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JANUARY
JANVIER
2011
ON COURSE
PIANC E-Magazine
PIANC
ON COURSE
PIANC E-Magazine
142
J A N U A RY
JANVIER
2011
ISBN: 978-2-87223-170-6
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EAN: 9782872231706
TABLE OF CONTENTS
Message of the President
Message du Prsident
13
25
35
First of all, on behalf of PIANC HQ and management, I wish you and your
loved ones a very happy and successful New Year!
2011 will be undoubtedly become a remarkable year in PIANCs 126-year history. To start with: when
you are reading this message, you will be looking at a screen, as from now on, PIANC is publishing
100% digital publications. The new hardware, such as iPad and the like, are allowing us to read documents whenever and wherever we prefer to do so in the most convenient way. I hope you will appreciate this change in policy, which for a technical association that pretends to be leading the way, is
defi nitely not inappropriate.
This years AGA will be the stage for the fi rst presidential elections in PIANCs history. Four candidates,
presented by Belgium, France, the UK and the USA, will be competing to become the new President.
I am confi dent that the First Delegates of our Qualifying Members will make the best choice after all
candidates will have presented their policy plans to the AGA.
To ensure continuity in the management, Louis Van Schel has offered to continue as Secretary-General
for a new mandate until a full-time employed Secretary-General will be recruited. We will continue our
endeavours to attract new Qualifying Members and we hope that the club of Platinum Partners will be
enlarged in the near future.
Looking at the programme for this year, I would like to highlight some events:
-
We will participate in the International Transport Forum in Leipzig in May to promote IWT as an
environment-friendly mode of transport.
In September, New Orleans will be the scene for another Smart Rivers Conference.
The preparation of our contribution to next years World Water Forum in Marseille, in which our
French Section is taking the lead.
Sincerely yours,
MESSAGE DU PRSIDENT
Cher membre,
Tout dabord, de la part du secrtariat gnral et de la direction de lAIPCN, je souhaite une bonne anne
vous et vos chers!
Lanne 2011 deviendra sans aucun doute une anne remarquable dans lhistoire de 126 ans de lAIPCN. En
premier lieu: vous lisez ce message sur un cran, comme dsormais, lAIPCN ne publie que des publications
digitales. Le nouveau hardware, comme iPad et consorts, nous permet de lire des documents o et quand
nous prfrons dune manire le plus confortable. Jespre que vous apprciez ce changement en politique,
ce qui cadre bien dans la philosophie dune association technique qui prtend faire autorit.
LAGA de cette anne servira de scne o se droulera la premire lection prsidentielle dans lhistoire
de lAIPCN. Quatre candidats, avancs par la Belgique, la France, le Royaume-Uni et les Etats-Unis, concourront pour devenir le nouveau prsident. Je suis convaincu que les premiers dlgus de nos membres
qualifis feront le meilleur choix aprs que les candidats auront prsent leurs plans stipulant la politique
suivre lAGA.
Afin de garantir la continuit sur le plan de la direction, Louis Van Schel a propos de prolonger son mandat
de secrtaire gnral jusqu ce quun secrtaire gnral plein temps soit engag. Nous poursuivrons nos
efforts pour attirer de nouveaux membres qualifis et nous esprons que le club des Partenaires Platinum
stendra dans un proche avenir.
En jetant un coup dil au programme pour cette anne, jaimerais mettre laccent sur les vnements suivants:
-
Au mois de mai, nous participerons l International Transport Forum Leipzig, afin de promouvoir
le transport par voie navigable intrieure en tant que moyen de transport cologique.
En septembre, la Nouvelle-Orlans sera hte dune nouvelle dition de la Confrence Smart Rivers.
La prparation de notre contribution au prochain Forum Mondial de lEau Marseille, auquel la section
franaise reprsentera notre association.
La prparation de PIANC-COPEDEC VIII, qui aura lieu Chennai, en Inde en fvrier 2012.
