PARAMETER OPTIMIZATION OF SEA WATERWAY SYSTEM DREDGED TO THE

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1 ARCHIVES OF TRANSPORT ISSN (prnt): Volume 40, Issue 4, 2016 e-issn (onlne): DOI: / PARAMETER OPTIMIZATION OF SEA WATERWAY SYSTEM DREDGED TO THE SPECIFIED DEPTH CASE OF THE MODERNIZED ŚWINOUJŚCIE-SZCZECIN FAIRWAY Stansla Gucma Martme Unversty of Szczecn, Faculty of Navgaton, Marne Traffc Engneerng Center, Szczecn, Poland e-mal: Abstract: The paper presents a methodology for desgnng and optmzng the parameters of reconstructed marne aterays dredged to a certan depth. The reconstructon comes don to a partcular deepenng and denng of the ateray to permt operaton of longer, broader and deeper drang shps. The methodology, based on a systemc approach to the desgn and optmzaton of aterays, uses the method developed at the Marne Traffc Engneerng Centre (), Martme Unversty of Szczecn and methods of computer smulaton. The optmzaton crteron used s the mnmzaton of the aggregated costs of constructon and operaton of the ateray and ts navgaton systems Key ords: sea aterays, optmzaton of ateray parameters. 1. Introducton to the optmzaton of sea ateray systems One of the tasks of marne traffc engneerng s to optmze the system of aterays hch are to be deepened to a specfc depth. Dredgng of the ateray opens opportuntes for ncreasng the vessel traffc by allong bgger shps, th greater draft, length and dth, to enter the faray. Ths rases ssue relatng to deepenng the modernzed ateray and the determnaton of ts optmal dth. The problem heren consdered refers to the optmzaton of sea ateray systems undergong modernzaton. A system of martme aterays n terms of marne traffc engneerng conssts of a number of separate sectons (n). Each of the sectons of the ateray conssts of three basc elements (Gucma, 2013a): 1) Wateray subsystem. 2) Subsystem of vessel poston determnaton (navgaton subsystem). 3) Vessel traffc control subsystem. These elements nteract th each other and have a sgnfcant effect on the propertes of the system. The sectons of the ateray are dstngushed usng the follong comparatve crtera: - performed maneuver; - techncal parameters of the ateray; - techncal parameters used n navgaton systems; - prevalng eather condtons; - port regulatons and traffc control systems. Indvdual sectons are separated so that the same comparatve crtera are applcable along the hole length of a secton. If the entre area through hch the ndvdual secton of the ateray s covered by the same traffc control system, a model of ateray system can be smplfed to to elements. Then each of the sectons of the ateray conssts of to basc elements (Gucma, 2013b): 1) Wateray subsystem. 2) Navgaton subsystem. A smplfed model of ateray system s shon n Fgure 1. Condtons for safe operaton of shps on the ateray are descrbed by the state vector of condtons of safe operaton of 'maxmum shp' at - th secton of the examned ateray, rtten as (Gucma, 2013a): W [ typ, L, B, T, H, V, C, H ] (1) j j cj j j st j j j here: typj type of j-th 'maxmum shp for -th ateray secton; Lc j length overall of j-th 'maxmum shp for -th ateray secton; j 29

2 Stansla Gucma Parameter optmzaton of sea ateray system dredged to the specfed depth case of Fg. 1. A smplfed model of the system of aterays ncludng n sectons Bj breadth of j-th 'maxmum shp' for -th ateray secton; Tj draft of j-th 'maxmum shp' for -th ateray secton; Hst ar draft of j-th 'maxmum shp' for -th j ateray secton; Vj permssble speed of j-th 'maxmum shp' on - th ateray secton; Cj tug assstance on -th ateray secton (requred number of tugs and bollard pulls); Hj vector of hydrometeorologcal condtons acceptable for j-th 'maxmum shp' at -th secton of the ateray. The system of aterays s defned by parameters of ts components (subsystems). To elements of the marne ateray system at each of ts sectons are a functon of the state vector of the condtons of safe operaton of 'maxmum shp': A FW Nn n j here: A subsystem of -th ateray secton; (2) N navgaton subsystem of -th ateray n secton; n W state vector of safe condtons of