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CATZOC
CATZOC
Discussion on:
CATZOCs
Under-keel clearance methodology
(Malacca Strait TSS)
Dynamic Underkeel Clearance Systems
Intertanko Captain Jonathon Pearce
20 October2016 Senior Pilotage Advisor
CATZOCs
ENCs that are on the market today do not always depict the
real world as accurately as would be desired.
ENCs (and paper charts) are compiled from multiple data
sources, some modern and comprehensive, some old
(even ancient) and others from all stages in between.
IHO Data Quality Working Group (DQWG) found :
CATZOCs was not well understood, not liked, nor allowed
mariners to adequately make decisions based on data quality.
Countries believe that legacy data can only be a maximum of
CATZOC B as it does not take into temporal degredation
The DQWG has, therefore, rejected CATZOC for S-101 and is
developing a new and improved method to depict data quality.
Source and Reliability Diagrams
CATZOCs Newer Charts
ECDIS CATZOC/Safety Contours
CATZOCs accounts for errors
Recorded water level across Prince of Wales Channel 15/16 May 2007
1.5
booby
goods
hammond
1
nardana
ince
Water level relative to AHD [m]
0.5
-0.5
-1
-1.5
12:00 18:00 00:00 06:00 12:00
MAIB Findings
Considerations on how
clearances are calculated
VARIABLE RISK
2.1
Gross UKC 6 Components
Component Notes
Static Draught Uncertainties The ships draught is not always known with absolute certainty.
Water Density
Ship Squat including dynamic trim Prediction of ship squat depends on ship characteristics and channel
configurations. the most important ship parameter is its speed VS.
Dynamic heel During turning of a vessel, heeling will occur depending on the ships speed,
rate of turn, metacentric height and tugboat line forces.
Wave response allowance Potentially the largest ship factor, especially if the ship is in an exposed
channel where large waves are present. Ships in water have a natural period
of oscillation in heave, roll and pitch. Resonance, with amplification of ship
motions, can be expected if their natural period is close to the period of the
dominant wave forcing.
Net underkeel clearance UKCNet Largest Component and is what is left as a safety margin for the ship after
subtracting the other ship factors (wave-induced vertical ship motions, ship
squat and dynamic heel) from the nominal channel bed level or depth.
Squat
2
= 1.5 .
2 .
Squat is Unique
Channel Blockage is
like a fingerprint
\its different for
every port
Which formulae?
tmax C B F2 nh
= Co B
t l pp 1 F 2 nh
t Vs
=S = ( Frh )3 where Frh
3 gh
F2 nh 1 F2 nh
S = 2.4 2 =SbM 2 0.01Lpp 61.7Cb 0.6
Ks Lpp / T 1 F 2
l pp 1 F 2 nh nh
SbR = Cv CF K T T
S sR = Cv K T T F2 nh
SbH = 2.4 Ks
L2pp 1 F 2 nh
F2 nh
T
0.27 SbHo = 1.96
SbE 0.113B Fnh1.8 1.08 < h / T < 2.75 L2pp 1 F 2 nh
h
S Cb Vs
3
V2 A
= =S 2.20
= S2Cb where S2 s
T 45 h
.
g Ac As
1 2T
SbD = Vk Cb SbJ =
0.7 + 1.5 1 Cb + 15 1
Cb
3
2
Vs
95 h
h T L pp B h T L pp B
g
=
Note : L pp B R= LB and h T RhT
Panamax 12.0m draft
Gross UKC Component 5
Wave Response
Wave Response
Affected by:
Sea Conditions!
wave height & period
wave to hull angle of incidence
wave-current-vessel interaction
Vessel
hull geometry
stability characteristics
vessel speed (relative to waves)
Inherent difficulty and danger
in generalising wave response
of one vessel against another
SEA
Wave Spectra
Swell:
Medium period waves.
All waves with periods
over 7 seconds and less
than 30 seconds
Significantly affect ship
motions
Ship Motions Unique to each Vessel
Vessel Spectra
10
0
0 5 10 15 20 25 30
Spectral Alignment Wave/Vessel
2.5 10
95% Exc
9
5 0845
Energy Trader
Formosa Fifteen
1 4
0.5 2
0 0
0 5 10 15 20 25 30
Singapore and Malacca Straits
An Example - IMO UKC Rule
12
10
3.5
Gross UKC [m]
2.5
4
2 2
0
1.5 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Percentile [%]
Transit Date
Draft
Class Tide [m]
Speed TW
Nett UKC [m]
Nett UKC @ Nett Approx 250
[m] [kn] 7 kn UKC [m]
vessels over 4
2016-02-28 21 TANKER 1.02 14.27 1.37 2.34 0.97
Charted depth
25.50m
22.60m
Net Squat
Water Required
0.24m
23.34m
0.44m
23.54m
1.04m
24.14m
1.24m
24.34m
moving towards
https://vimeo.com/165530252
DUKC Primary Outcomes
Melbourne
Draughts of tankers have increased to 14.7m for a
14.0m design channel
Geelong
Since commissioning this year, drafts increased from
11.5m to 11.9m, with an aim to go to 12.3m
Kwinana
Additional additional 50cm in available draft over a static
system per import tanker
OMC International