Bien vous,
KEY WORDS
cruise shipping, infrastructure for cruise shipping,
marina, berth, rail and road connectivity
MOTS-CLEFS
croisire, infrastructure pour la croisire, marina,
accostage, connections par rail et route
1. INTRODUCTION
Cruise shipping is one of the most dynamic and
fastest growing components of the leisure industry
worldwide. It is fast emerging as a new marketable commodity/product, growing at the rate of
12 % per annum globally, however still marginal
in India.
3. REQUIREMENTS OF
CRUISE SHIPPING
Cruise shipping is an international industry and its
contribution to the countrys economy is governed
by the industry structure infrastructure and policy
package in place. Various relevant components
are:
(i)
(ii)
Fig. 1: Schematic Map of the Indian Coastline with its Major Ports
(iii)
(iv)
(v)
(vi)
(vii)
(ii)
(iii)
(iv)
(v)
country.
To put into operation appropriate promotional programmes that would effectively convert cruise passengers to long stay visitors.
(vii) To maximise the benefits from the cruise industry consistent with the protection of the
environment.
(viii) To ensure that the cruise shipping industry
in India becomes internationally competitive
with other destinations and contributes to
the economy in terms of generation of foreign exchange, income, employment and
business opportunities.
(ix) To attract the right segment of foreign tourists to cruise shipping in India.
(x) To popularise cruise shipping with Indian
tourists.
(xi) To enhance an absorptive capacity of the
country by developing existing and new visitor attractions, including event attractions in
line with Indias efforts to improve the tourism product.
(vi)
2)
3)
4)
5)
6)
7)
8)
The following environmental issues to be addressed for sustainable development have been
identified for implementation:
c)
b)
c)
b)
d)
Minerva
Queen Elizabeth II
Legend of Seas
Song of Flower
Renaissance VII
Renaissance VIII
Rotterdam Vi
Island Princess
Arkona
Sea Godess
Maxim Gorky
Vislamor
Sage Ross
Crystal Symphony
Europa
Silver Cloud
Marco Polo
Royal Star
Star Flyer
Silver wind
Clilia II
Victoria
Oriana
10
Mumbai
Mormugao
Port Blair
New Mangalore
Chennai
SUMMARY
Cruise shipping, the most dynamic and fastest
growing industry, is seen as a potential area for
development by India. The Government of India
has promulgated the Policy for promoting Cruise
Shipping on the coastline spread over 7,500 km.
The necessary infrastructure, such as the development of marinas and berthing facilities, road and
rail connectivity, etc. are taken up through Public
RSUM
La croisire tant lactivit la plus dynamique et
plus forte croissance est considre comme
une opportunit de dveloppement pour lInde. Le
gouvernement indien a promulgu une Politique
de promotion de la croisire sur la cte qui stend
sur 7500 km. Les infrastructures ncessaires comprenant le dveloppement de marinas, douvrages
daccostage, de connections par rail et route, etc.
sont entreprises sous la forme de projets de parte-
nariat Public Priv. Les enjeux environnementaux des activits de croisire ont t identifis
pour mise en uvre. Les ports principaux sous
lautorit du gouvernement indien, cest--dire les
ports de Cochin, de Chennai, de Mumbai, de Mormugao, le nouveau port de Mangalore et de Port
Blair dveloppent des quipements de croisire
pour attirer les touristes nationaux et trangers.