operatng j- j th 'maxmum shp' for n-th navgaton system. The -th secton of the ateray s characterzed by four parameters (matrx elements): t l (3) A D here: h t type of -th secton of the ateray; l length of -th secton; D dth of the navgable area of -th secton; h mnmum depth of -th secton. A fe (n) navgatonal systems, characterzed by three parameters, may be operated on each of the ateray sectons: n N n mn (4) n n here: n accuracy of n-th navgaton system at -th secton of the ateray (standard devaton); mn avalablty of n-th navgaton system at -th secton (dependng on the tme of day and vsblty); nn relablty of n-th navgaton system at -th secton of the ateray (techncal relablty). 30

3 AoT Vol. 40/Issue It should be noted that for a specfc system of marne aterays defned by relevant parameters of the subsystems there exst a number of (j) types of 'maxmum shps' that fulfl the condtons of safe operaton. To determne the parameters of ateray elements e use optmzaton methods here the objectve functon s the cost of constructon and operaton/mantenance of sea ateray system, hch can be rtten as follos (Gucma, 2013b): m 1 k Z Ab Ae Nb Ne S mn (5) subject to the constrant, the condton of the safety of navgaton: djk ( 1a) D () t Pxy D( t) hxy ( t) Txy ( t) xy ( t) (6) here: D(t) navgable area at -th secton of the ateray (the condton of safe depth at moment t s fulflled); djk(1-) safe manoeuvrng area of j-th shp manoeuvrng at -th secton of the ateray under k-th navgatonal condtons, the area beng determned at confdence level 1-; Z cost of constructon and operaton of aterays composed of m-sectons; Ab cost of constructon (reconstructon) of the -th ateray secton; Ae cost of operaton of -th ateray secton; Nb cost of the constructon of a subsystem for determnng shp poston (navgaton systems) on -th ateray secton; Ne cost of navgaton systems operaton on - th ateray secton; k S shp operatng costs assocated th ateray passage (plotage, tug assstance, etc.) on -th ateray secton; hxy Txy xy Pxy ater depth at pont (x,y); shp draft at pont (x,y); underkeel clearance at pont (x,y); pont at (x, y) coordnates. 2. Methodology of the desgn and optmzaton of reconstructed sea aterays dredged to a specfc depth Usng a systemc approach to the optmzaton of aterays, the Marne Traffc Engneerng Centre () developed a method of optmzng parameters of the reconstructed ateray. The reconstructon, hch conssts n specfed deepenng and broadenng of the faray, ll allo operaton of larger shps: th greater draft, length and breadth. The process of desgnng marne aterays system s dvded nto to stages (Gucma et al., 2015): - concept desgn; - detaled desgn. The phase of concept desgn of aterays conssts of: - prelmnary determnaton of the matrx of condtons of safe operaton of 'maxmum shps' on the desgned ateray; - prelmnary determnaton of the matrx of the ntensty of vessel traffc for the desgned ateray; - prelmnary determnaton of parameters A ; Nn of the elements of ateray system. The underkeel clearance (UKC) and dths of safe manoeuvrng areas of ndvdual 'maxmum shps' are determned by prelmnary approxmate methods. Detaled desgn stage comes don to these steps: - choose 'characterstc shps' (for calculatons) and determne ther vectors of safe operaton condtons Wjmax( T ) shp th the maxmum I j j draft; W jmax d j shp th the maxmum dth of a safe manoeuvrng area; - determne the level of confdence 1 M at hch calculatons are made of UKCs and safe manoeuvrng areas for each 'characterstc shp'; - determne optmum parameters of the ateray system elements A ; N ; n - determne the matrx M of condtons of safe operaton of shps on the desgned ateray; - determne the matrx of ntensty I of vessel traffc for the desgned ateray. 31

