojjeecctt ccaann



bbee ffoouunndd oonn tthhee TTOOHHPPIICC wweebb ppaaggee aaddddrreesssseedd bbeellooww..

MMaannooeeuuvvrriinngg -- SSqquuaatt eeffffeecctt ccaallccuullaattiioonnss The following conclusions are drawn from the present squat studies: The effects of squat are magnified in shallow water because the water has to increase its velocity in order to squeeze through the narrow gap under the vessel. Restrictions in waterway width will further increase the squat effects. Blockage effects (the ratio between the cross section area of the ship to the cross section area of the channel) increase the chances of vessel grounding due to higher sinkage and trim of the vessel. A prescription of a safe dynamic under-keel clearance for vessels operating in shallow waters is essential. On board monitoring of the dynamic under-keel clearance using accurate sensing devices are strongly recommended for vessels operating in restricted shallow water regions.

MMaannooeeuuvvrriinngg -- IInntteerraaccttiioonn eeffffeeccttss ccaallccuullaattiioonnss Based on these studies the following conclusions are drawn: 1. The studies give a good idea about the moored ship motion due to the hydrodynamic interaction induced by the passage of another ship in its proximity and the consequent mooring line forces. 2. The linear mooring system considered here predicts a higher force than the interaction force for a stiff mooring system. The augmentation can be due to the ship motion dynamics. A further stiffer system resulted in a lower mooring force, where the excursions are expected to be small and hence the ship motion dynamics. 3. Based on the above conclusion, one should be careful when using

synthetic ropes for mooring purposes. As these ropes are less stiff, the ship motion dynamics will be higher and hence the mooring line forces may go beyond the expected level. The models for interaction effects will be included in the TOHPIC simulator tool. Model testing The manoeuvring characteristics for HSC in shallow waters are not well known. Since this is very important when docking it was found to be an important shortage to overcome. Therefore manoeuvring tests have been performed in deep and shallow water for a fast catamaran and for a fast single hull and mooring tests in irregular waves for the vessels lying along a quay in deep and

Figure 1. Model testing in shallow water at SSPA



shallow water. Two physical models have been prepared for the model tests at SSPA, one representing a 103 m long catamaran and the other a 96 m long mono hull. Both vessels are designed for speeds around 40 knots and they are both supplied with two water jet units. Since the intended simulation tool to be developed in the project, will concentrate on ship operations close to and in different ports, the manoeuvring model test have been focused on manoeuvring at low speeds. The tests have also comprised turning circles and zig zag manoeuvres. One important aspect concerning the turnaround time in the port is the docking manoeuvre, which normally depends on the prevailing weather conditions. In order to be able to model different scenarios in a better way, extensive tests of the models along the quay have been carried out. SShhiipp mmaatthheemmaattiiccaall mmooddeellss The tests will serve as a basis for the development of two advance mathematical

models of the ship dynamics. The models developed have been significantly improved, compared to previous HSC models, in three main areas:

- Shallow water influence on manoeuvring characteristics

- Shallow water influence on resistance characteristics

- Interaction effects between ship and quays (fenders)

Work has also been done to develop a seakeeping model for the catamaran. The requirement in the project is to simulate both ship types in all six degrees of freedom, i. e. to represent manoeuvring in both calm water and in waves. So far the program is to cope with this only for mono hulls. Thus the model is being extended to cover this the catamaran case also. The mathematical

models will be implemented in the TOHPIC simulator tool. TTOOHHPPIICC SSiimmuullaattoorr ttooooll The software tool developed in TOHPIC is a ship manoeuvring simulator where different interfaces and port layouts are implemented. Scenarios of proposed improvements and design ideas will be simulated by use of visual ship and mathematical models. The tool will be used to optimise circumstances for a port and a ship with respect to its special conditions. The methodology and functionality will be tested in three case studies: Port of Dublin, Nice and Barcelona. The three scenario case studies have been visualised and the first versions of the software tool have been tested by consortium end-users.

Figure 2. Ship manoeuvring simulator (SINDEL)



PPoorrtt IInntteerrffaaccee Stena Line has a very advanced High Speed Craft terminal in Dun Laoghaire that in many respects forms a base in the TOHPIC studies. The terminal is specialised for HSC and are leading with respect to Safety aspects Passengers facilities Short turn around time (only about 20 minutes for the complete turn around) Efficient mooring device Efficient flow of vehicles In order to develop general solutions a toolbox has been accomplished. The toolbox will enable the port to develop generic berth constructions. A matrix with different types and limitations of the present equipment has been produced and a survey of ships to identify the variations

in positions of doors, bollards and other limiting measures has been done. Ship-Shore interface equipment has been designed and standards that fit a large number of ship types are defined. The next step in the TOHPIC project is the optimisation of the physical flow of objects, the terminal layout and the general port infrastructure as Mooring/Unmooring, Refuelling, Catering, Loading/ Unloading and logistics flow. A high-lightened result is the importance of separating foot passengers transfer and goods flow in order to reduce accidents. It is worthwhile to point out that the benefits gained by the proposed solutions have to be compared with the costs for their implementation.