ZUSAMMENFASSUNG
Da die Kreuzfahrtschifffahrt eine dynamische
und schnell wachsende Industrie ist, wird sie in
Indien als potenzielles Entwicklungsgebiet angesehen. Die indische Regierung hat die Politik zur
Frderung der Kreuzfahrtschifffahrt entlang der
ber 7.500 km langen Kstenlinie per Gesetz bekannt gegeben. Die notwendige Infrastruktur inklusive Entwicklung von Hfen, Anlegevorrichtungen,
Straen- und Schienen-Anschlussmglichkeiten
etc. wird durch Public Private-Partnership-Projekte
11
12
KEY WORDS
ship squat, PIANC empirical formulas, under-keel
clearance, deep draft navigation, sensitivity study,
unrestricted entrance channels
MOTS-CLEFS
surenfoncement de navire, formules empiriques
de lAIPCN, clair sous quille, navigation avec un
grand tirant deau, tude de sensibilit, chenaux
daccs non restreints
1. INTRODUCTION
PIANC has many empirical formulas for predicting ship squat in entrance channels. Some of the
most widely used are by Barrass (2004), Eryuzlu
et al. (1994), Huuska (1976), Rmisch (1989) and
Yoshimura (1986). These formulas are based on
limited laboratory and fi eld measurements, but are
used for the newer generation of larger tankers,
containerships and bulk carriers. Most are functions of a limited number of ship and channel parameters in an effort to minimise the number of free
parameters and increase the ease of use. Typical
ship parameters include ship speed Vk (knots),
block coeffi cient CB and ship dimensions of length
between perpendiculars Lpp, beam B and draught
T. Ship speed is speed relative to the water and
is one of the most important parameters, as one
can usually slow down to reduce squat. Channel
parameters include water depth h, type of channel
cross-section Ac, side slope n and bottom channel width W. Channel types are unrestricted (U)
13
14
4. SENSITIVITY ANALYSIS
The goal of the sensitivity analysis was to quantify the effect of significant input parameters on
the squat predictions for the PIANC empirical
formulas in an unrestricted channel. Table 1 lists
the ship and channel parameters that are in the
PIANC formulas. An interesting observation is
what is not explicitly included in some of the formulas, even though they are used for all ship and
channel types. For instance, (a) B3 has no dependence on Lpp, (b) E2 has no dependence on Lpp
or CB, (c) R1 has no dependence on CB for stern
squat and (d) Y2 has no dependence on B. All but
B3 are functions of gravity g.
Based on ship, channel and squat formulas, three
sensitivity analysis parameters were selected for
study. Table 2 on the next page lists these parameters and ranges. The U channel is one of the
simplest and is applicable for all of the PIANC formulas. A channel can be modelled as a U channel
even if it is not ideally an unrestricted channel. If
trench height hT is small enough (i.e. hT /h ~ 0.0)
and channel width W (i.e. W/B > 8 to 10) and side
slope n (i.e. n > 20 to 50) are large enough, then
a U channel is appropriate for this channel reach.
The Base Case values are used as the standard
for comparison since they match many of the ship
and channel characteristics.
15
5. RESULTS
16
17
18
5.4 Rmisch
19
6. DISCUSSION
The Barrass predictions are not affected by h/T
since this parameter is not explicitly included in his
formula. The effect of changes in CB on predicted
stern squat is approximately 1 to 1. The predicted
stern squat increased or decreased by 8 % as CB
increased or decreased by 8 % (i.e. CB = 0.05).
The Eryuzlu squat predictions are not dependent
on CB. The effect of 8 % changes in h/T (i.e. h/T
= 0.1) is approximately 1 to 1 on the squat predictions. A decrease of 8 % in h/T results in an increase in squat of approximately 8 % and a similar
decrease in squat for an increase in h/T.
The Huuska/Guliev squat predictions are functions
of CB and h/T. Again, changes in CB result in near
1 to 1 changes in predictions. An 8 % decrease or
increase in CB decreases or increases squat predictions by approximately 8 % for all three ship
speeds. Changes in h/T are slightly larger for fixed
CB = 0.65. A decrease in h/T to 1.1 for shallower
depths causes an increase in predicted squat of
8 to 12 % for the three ship speeds. Similarly, an
increase in h/T to 1.3 for deeper channels gives
a decrease in squat of 8 to 10 % as a function of
ship speed.
The Rmisch stern squat predictions are not affected by CB, since CB is not included in his stern
formula. Decreases in channel depth to h/T = 1.1
results in 0 to 14 % increases in stern squat predictions as ship speed increases from 5 to 15 kts.
Increasing UKC to h/T = 1.3 results in decreases
in stern squat of 3 to 11 %.
