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164-176
In recent years there has been a resurgence of hopper dredge construction and consequently a renewed
interest in the design of such vessels. Principal physical and operational characteristics of this type of
dredging plant are described briefly. Certain aspects of their design are discussed with particular reference
to proposed regulatory requirements, various features of new hopper dredges recently constructed or presently under construction both for the Government and private dredging contractors, and other current developments.
Introduction
THE SEAGOINGtrailing suction hopper dredge is generally recognized as a most important dredging plant for constructing,
improving and maintaining navigation channels, particularly
approaches to coastal ports. The modern hopper dredge represents well over a century of development and operational experience. Unfortunately, much of this experience is unrecorded.
Until recently (1977), hopper dredges used for navigation
channel dredging in the United States were owned and operated
exclusively by the U.S. Army Corps of Engineers. In the 25-year
period immediately preceding 1977, only two new hopper dredges
(the Markham in 1960 and the McFarland in 1967) were built
in the United States. During the past few years, as a result of
Federal legislative actions and new Corps of Engineers policies
governing contractual procedures relating to dredging, several
private dredging contractors have constructed a number of
hopper dredges. In addition, the Corps of Engineers expects to
continue to own and operate a minimum number of hopper
dredges based mainly upon requirements for national defense
and other emergency purposes. Consequently, the Corps has
resumed dredge construction with a program of three new hopper
dredges. One of these new dredges was completed during the past
year and the other two are presently under construction.
This resurgence in hopper dredge construction has served to
generate renewed interest in the design of such vessels, and the
U.S. Coast Guard has proposed new regulations applicable to load
line and stability requirements. This paper discusses various
physical characteristics and operational considerations that affect
the design of this type of plant, including the aforementioned
proposed regulatory requirements, the characteristics of certain
new vessels recently constructed or presently under construction,
and other current developments of interest. It is intended to be
a brief discussion of various aspects of hopper dredge design and
related current developments rather than a comprehensive or
detailed treatment of the subject. A brief section describing
certain fundamentals of dredging and dredges, with particular
emphasis on how hopper dredges work, has been included as a
preface to the main body of the paper and a possible benefit to
those who may not be acquainted with this specialized segment
of the marine industry.
Dredging and dredges
Dredging may be defined simply as any process for the removal
1President, Dredge TechnologyCorp., New York, N.Y.
2 Marine and Dredging Consultant, Ocean, N.J.
Presented at the September 24, 1981 meeting of the New York Metropolitan Section of THE SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS.
164
0025-3316183/2002-0164500.51/0
MARINE TECHNOLOGY
General considerations
Dredging is a subaqueous earthmoving technique and therefore
dredges nominally are considered to be tools of the civil engineer.
The civil engineering discipline usually sets the performance
standards for dredging projects and these standards have an
important impact upon the design of dredges. These standards
relate to productive capability and the ability to accomplish work
in an orderly manner pursuant to established job specifications.
However, the actual design of dredges requires a blend of many
engineering disciplines with particular emphasis on naval architecture and marine engineering. This is especially true for
hopper dredges.
