Solutions to Minimize Sediment Resuspension in Ports

Srše, Jure; Perkovič, Marko; Androjna, Andrej; Brčko, Tanja

doi:10.56080/jms220503

Cited by 4 publications

(3 citation statements)

References 2 publications

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“…The market for sediment resuspension prevention technology offers several sea bottom overlaying material types. The type of scour protection material is influenced by: cohesive (mud) and non-cohesive (sediment particles), sediment size and density, bathymetry of the sea bottom [6].…”

Section: Port Bottom Rip-rap Technique To Prevent Sediment Scouringmentioning

confidence: 99%

Minimisation of Propeller-Induced Sediment Resuspension with Rip-Rap System

Srše¹,

Perkovič²,

Grm³

2023

JMS

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Sediment resuspension caused by the movement of propellers during manoeuvring is a major problem in daily port operations. Negative impacts include: Marine flora and fauna, sediment erosion that weakens berth structures, sediment deposits that require dredging. Later, this leads to delays in port operations. Several authors have proposed different methods to cope with this problem. This paper presents methods and tools to determine the critical propeller jet velocities, which are the most important parameter to determine the size of the bank stabilisation system. The tool is a bridge simulator that can be used to simulate the intrusive departure manoeuvre of a ship. The ship motion data are analysed to determine the critical shear stress of the sediment particles. The critical velocity induced by the propeller jet is determined using the German method.

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Section: Port Bottom Rip-rap Technique To Prevent Sediment Scouringmentioning

confidence: 99%

Minimisation of Propeller-Induced Sediment Resuspension with Rip-Rap System

Srše¹,

Perkovič²,

Grm³

2023

JMS

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“…In both cases, the numerical results were in good agreement with the experimental tests and presented reduced computational costs. Srse et al [8] numerically investigated the impact of sea traffic on the port of Koper in Slovenia, utilizing the hydrodynamic (HD) and mud transport (MT) modules of MIKE 3 FM. The dynamic ship data were first calculated using the Full Mission Bridge Simulator, and then the data were included in MIKE 3 FM.…”

Section: Introductionmentioning

confidence: 99%

Ship-Forced Sediment Transport: A New Model for Propeller Jet Flow

Colangeli,

Leftheriotis,

Dimas

et al. 2024

Water

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A numerical model is presented for ship-induced sediment transport, focusing on the fundamental role of propeller jet flow. The new module has been implemented in the open-source numerical model FUNWAVE in order to reproduce the effect of the propeller on sediment transport. Numerical simulations have been performed for both stationary and moving vessel cases, as well as for different values of propeller revolution speed. Numerical results are presented for the propeller-induced velocity field and the resulting morphological evolution of the seabed. Qualitative similarities are observed between the numerical results and literature experimental findings, showing the ability of the model to mimic complex morphodynamic processes induced by ship propellers. Compared to stationary vessel cases, smaller scour depths are generated in moving vessel cases. It is concluded that the effect of the propeller provides a major contribution to the mobilization and suspension of seabed sediment, and it should not be neglected in numerical models for ship-induced sediment transport.

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“…The trend of the future is toward ships that call at ports with low under-keel clearance (UKC), with less and less distance between the seabed and the propeller tip and greater main engine and thrusters' power. Propeller thrust, propeller diameter and the other factors mentioned above create a propeller jet velocity field that results in sediment resuspension (SR), which has known negative effects on sea flora and fauna, berth walls, quay piles (erosion) and the deposits of resuspended sediment [1]. This paper deals with sediment resuspension in the Bay of Trieste.…”

Section: Introductionmentioning

confidence: 99%

Sediment Resuspension Distribution Modelling Using a Ship Handling Simulation along with the MIKE 3 Application

Srše,

Perkovič,

Grm

2023

JMSE

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The environmental effects of ship propellers were not even close to fully examined before the current massive ships were introduced to sea trade. Larger ships, result in greater length, beam, draft and propulsion power. Of concern here is the under-keel clearance (UKC) and applied power, the most important parameters causing sea bottom sediment resuspension and, consequently, the transport and deposition of washed sediments. The problems are multifarious: shorelines could be contaminated with heavy metals, petroleum hydrocarbons and other organic chemicals, which are sometimes buried deep in the sediment bed. The effects of resuspension on marine life have been well documented by marine biologists. Further, a ship passing through a flow field may have a significant hydrodynamic effect on the shipping channel: waves generated by moving vessels can accelerate shoreline erosion; erosion around quay piles have a negative impact on sea flora. Waves can also affect other manoeuvring vessels or ships at berth. Available empirical models are applicable for a steady state condition, addressing velocity and, consequently, shears at the sea bottom for defined UKC and states of applied power. The idea here is to calculate material resuspension dynamically in the water column based on realistic manoeuvring conditions, which can be a matter of some complexity. During a manoeuvre, the pilot must bring the ship into or out of the harbour in the safest possible way, operating the telegraph, rudder, thrusters and possibly tugs, and also co-ordinating the work of the linesmen. The jet speed powering the vessel is not only a function of the speed of the propeller, but also of the present speed of the ship, which has an effect on the propeller’s constantly changing torque. Additionally, the bathymetry is constantly changing, and the streamlines hit not only the seabed, but also the bank and other structures of the harbour basin. The resuspended material remains in the column long after the ship has finished manoeuvring, moving slowly through the entire water column and being transported not only by the remaining streamlines of the ship but also by general currents. Realistic manoeuvring parameters can be obtained from real-time simulations with a real crew using state-of-the-art Full Mission Bridge Simulators (FMBS); eddies and the like contribute to the distribution and material resuspension and can be calculated by applying numerical modelling. In this paper, a container ship departure manoeuvre is simulated dynamically using Wartsila FMBS obtained data, which are postprocessed and coupled with the MIKE 3 FM hydrodynamic modelling application to which we add the precise port of Koper bathymetry to gain ship propeller spatial jet velocity distribution in specific time domains. Obtained jet velocity distribution is further coupled with the MIKE 3 MT particle tracking application to visualize total resuspended sediment transport patterns, etc. Container ships were selected to amplify the urgency of this phenomenon; they are the most intrusive in terms of resuspending and scouring the seabed given their powerful engines and larger propellers. Passenger ships could have been used, car carriers, or even tankers; but the fear among scientists is that the issue will not be taken seriously enough by certain stakeholders.

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Solutions to Minimize Sediment Resuspension in Ports

Cited by 4 publications

References 2 publications

Minimisation of Propeller-Induced Sediment Resuspension with Rip-Rap System

Minimisation of Propeller-Induced Sediment Resuspension with Rip-Rap System

Ship-Forced Sediment Transport: A New Model for Propeller Jet Flow

Sediment Resuspension Distribution Modelling Using a Ship Handling Simulation along with the MIKE 3 Application

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