The Yoshimura squat predictions are affected by
both CB and h/T. Again, changes in CB pro-duce
nearly identical changes (i.e. 1:1) in squat predictions. A decrease of 8 % in CB from 0.65 to 0.60
results in decreases of 8 to 9 %. Similarly, an increase of 8 % to CB = 0.70, causes an increase in
predicted squat of 8 to 9 %. Decreasing the channel depth by 8 % to h/T = 1.1 causes an increase
in squat predictions of approximately 7 % for the
three ship speeds. Likewise, increases in depth
to h/T = 1.3 leads to reductions of 4 to 8 % for all
ship speeds.
In summary, all five squat formulas give reasonable predictions, but the user needs to be aware
20
7. ACKNOWLEDGEMENTS
The author wishes to acknowledge the Headquarters and the US Army Corps of Engineers
for authorising the publication of this paper. The
squat formulas in this paper are updates from the
PIANC WG30 report that will be reported and
documented in the new WG49 report. Particular
thanks go to Wilbur Wiggins (CESAW) and Capt
Steven Carmel (Maersk Shipping) for supplying
information on the Savannah entrance channel
and Susan Maersk containership.
8. REFERENCES
Barrass, C. B. (2002): Ship Squat A Guide for
Masters, Private report, www.ship-squat.com.
Barrass, C.B. (2004): Thirty-Two Years of Research into Ship Squat, Squat Workshop 2004,
Elsfleth/Oldenburg, Germany.
Barrass, C. B. (2007): Ship Squat and Interaction
for Masters, Private Report, www.ship-squat.com.
Briggs, M.J. (2006): Ship Squat Predictions for
Ship/Tow Simulator, Coastal and Hydrau-lics Engineering Technical Note CHETN-I-72, U.S. Army
Engineer Research and Develop-ment Center,
Vicksburg, MS, http://chl.wes.army.mil/library/
publications/chetn/.
Briggs, M.J. (2009): Sensitivity Study of PIANC
Ship Squat Formulas, International Conference on
Ship Manoeuvring in Shallow and Confined Water:
Bank Effects, Antwerp, Belgium, May 13-15, 57-67.
Briggs, M.J., Vantorre, M., Uliczka, K. and Debaillon, P. (2010): Chapter 26: Prediction of Squat for
Underkeel Clearance, Handbook of Coastal and
Ocean Engineering, World Scientific Publishers,
Singapore, 723-774.
Rmisch, K. (1989): Empfehlungen zur Bemessung von Hafeneinfahrten, Wasserbauliche Mitteilungen der Technischen Universitt Dresden,
Heft 1, 39-63.
Srkia, E. (2007): Economical Efficiency to be
Achieved with a Regulatory Change Only with
Consideration for Navigational Risks, PIANC
Magazine, 129, 23-34.
Stocks, D.T., Dagget, L.L. and Page, Y. (2002):
Maximization of Ship Draft in the St. Lawrence
Seaway Volume I: Squat Study, Prepared for
Transportation Development Centre, Transport
Canada.
Uliczka, K. and Kondziella, B. (2006): Dynamic
Response of Very Large Containerships in Extremely Shallow Water, Proceedings 31st PIANC
Congress, Estoril, Spain.
Yoshimura, Y. (1986): Mathematical Model for
the Manoeuvring Ship Motion in Shallow Water,
Journal of the Kansai Society of Naval Architects,
Japan, No. 200.
ICORELS (International Commission for the Reception of Large Ships) (1980): Report of Working
Group IV, PIANC Bulletin No. 35, Supplement.
Ohtsu, K., Yoshimura, Y., Hirano, M., Tsugane,
M. and Takahashi, H. (2006): Design Standard
for Fairway in Next Generation, Asia Navigation
Conference, No. 26.
Overseas Coastal Area Development Institute of
Japan (2002): Technical Standards and Commentaries for Port and Harbour Facilities in Japan.
PIANC (1997): Approach Channels: A Guide for
Design, Final Report of the Joint PIANC-IAPH
Working Group II-30 in cooperation with IMPA and
IALA, Supplement to Bulletin No. 95.
Puertos del Estado (1999): Recommendations for
Maritime Works (Spain) ROM 3.1-99: De-signing
Maritime Configuration of Ports, Approach Channels and Floatation Areas, CEDEX, Spain.