As in the case of other construction-type floating plant and
ships in general, the design of dredges is dictated mainly by the
proposed service and use, with due consideration of work requirements and prevailing environmental conditions. A hopper
dredge can be designed for operation in a particular waterway
or channel project involving the removal, transport and disposal
in a specified manner of a certain volume or quantity of a parAPRIL 1983
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OUTBOARD PROFILE
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168
MARINE TECHNOLOGY
APRIL 1983
Table 1
Wheeler
(LCHD)
Essayons
(MCHD)
Length overall
409 ft
350 ft
Length between
384 ft
333 ft
perpendiculars
Breadth
78 ft
68 ft
Depth
39.5 ft
35 ft
Draft (loaded)
29.5 ft
27 ft
Hopper volume
8400 CY
6000 CY
Propulsion power 2-5280 hp
2-3600 hp
each
each
Speed (loaded)
14.5 knots
13.4 knots
Dredging depth
80 ft (see Note 3) 80 ft
(max)
(94 ft w/
(94 ft w/
extension)
extension)
Yaquina
(SCHD)
Manhattan
Island
(see Note 1)
200 ft
193 ft
281 ft
265 ft
58 ft
17 ft
12 ft
825 CY
2-1125 hp
each
10 knots
45 ft
52 ft
21.5 ft
19.5 ft
3600 CY
2-1500 hp
each
11.5 knots
70 ft
(55 ft w/
extension)
DREDGE PUMPS:
Atchafalaya
(see Note 2)
Eagle I
197 ft
193.3 ft
340 ft
311 ft
372 ft
338 ft
68.3 ft
24.3 ft
22.4 ft
5514 CY
2-3730 hp
each
14 knots
80 ft
72 ft
34 ft
28.3 ft
8830 CY
2-6900 hp
each
14 knots
70 ft
40.7 ft
16.3 ft
14.5 ft
1308 CY
2-850 hp
each
9 knots
45 ft
Stuyvesant
Dredge
(65 ft w/
extension)
Dragarm mounted
number
2
2
...
discharge dia.
26 in.
26 in. . . .
power
1600 hp each
1450 hp each
...
Inboard
number
2
2
2
2
1
2
2
discharge dia.
30 in.
26 in.
16 in.
24 in.
20 in.
33.5 in.
36 in.
power
1800/3600 hp
1500/3000hp
565 hp each
850 hp each
600 hp each
1400 hp each
1852 hp each
each
each
(see Note 4)
(see Note 4)
Accommodations
40
38
28
22
16
28
32
Owner
Corps of
Corps of
Corps of
North American Gulf Coast
Bean Dredging Stuyvesant
Engineers
Engineers
Engineers
Trailing Corp.
Trailing Co.
Corp.
Dredging Corp.
Shipbuilder
Avondale
Sun Ship/Bath Norfolk
Southern
Twin City
Avondale
Avondale
Shipyards,
Iron Works,
Shipbuilding
Shipbuilding
Shipyard,
Shipyards,
Shipyards,
Inc.
Inc.
& D D Co.
Corp.
Inc.
Inc.
Inc.
Year built
under
under
1980
1977
1980
1981
under
construction
construction
construction
NOTES:
(1) First of a class of four dredges. Essentially similar vessels (and year built) are: Sugar Island (1979), Dodge Island (1980), and Padre Island
(under construction).
(2) The Mermentau, a vessel of the same class, except that it will be equipped with two dragarms and two dredge pumps, 18 in. and 472 hp
each, is under construction at Twin City Shipyard, Inc.
(3) The Wheeler is also equipped with a 42-in.-diameter center dragarm capable of dredging to 60 ft.
(4) Electric motor drive designed for dual power operation with higher power indicated for direct pumpout operation.
fresh water and fuel oil. Benefits of the larger hopper volume
would be realized when carrying lighter dredged material. On the
other hand, dredges that are cubic limited would be able to reach
the assigned load line only when carrying relatively dense dredged
material. Such a ship would be able to carry large amounts of fuel
oil and fresh water without affecting its ability to carry a full
hopper of any dredged material.
It is noted that all of the Corps dredges fall below the average
line (cubic limited), while all of the commercial dredges are above
the average line (deadweight limited). The reasons for this significant difference are varied and are probably the result of taking
into account the many possible operational requirements and
resulting design criteria. These different requirements and design
criteria may not be significant when considered singly. However,
when design decisions are based on a clearly defined design
philosophy, the end results are significant. The following indicate
some of the major differences that affect the comparative designs.
The Corps of Engineers dredges are designed to have the
capability of operating in remote areas during national defense emergencies. The crew complement and the capability
of carrying the relatively large amounts of consumables required for such operations are considered to be of prime
importance.