4 Stansla Gucma Parameter optmzaton of sea ateray system dredged to the specfed depth case of Concept desgn and optmzaton stage For the 'maxmum shps' a matrx s bult th prelmnary condtons of safe operaton of the faray. The ros of ths matrx are the condtons of safe operaton of 'maxmum shps' of types ntended for operaton: typ1, Lc 1, B1, T1, V1, C1, H1 W 1 typ2, Lc 2, B2, T2, V2, C2, M H2 W2 typ3, Lc 3, B3, T3, V3, C3, H 3 W3 (7) At the concept desgn and optmzaton stage e defne a mnmum UKC and safe dths of manoeuvrng areas (mnmum safe dth of the faray at the bottom). The mnmum UKC as determned by the component margn method and the probablstc method. The UKC unambguously defnes the permssble drafts of maxmum shps. The parameters for safe manoeuvrng area of 'maxmum shps' on the aterays th one-ay traffc lanes ere determned usng the follong determnstc methods (Determnaton, 2008): - PIANC; - Canadan; - IMN (Insttute of Marne Navgaton); - method of generalzng the results of smulaton studes. Safe ateray dths are determned for: - straght (rectlnear) sectons of faray; - bends n the faray; - transton sectons beteen a bend and straght secton. Detaled desgn and optmzaton stage The stage of detaled desgn and optmzaton of parameters of deepened ateray system takes place n the follong order: A. determnaton of the optmal safe dths of the ateray for maxmum shp one-ay traffc. B. determnaton of the locaton and safe dths of passng places on the desgned ateray. C. determnaton of the locaton and optmal parameters of turnng basns on the desgned ateray (see artcle Gucma & Ślączka, 2015b). A. Determnaton of faray parameters for oneay traffc In order to determne the optmum ateray dths an algorthm as developed for calculatons at ths stage, hch dfferentates the straght sectons and bends because they requre dfferent methods of calculaton. The nputs to ths algorthm are: - precondtons for safe operaton of 'maxmum shps' ; - prelmnary navgaton subsystem of ndvdual sectons of the faray ; M N - prelmnary ateray (faray) subsystem defned as follos: A t l A (8) D h here three types of ateray (t) are dstngushed: - straght faray secton; - bend; - transton secton beteen the bend and the straght secton, 250 m long. The parameters h and = ere adopted from D d the concept desgn stage (for dfferent types of ateray). The algorthm of detaled desgn of the modernzed faray s shon n Fgure 2. Ths algorthm can be descrbed as follos: 1) Determnaton of safe manoeuvrng area dth (faray dth) of 'maxmum shps' at each secton of the Śnoujśce-Szczecn usng determnstc-probablstc methods (Gucma & Ślączka, 2015a). The dth of safe manoeuvrng areas s determned at a confdence level of 1-=0.95 for three 'maxmum' shps manoeuvrng n three condtons of vsblty and approprate navgaton system and n hydrometeorologcal condtons pre-determned at the desgn stage. For further calculatons, e select the maxmum safe dth of the data set encompassng all shps and navgaton condtons: d max d jk jk 32

5 AoT Vol. 40/Issue ) Determnaton of the dth of safe manoeuvrng areas on the bends and transton sectons of the faray, usng computer smulaton methods for to 'characterstc shps'. Smulaton tests are performed on models of these shps. 'Characterstc shps' are to shps selected for calculatons from the set 'maxmum shp' tested at a concept stage. These vessels have the follong characterstcs: - maxmum dth of safe manoeuvrng area: d max d ; jk jk - maxmum safe draft: max( T ). j j State vectors of safe operaton condtons for 'characterstc shps' are bult: W jd W jmax( Tj j) The dths of safe manoeuvrng areas are defned at a confdence level of 1-=0.95. The study used a smulaton method of movement n real tme (RTS) usng non-autonomous models, n hch the movement of the shp s controlled by a human (plot, captan). Smulaton tests are carred out on a full msson brdge smulator th 3D projecton-type vsualzaton, such as the one nstalled at the Marne Traffc Engneerng Centre (), the Martme Unversty of Szczecn. The computer smulaton methods for determnng dths of safe manoeuvrng areas of shps utlzed the dths determned by the method. The smulaton test procedure used n the desgn of sea aterays requres the follong steps (Gucma S., Gucma L.& Zalesk P., 2008): - formulate the research problem, and dentfy the desgn objectve, smulaton methods to be used and smulator type; - buld models of shp movement on the chosen smulator and verfy them; - desgn an expermental system and conduct the experment; - desgn and statstcally analyze test results. 