21
APPENDIX A:
PIANC SHIP SQUAT FORMULAS
This appendix describes the five PIANC empirical
squat formulas of Barrass, Eryuzlu, Huuska/Guliev, Rmisch and Yoshimura. Symbols are listed
and defined in Appendix B. More detailed descriptions with constraints for channel and ship parameters are described in PIANC (1997), Briggs
(2006), Briggs (2009) and Briggs et al. (2010).
The new PIANC WG49 report is planned for publication in 2011.
(9)
(4)
(10)
22
APPENDIX B: SYMBOLS
The following symbols are used in this paper:
23
SUMMARY
A sensitivity analysis on the effect of input parameters on PIANC empirical squat predictions was
conducted. Five of the most popular PIANC formulas, including Barrass, Eryuzlu, Huuska/Guliev,
Rmisch and Yoshimura were investigated for
unrestricted or open channels. Input parameters
included ship speed Vk, block coefficient CB and
channel depth to ship draught h/T. The fully-loaded post-Panamax Susan Maersk containership
was used as the example ship. Channel parameters were selected based on reasonable ranges
that would occur in the entrance channel of the
RSUM
Une analyse de sensibilit sur leffet des paramtres dentre sur les prdictions empiriques de
surenfoncement de lAIPCN a t ralise. Cinq
des formules de lAIPCN les plus populaires incluant Barrass, Eryuzlu, Huuska/Guliev, Rmisch
et Yoshimura ont t testes pour des chenaux
non restreints ou ouverts. Les paramtres
dentre comprenant la vitesse du navire Vk, le
coefficient de bloc CB et le rapport profondeur
du chenal sur le tirant deau du navire h/T. Le
porte-conteneurs post-Panamax Susan Maersk
pleine charge a t pris comme navire exemple.
Les paramtres du chenal ont t retenus dans
des gammes de valeurs raisonnables reprsentatives du chenal daccs du port de Savannah
en Gorgie. 27 configurations au total ont t appliques dans ltude de sensibilit. Toutes les
cinq formules de surenfoncement donnent des
prdictions raisonnables, mais lutilisateur devrait
tre conscient des effets des incertitudes dans
les variables dentre. Aucune formule ne semble
donner coup sr une meilleure estimation que
les autres. De nombreux pays et chercheurs ont
leurs favorites quils utilisent plus aisment. La
pratique prfrentielle de lauteur est de calculer
une moyenne des cinq, en gardant conscience
des prdictions de surenfoncement maximum
et des possibles en-torses leurs contraintes
dapplication dues au type de chenal ou de navire.
ZUSAMMENFASSUNG
Eine Sensitivittsanalyse ber den Einfluss der
Eingangsparameter auf die empirischen SquatVorhersagen gem der PIANC wurde durchgefhrt. Fnf der beliebtesten PIANC Formeln
einschlielich der von Barrass, Eryuzlu, Huuska/
Guliev, Romisch und Yoshimura wurden fr unbegrenzte oder offene Kanle untersucht. Die
Eingangsparameter beinhalteten die Schiffs-geschwindigkeit Vk, den Blockkoeffizienten CB sowie
das Verhltnis von Kanaltiefe zum Tiefgang des
Schiffes h/T. Das voll beladene Post-Panamax
Containerschiff Susan Maersk wurde als Schiffsbeispiel verwendet. Die Kanalparameter wurden
basierend auf Bereichen, die im Zufahrtskanal
zum Hafen von Savannah, Georgia, auftreten
24
Corresponding author
JULIEN CHAUCHAT
Universit de Grenoble,
LEGI, CNRS UMR 5519,
BP 53,
F-38041 Grenoble Cedex 9,
France,
E-mail : julien.chauchat@hmg.inpg.fr
MOTS-CLEFS
clapage, transport sdimentaire, modlisation numrique, modle deux phases, sable fi n
KEY WORDS
dredged sediment release, sediment transport,
numerical simulation, two-phase fl ow model, fi ne
sand
1. INTRODUCTION
La gestion des clapages (ou rejets en mer des
produits de dragage) constitue une problmatique
25
(1)
Lutilisation de lapproche deux phases pour
traiter la problmatique hydrosdimentaire est apparue dans les annes 90 [Teisson et al., 1992 ;
Nguyen et al., 2009 ; et rfrences incluses].