TTOOHHPPIICC pprroojjeecctt iinnffoorrmmaattiioonn Information about the TOHPIC project can be found on the Web sites http://www.amrie.org/ tohpic/ http://www.sspa.se/ research/tohpic/ Articles in magazines presenting the TOHPIC project can be found in Lloyds List May 31, 2001, Fast Ferry International July-August 2001, Vol 40 No 6 and -Cruise & Ferry Info Oct 2001, No 10. A brochure can be downloaded from the AMRIE/TOHPIC web site. Presentations of the project have been done at the AMRIE 10th High Level Conference, 29-30 November 2001, Brussels and at the 18th Fast Ferry Conference & Exhibition, 26-28 February 2002, Nice. Future views We will now switch to more general views out of the scope of the TOHPIC project. A statement that is very well established is that big ships effectively handle big transport volumes and weight. In this case sea transport

Figure 3. Dun Laoghaire terminal (STENA LINE)



is very successful. On the other side how can the possibilities of coastal and inland sea transports be extended? This will often be in combination with other transport modes but also in competition. We believe that in this case the actors have to meet two fundamental transport needs that are: higher transport frequencies and many connecting points.

A fuel consumption / performance comparison between different transport modes are shown in Fig. 4. Very Large

Crude Oil Carriers (VLCC) has the lowest gram / tonne-km and aeroplanes the highest. The aeroplanes represent also the highest speed. In between trucks and freight trains can be found. The vertical line at about 15 knots (28 km/h) displays the fact that going from larger to smaller ships implicates higher gram / tonne-km. Expressed

in another way we may say that small ships have relatively high unloaded weight with low cargo capacity per displacement. One way of enhancing this

condition is to build lightweight ship constructions. Our answers to the question of how to improve coastal and inland ship transport market share are: 1. Use smaller transport units feeders that can meet the need of high transport frequency and the possibility to reach many connecting points / ports. 2. Use lightweight sea-trucks to reduce own weight and hence the fuel consumption to get lower cost per tonne-km. 3. Design the sea-trucks especially for easy loading and unloading. 4. Develop an intermodal port where sea meets road and rail on one flat surface. 5. Direct the sea-trucks on demand basis from a centralised

Figure 4. Fuel/weight-distance versus speed for various vessels

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1

10

100

1000

10 100 1000

DC 10-30

75 metreRORO

Truck

Freight train

135 metre RORO

340 metre VLCC

Gram / tonne- km

High speedcraft

Km / hour

Figure 5. A sea-truck example: Single hull in composite material

00 10 20 30 40 50 60



intermodal control centre. To be time and cost efficient all cargo shall be reachable in every port. The loading of many different cargo units shall be fast and simple. Preferably the units shall be reachable one by one and the same units shall be possible to use on rail and road as well as on larger ships. Standard containers are shown in the example in Fig. 5 above. The design of the ship/shore interface as well as infrastructure in the intermodal port is very essential to form a sustainable concept. Rough figures of the transportation costs per tonne-km are presented in Fig. 6, for the different transport modes. (Kr = Swedish kronor). The column for the train shows the data when the

infrastructure costs are taken and the usage degree of the railway tracks are 33 % (which is high). Using sea-trucks it is possible to reach a higher service level than what todays bigger ships can offer. This is reached to a higher price per tonne-km compared to the bigger ships but significantly cheaper than what the road can offer. To summarise the gains using sea-trucks compared to road trucks it is possible to achieve - reduced transportation cost - improved mobility on the roads due to less congestion - less accidents - less pollution. In order to reach the last two points environmental and safety aspects have to be included at an early stage in the design

process of the sea-trucks as well as the intermodal port.

About the author: Peter Grundevik is Project Manager at SSPA Sweden AB in Gteborg since 1997. He received his PhD in Physics in 1982 at the University of Gteborg / Chalmers University of Technology. He has been working at the companies Ericsson Radio Systems, Waves and Dyning with telematics, communication and sensor technologies as well as management. He is engaged as an expert and lecturer in AIS (Automatic Identification System or transponder) techniques. He is co-ordinating the EC project TOHPIC (EC 5th Framework Project supported by DG Research) including 16 European partners. He is SSPA project manager of the EC projects DOLPHINS, E-MAR and WINGS-FOR-SHIPS.

Figure 6. Transportation costs for different transport modes

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0,5

1,0

1,5

2,0

2,5

RoRo 5000 Seatruck 200 Train 500 ton Truck 10 ton

Taxes and feesInfrastructureCapital & maintenanceFuelCrew cost

Kr / tonne- km

Saving70 %

100%

50 %

33 %

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