3) Avalable dths of the reconstructed ateray are determned for rectlnear sectons usng the method: D d hle for the bends and transton sectons smulaton tests are used: SYM D l d l here these dths are determned as a functon of faray length (l ). 4) The to ateray subsystem parameters are optmzed on the bass of precse estmates of reconstructon and operaton/mantenance costs of ndvdual ateray solutons regarded as a system. Gven that: Z mn and havng the fulflled basc condton for safe navgaton e determne the ateray system parameters: A ; N n At the detaled desgn stage the navgaton subsystem s expanded to to basc N n navgaton systems for three dfferent vsblty condtons. 5) Determnaton of operatonal condtons for 'maxmum shps' of all types ncluded n the matrx of precondtons for safe operaton of shps. In ths step, e ncrease Loa and B at T = const of smaller shps n such a ay as to obtan equal safe manoeuvrng areas of all types,.e. d d - rectlnear secton; j j d l d l - faray bend. Ths ll allo determnng the matrx M of safe operaton of maxmum shps. B. Determnaton of the locaton and parameters of passng places Desgners of passng places for one-ay traffc lanes have to solve to problems: - determne a safe dth of the passng place for a partcular shp sze; - locate the stes of the passng places on the faray. A safe dth of a passng place for a specfc vessel sze s determned th the method for toay farays. The determnaton of passng place locaton on a one-ay faray s carred out by computer smulaton of vessel traffc streams for predefned parameters of predcted traffc and has the follong algorthm: 33

6 Stansla Gucma Parameter optmzaton of sea ateray system dredged to the specfed depth case of 1) Predct vessel traffc by shp szes and types. 2) Determne realstc varants of passng place locatons and ther parameters. 3) Estmate constructon costs of the dfferent optons of passng places. 4) Perform computer smulaton of antcpated vessel traffc streams on the faray, to specfy: - the lkelhood of queues of shps n dfferent shp sze groups; - total annual tmes of shps atng to enter the faray. 5) Choose the optmal locaton of passng places, takng nto account to crtera: - mnmzaton of passng place constructon costs; - mnmzaton of yearly atng tmes of vessels ntendng to enter the faray. Fg. 2. The algorthm of detaled desgn of ateray reconstructon and dredgng 3. Optmzed parameters of the reconstructed Śnoujśce-Szczecn faray dredged to 12.5 m The basc premse of the reconstructon of the Śnoujśce-Szczecn faray as ts deepenng to 12.5 m and denng allong safe navgaton of 'maxmum shps' n the one-ay traffc th the possblty of passng another shp (constructon of passng places) that ould not pose traffc restrctons. The Śnoujśce-Szczecn faray s a sea ateray of varyng features, stretchng from the Pomeranan Bay through the Śna, Kanał Melńsk, then across Zale Szczecńsk, through the Odra Rver and Przekop Meleńsk to the Port of Szczecn. The faray, 68 km long, has already been modernzed along ts km secton and adapted to 'maxmum shps' (deepened to 12.5 m). Therefore, ths artcle consders only the faray stretch from 16.5 km to 68.0 km. Applyng a systemc approach and the above-specfed comparatve crtera, e dvded the Śnoujśce-Szczecn faray nto nne characterstc sectons (Gucma, et al., 2015; PIANC 2014). Three 'maxmum shps' ere examned n the concept stage of redesgnng the Śnoujśce- Szczecn faray (Navgatonal analyss..., 2015): - cruse shp LOA = 260 m; - contaner shp LOA = 210 m; - bulk carrer LOA = 195 m. 34