Dans cette approche, le mlange eau/sdiment
est dfini comme constitu de deux phases: une
phase continue, leau, et une phase disperse,
les sdiments. Des quations de conservation de
la masse et de la quantit de mouvements sont
crites pour chaque phase. Le domaine dtude
stend du fond non rodable jusqu la surface
libre. Cest--dire que les processus de transport
des particules en suspension, de sdimentation, de tassement et de consolidation sont pris
en compte de manire continue sans avoir
considrer lrosion dune couche ou le remplissage dune autre. Le modle deux phases de
transport sdimentaire que nous avons dvelopp [Barbry et al., 2000 ; Nguyen et al., 2009 ;
Chauchat et al., 2008] est un modle deux fluides de ce type. Il est adapt aux milieux denses en diffrentiant les deux constituants et il inclut les effets de la turbulence. Dans ce travail,
ce modle est appliqu au cas du clapage. La
configuration exprimentale utilise par Villaret
et al. (1997) et Villaret et al. (1998) a t retenu.
26
(2)
(3)
sexprime en fonction de ugr , la vitesse relative entre le fluide et les particules, et de tfs , le temps de
relaxation de la particule. Ce dernier terme correspond au temps dexistence dune diffrence de
vitesse entre la particule solide et le fluide. Le coefficient CD est le coefficient de trane moyen. Il
dpend du nombre de Reynolds sdimentaire Res
et de la fonction de forme de la particule solide.
Nous utilisons la formule de Haider et Levenspiel
(1989).
(4)
(5)
(6)
(7)
(8)
< >
27
3. CONFIGURATION DE LETUDE
De nombreux essais de clapage ont t raliss
dans le canal n 5 du LNHE-EDF (80 m x 1.5 m x
1.5 m) par Boutin (2000), Villaret et al. (1997) et
Villaret et al. (1998). Le but tait dtudier la phase
de chute du rejet ainsi que la phase de courant
de densit sur le fond, dans un fluide au repos ou
en mouvement. Les tests ont t raliss avec du
sable, de la vase et des mlanges sablo-vaseux.
Nous nous limitons ici au cas du sable. Nous
prsentons succinctement les conditions exprimentales utilises par Villaret et al. (1997) et Villaret et al. (1998) sur lesquelles les simulations
sappuient.
4. RESULTATS
La figure 1 prsente les rsultats de simulation
diffrents instants pour lessai e6. Le rejet du mlange eau - sdiment forte concentration induit
la naissance de deux tourbillons contrarotatifs de
part et dautre de laxe du rejet. Leau environnante se mlange au rejet. Lorsque le jet et les
deux tourbillons entre en contact avec le fond
la phase de chute se termine pour laisser place
une phase de transport sur le fond. Les phnomnes observs exprimentalement sont bien
reprsent qualitativement par le modle deux
phases. La conservation de la masse dans le domaine en cours de calcul est trs bonne puisque
lerreur relative est de lordre de 0,05 %.
Les expriences ont permis de sortir les paramtres
suivants: diamtre du rejet (Dr), hauteur ou
cote du rejet par rapport au fond (Hr), temps de
chute (Tc), vitesse (Ufr) et hauteur (Hfr) du front
28
Figure 1. Isocontours de la concentration en sable et champs de vitesse simuls (cas de lessai e6)
diffrents instants. Le temps de chute Tc = 1.8 s correspond linstant o lisocontour 0,5 g/l
atteint le fond. On y observe la phase de chute (t = 1.10 s) et la phase de transport sur le fond
(t = 3.92 s et t = 5.93 s).
de concentration lors de la phase de progression
sur le fond. Comme Freson (2004) nous avons
choisi de considrer le rejet comme les zones
de concentrations suprieures ou gales Cc
= 0,5 g/l. Les paramtres prcdents sont donc
calculs en considrant cette concentration de
coupure. Afin de tenir compte de lincertitude de
mesure, les rsultats exprimentaux sont tracs
en min et max. La figure 2 montre lvolution de Hr
et Dr durant la phase de chute pour les essais e6,
e11 et e12. On constate que pour lessai e6, les
rsultats sont en bon accord avec lexprience.