7 AoT Vol. 40/Issue Usng the method, e determned mnmum safe dths of the Śnoujśce-Szczecn faray sectons at a confdence level of 0.95, for three types of 'maxmum shp' descrbed above, manoeuvrng under three dfferent hydrometeorologcal condtons. Calculatons ere made for to drectons of traffc: Szczecn and Śnoujśce. The largest safe faray dths are requred by the cruse shp LOA = 260 m, and these dths as d ere accepted for further studes. The calculaton results for the cruse shp proceedng from Śnoujśce to Szczecn are shon n Fgure 3. To of these 'maxmum shps', cruse shp and bulk carrer, produced on the faray bends comparable dths of safe manoeuvrng areas ( method). The contaner shp sept smaller dths of safe manoeuvrng area. Therefore, the to characterstc shps ere qualfed for further smulaton studes on faray bends: - cruse shp LOA = 260 m, - bulk carrer LOA = 195 m. The smulaton tests ere amed at determnng safe manoeuvrng areas of 'characterstc shps' on the bends and turnng basns of the Śnoujśce- Szczecn faray. The smulatons ncluded the bends: - Mańkó (41.0 km 43.0 km); - Ińske and Babna (51.5 km 55.5 km); - Śęta (58.5 km 61.0 km). The dths of manoeuvrng safe areas ere determned at a confdence level of 1-=0.95. The study used a smulaton method of shp movement n real tme (RTS) usng non-autonomous models, n hch the shp s steered by a human (plot, captan). The smulatons ere performed on a full msson brdge smulator th 3D projecton-type vsualzaton, namely a Kongsberg Martme Polars AS smulator, nstalled at the, the Martme Unversty of Szczecn. To computer models of 'characterstc shps' ere bult and verfed: cruse shp LOA = 260 m, bulk carrer LOA = 195 m (Navgatonal analyss..., 2015). Fg. 3. Safe dth of the Śnoujśce-Szczecn faray for a cruse shp bound for Szczecn for the exstng ads to navgaton, at a confdence level of

8 Stansla Gucma Parameter optmzaton of sea ateray system dredged to the specfed depth case of The follong ranges of smulaton tests have been developed for the cruse shp and bulk carrer, each passng the Śnoujśce-Szczecn faray (V = 8 knots): 1. Mańkó 41.0 km 43.0 km / 250 m: - passage to Szczecn - current = 0. - nd = 10 m/s NW and SW 2. Ińske-Babna 51.5 km 55.5 km / 250 m: - passage to Śnoujśce - current = outgong, 0.7 knot - nd = 10 m/s S and W 3. Śęta 58.5 km 61.0 km / 250 m: - passage to Śnoujśce - current = outgong, 0.7 knot - nd = 10 m/s S and W To seres of tests for each 'characterstc shp' manoeuvrng under to dfferent nd drectons, NW and SW. To seres of tests for each 'characterstc shp' manoeuvrng under to dfferent nd drectons, S and W. To seres of tests for each 'characterstc shp' manoeuvrng under to dfferent nd drectons S and W. The mnmum number of smulated manoeuvres n a test seres as n = 12 for one nd drecton (Gucma S., Gucma L., Zalesk P., 2008). Manoeuvre smulatons ere performed by shp plots from Szczecn Plot Staton, captans experenced n manoeuvrng large shps. Each navgator performed to smulated manoeuvres n a gven test seres. An analyss of the smulaton results usng statstcal conformty tests has shon that: 1) the bggest dths of safe manoeuvrng areas on all the faray bends are sept by the cruse shp, LOA = 260 m; 2) n all examned bends the dths of safe manoeuvrng areas determned by smulaton methods are smaller than those determned by the method. Example results of smulaton studes,.e safe manoeuvrng areas of the cruse shp and bulk carrer defned at a sgnfcance level of 0.95 are shon for to bends of the Śnoujśce-Szczecn faray (Navgatonal analyss..., 2015; Artyszuk et al., 2015): - Mańkó - Fg. 4; - Ińske - Fg Fg. 4. Safe manoeuvrng areas of the cruse shp and bulk carrer on the Mańkó Bend (41.0 km 43.0 km of Śnoujśce-Szczecn faray). Wnd speed of 10 m/s [m] Shore lne Faray centre lne Prelmnary depth contour 12.5 m Sept path 95% - bulk carrer Sept path 95% - cruse shp [m]

9 AoT Vol. 40/Issue Fg. 5. Safe manoeuvrng areas of the cruse shp and bulk carrer on the Ińske Bend (51.5 km 53.0 km Śnoujśce-Szczecn faray). Wnd speed of 10 m/s These dagrams sho theoretcal prelmnary depth contours 12.5 m determned at the concept desgn stage th the method and safe depth contours 12.5 m determned through smulated passages of the cruse shp and bulk carrer, marked as 95% sept paths. The navgable area meetng the crtera of the mnmum constructon and operaton costs and navgaton safety condtons as desgned on the bass of safe manoeuvrng areas determned through smulatons. The optmal horzontal parameters of Śnoujśce- Szczecn faray bends ere determned from results of smulated passages. These