Pour les essais e11 et e12, une lgre survaluation de Hr apparat tandis que Dr est lgrement sous-valu. La diminution du temps de
chute et laugmentation du diamtre du rejet avec
laugmentation du volume et de la concentration
du rejet sont bien reproduits (e6/e11). La diminution du temps de chute et une trs faible augmentation du diamtre du rejet avec laugmentation du
diamtre des particules sont galement reproduits
(e11/e12). Le tableau 2 montre que les rsultats
de simulation sont proches des donnes exprimentales. Lerreur relative sur le diamtre de
29
5. CONCLUSIONS
Cette tude a montr que lapplication dun
modle diphasique deux fluides au cas du cla-
6. REMERCIEMENTS
Les auteurs remercient le CETMEF pour le financement de cette tude (contrat N 05 510006000-228-6034) et le CRIHAN pour les moyens de
calculs.
Figure 2. Evolution temporelle de la position infrieure (Hr) et du diamtre (Dr) de rejet durant
la phase de chute pour lessai e6 (gauche), lessai e11 (centre) et lessai e12 (droite) :
simulation numrique ;
exprience de Villaret et al. (1997)
en intgrant la barre derreur.
Tableau 2. Temps de chute (Tc) et diamtre de rejet (Dr) en fin de chute, et Vitesse (Ufr)
et hauteur (Hfr) du front du courant de densit durant la phase de transport sur le fond :
rsultats des simulations (num) et valeurs exprimentales [Villaret et al., 1997].
30
31
7. RFRENCES
Barbry, N., Guillou, S. et Nguyen, K.D. (2000):
Une approche diphasique pour le calcul du transport sdimentaire en milieux estuariens , C.R.
Acad. Sci., IIb, 328, pp 793799. doi:10.1016/
S1620-7742(00)01264-2
Boutin, R. (2000): Dragage et rejets en mer.
Les produits de type vase , Presses de lENPC.
2000, 307 p.
Chauchat, J. et Guillou, S. (2008): On turbulence closures for two-phase sediment-laden
flow models , J. Geophys. Res., 113, C11017.
doi:10.1029/2007JC004708
Chauchat, J., Guilou, S. et Nguyen, K.D. (2008):
Utilisation des mesures rhomtriques pour la
modlisation diphasique du transport sdimentaire , Rapport de contract N H054, Universit
de Caen-CETMEF, 62 p.
Freson, F.I. (2004): Simulation numrique du
clapage en mer : Etude du champ proche-Chute et
Transport sur le fond , Thse, Universit Techn.
de Compigne, 316 p.
Farout-Freson, I., Sergent, P., Lefranois, E. et
Dhatt, G. (2006): Modle numrique de clapage
phase de chute , IXmes JNGCGC, Brest, pp
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RSUM
La maintenance des chenaux de navigation
et des zones portuaires implique la ralisation
doprations de dragage pour garantir une profondeur deau suffisante. Les produits de dragages
sont dposs en mer (opration de clapage) si
les conditions dimmersion fixes par la convention dOslo sont satisfaites. Toutefois, le clapage
de sdiments peut induire des nuisances sur
lenvironnement. Nous utilisons un modle de
SUMMARY
The port structures are often established in areas
where water levels are fairly low, especially in estuaries. It is then necessary to perform dredging to
allow ships accessing to the docks. The dredged
sediment is released over a predefined deposit
zone. Because of the concentration of the sediment cloud appearing during the release, more
than 350 g/l at the beginning, there is an impact
on the environment. The chemical composition of
water is affected directly.