parameters ere defned on the bass of safe manoeuvrng areas of the cruse shp LOA = 260 m, because ther dths ere greater than the correspondng dths sept by the bulk carrer LOA = 195 m. Takng nto account the manoeuvrng dfferences of the examned shp types (cruse shp, contaner shp and bulk carrer) and regardng the dths of ther safe manoeuvrng areas dentfed by the and smulaton methods, e defned the condtons for safe operaton of these vessels on the Śnoujśce- Szczecn faray. Accordngly, the shps' parameters ere ncreased (LOA and B) for the contaner shp and bulk carrer so as to meet: j d j d d l d l These analyses permtted to determne both 'maxmum' safe parameters of partcular types of shps for the modernzed Śnoujśce-Szczecn faray: 1) cruse shp LOA = 260 m; B = 33.0 m; T = 9.0 m; 2) contaner shp LOA = 240 m; B = 32.3 m; T = 11.0 m; 3) bulk carrer LOA = 220 m; B = 32.3 m; T = 11.0 m, and the condtons for ther safe operaton M. For these shps, smulatons ere also used to determne safe parameters of turnng basns on the Śnoujśce-Szczecn faray and lay out optmal locaton and parameters of passng places. Based on the results presented n ths artcle, a mathematcal model of the faray as developed 37

10 Stansla Gucma Parameter optmzaton of sea ateray system dredged to the specfed depth case of (Navgatonal analyss..., 2015), a bass for the techncal desgn of ts modernzaton. The nvestment project s currently beng mplemented. 4. Conclusons The artcle descrbes a nely developed methodology for the desgn and optmzaton of sea ateray system parameters n case of faray deepenng to a specfc depth. The methodology nvolves determnng safe dths of the aterays for 'maxmum' shps usng dfferent navgaton systems under dfferent hydrometeorologcal condtons. Safe dths of aterays are determned usng: - method (Marne Traffc Engneerng Centre, Martme Unversty of Szczecn) for rectlnear sectons of the ateray; - computer smulaton methods for bends and transton sectons of the ateray. Ths methodology also takes nto account the optmzaton of the locaton and dth of passng places and turnng basn parameters. The crteron used for the optmzaton of sea ateray system parameters s mnmzed total cost of rebuldng the ateray and ts navgaton systems. Ths methodology has been appled recently n the desgn of the reconstructed Śnoujśce-Szczecn faray to be dredged to 12.5 meters along ts entre length. References [1] ARTYSZUK, J. et al., Optmzaton of ateray bend dth to computer methods of shp movement smulaton. Conference on Marne Traffc Engneerng and Internatonal Symposum Informaton on Shps (MTE / ISIS). Kołobrzeg, [2] Determnaton of target safe parameters of the Szczecn-Śnoujśce faray [n Polsh], Research ork commssoned by the Seaports of Szczecn and Śnoujśce; Szczecn: Martme Unversty of Szczecn,. [3] GUCMA, S., 2013a. Condtons of safe shp operaton n sea ateray systems. Scentfc Journals Martme Unversty of Szczecn, 36 (108), pp [4] GUCMA, S., 2013b. Optmzaton of sea ateray system parameters n marne traffc engneerng. Journal of Konbn, 2(26), pp [5] GUCMA, S., et al., Martme aterays. Desgn and operaton n terms of traffc engneerng [n Polsh]. Gdańsk: Fundacja Promocj Przemysłu Okrętoego Gospodark Morskej, p [6] GUCMA, S., GUCMA, L., ZALEWSKI, P Smulaton methods of research n marne traffc engneerng [n Polsh]. Gucma, S. (eds.). Publshng House Martme Szczecn: Unversty of Szczecn, p [7] GUCMA, S., ŚLĄCZKA, W., 2015a. Methods for optmzaton of sea ateray systems and ther applcaton. Polsh Martme Research, 22(3), , pp [8] GUCMA, S., ŚLĄCZKA, W., 2015b. Shp movement smulaton studes used for optmzng ateray system elements the case of a turnng basn Isthmus Orl n the port of Szczecn. Conference on Marne Traffc Engneerng and Internatonal Symposum Informaton on Shps (MTE / ISIS). Kołobrzeg, [9] Navgatonal analyss of the Śnoujśce- Szczecn modernzaton (deepenng to 12.5 m) [n Polsh], Research ork carred out for Europrojekt Gdańsk SA, Szczecn: Martme Unversty of Szczecn. [10] PIANC, Harbour Approach Channels Desgn Gudelnes. PIANC Report, PIANC Secretarat General. Brussels. 38