After the release, the sediments settle under a
cloud of very high concentration. This settling step
ZUSAMMENFASSUNG
Hafenanlagen werden oft in Gebieten errichtet,
wo die Wassertiefen gering sind, insbesondere in
stuaren. Es ist dann notwendig, Ausbaggerungsarbeiten durchzufhren, um Schiffen die Zufahrt
zu ermglichen. Das ausgebaggerte Sediment
wird in einer vorher definierten Deponierungszone freigesetzt. Wegen der Konzentration der
Sedimentwolke, die sich whrend der Freisetzung
bildet (zu Beginn mehr als 350g/l) entsteht ein
Einfluss auf die Umwelt. Die chemische Zusammensetzung des Wassers wird direkt beeinflusst.
Nach der Freisetzung schlagen sich die Sedimente unter einer sehr hoch konzentrierten Wolke
nieder. Auf diesen Schritt des Niederschlags folgt
ein Einfluss auf die Sohle durch Bildung eines
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Suspensionsstroms.
Der Zweck dieses Beitrags ist das Studium dieses Phnomens mittels numerischer Simulationen
unter Verwendung eines Zwei-Phasen-Modells
fr den Sedimenttransport (Barbry et al., 2000 ;
Chauchat et al., 2008 ; Nguyen et al., 2009). Es
basiert auf der Lsung der Erhaltungs- und Impuls-Gleichungen fr jede Phase (Wasser und
Partikel) und integriert dann die Interaktion zwischen Partikeln und Wasser. Ein Vergleich mit
den experimentellen Konfigurationen von Villaret
et al. (1997, 1998), ohne Strmung, zeigt, dass
die verschiedenen Schritte des Phnomens recht
gut ohne Modellierung der Turbulenz reproduziert
werden knnen.
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BELGIUM
Barge to Business
Full Steam Ahead for Inland Waterways
(Press Release)
Barge to Business, an exciting European event about logistics and supply chain management, focussed on
This is the first time inland navigation has showcased itself to the
public in such a way, said Hilde
Bollen of Promotie Binnenvaart
Vlaanderen (Promotion of Inland
Navigation Flanders), who led the
conference organising team of European partners involved in PLATINA
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37
PIANC Secretary-General
Louis Van Schel
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BRAZIL
Embraport Container
Terminal
Dubai Ports World, Odebrecht and
Coimex will start the construction of
the New Container Terminal in Santos early 2011. The Port of Santos is
the largest port in South America and
the new terminal is expected to move
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IADC/IAPH
New edition of Dredging
for Development
Since its first edition in 1983, Dredging for Development has been recognised as the standard work for a
clear, non-technical introduction to
the complex field of dredging. This
newly updated sixth edition is edited
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ON THE CALENDAR
Ro-Ro Shipping Conference
The Ro-Ro Shipping Conference will
take place in Copenhagen, Denmark
on March 9-10, 2011, which will be
an event dedicated solely to ro-ro
shipping. It will provide a key forum
for ro-ro owners and operators to
discuss the dynamic changes and
new challenges that the industry faces. Promising the usual cutting-edge
debate, the Ro-Ro Shipping Conference 2011 will offer unparalleled networking opportunities making it the
event of choice for everyone working
in the ro-ro industry.
The Conference will provide vital industry insights into ro-ro stakeholders planning their business strategy
for 2011 and beyond. Highlighted
sessions this year include:
High profile ro-ro shipowner & operator panel: hear ro-ro industry
Frans-Herman Cammel
Project Manager IADC
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Following the World Canals Conference 2010, which was held in September 2010 in Rochester, USA, the
next edition of this event will take
place in Groningen, The Netherlands
on September 19-24, 2011. Save the
date and find out more details soon
on the Conference website at http://
www.worldcanalsconference2011.
nl/.
14th International
Riversymposium
Save the date!
Following the 13th edition of October
11-14, 2010 in Perth, Australia, the
14th International Riversymposium
will take place on September 26-29,
2011 in Brisbane, Queensland. This
Conference will explore the multiple
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Dredging 2012
The Conference Dredging 2012
Dredging in the 21st Century 40
Years of Dredging and Environmental Innovation will take place in San
Diego, USA in the fall of 2012. This
three-day Conference is organised
by PIANC USA and COPRI/ASCE.
More information will be available
soon at the PIANC USA website at
http://www.pianc.us/.
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