Dredging work performed under contract is usually paid for
MARINE TECHNOLOGY
IO000
9000
8000
7000
o
6000
D
J
o
~y
,y
5000-
i-
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47
4000"
o
31:
/
/
3000"
FOLLOWING
2000"
ASSUMED
AVERAGES:
I000'
ESTIMATED
IO
12
I4
IS
lS
M I L L I O N CUBIC YARDS
ANNUAL PRODUCTION ( B I N M E A S U R E M E N T )
Fig. 10
I0
Stuyvesant Dredge
WHEELER
Representative E u r o p e a n
design (average)
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U S
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15
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50
I
35
40
45
50
L B P x B E A M x DEPTH IN C Y x l O 3
Fig. 11
APRIL 1983
171
As indicated in Table 1, the propulsion power (on each propeller) of the various hopper dredges recently built or under
construction ranges from 1000 hp for smaller vessels up to about
7000 hp for the largest. Diesel engines were the unanimous choice
for propulsion plants on the ships listed. In this connection, it is
noted that medium-speed (400 to 600 rpm) engines are preferred
for the larger dredges (such as the Corps' Wheeler and the Stuyvesant dredge); however, more severe space and weight constraints on medium- and small-size hopper dredges dictate the
selection of higher-speed engines (900 to 1200 rpm or more) that
are more compact and lighter in weight.
Controllable-pitch (CP) propellers have been adopted by the
Corps of Engineers for its new hopper dredges. The suitability
of such propulsion systems has been demonstrated from the
standpoint of being able to effectively provide full power during
all three principal modes of dredge operation (that is, trailing
suction dredging, free-running loaded to the disposal area, and
free-running light while returning to the dredging site). However,
CP propeller systems are more costly than comparable fixedpitch propeller installations. The vulnerability of hopper dredges
to propeller damage due to striking submerged obstructions,
steep channel banks, etc. during dredging operations also may
be a factor. Fixed propellers were selected for all of the new
commercial hopper dredge designs mentioned in this paper. If
a fixed-pitch propeller is used, the condition selected for propeller
design should be determined with care and weighted toward the
trailing (dredging) conditions. It is noted that the privately owned
dredge Atchafalaya is equipped with Z-drive propulsion units
with 360-deg steerable propellers.
Dredging
Propulsion
Since they must be highly maneuverable vessels capable of
turning in tight quarters, particularly when dredging in relatively
narrow navigation channels which may be only slightly wider
t h a n the length of the dredge, it has long been the general practice
to equip hopper dredges with twin screws and rudders. This arrangement also is desirable, if not essential, when dredging along
channel edges (banks) and for maintaining course in cross currents encountered in certain projects. Most modern hopper
dredges also are equipped with bow thrusters that serve to improve dredge control at slow propulsive speeds and facilitate
mooring operations particularly when engaged in direct pumpout
operations.
Considering the full-bodied hull form of hopper dredges and
taking into account that most hopper dredging operations involve
hauling distances that average about 5 miles and rarely exceed
30 miles, propulsive speeds in the 10-to-15-knot range when
free-running at loaded draft generally are adequate. However,
from the standpoint of design, consideration of power requirements during trailing suction dredging operations is considered
to be most important. Hydraulic drag of the suction arms as well
as the friction of the draghead against the bottom must be taken
into account. In the past, a significant number of dredges proved
to be underpowered in this respect notwithstanding the attainment of design speeds of 10 knots or more in the free-running
mode. The effectiveness of trailing suction dredging depends
largely upon the nature of the bottom material and the speed of
the suction draghead (and consequently the dredge itself) over
the bottom. Experience has shown that optimum dredging speeds
vary from 1 knot or less to 6 knots or more for various types of
materials under diverse job conditions. For general design purposes, a propulsive power sufficient to permit dredging at trailing
speeds of 4 knots against a 4-knot current is considered to be a
reasonable requirement. This criterion is generally used in the
U.S.; other areas may require more or less depending upon prevailing soils and currents. In addition, the adverse effect of prevailing shallow-water conditions at dredging sites should not be
overlooked in the determination of speed design requirements.
APRIL 1983
systems
Automation
Significant new developments in hopper dredge design t h a t
have been mentioned or described in preceding sections of this
paper include:
split-hull construction
submerged dragarm-mounted dredge pumps
continuously variable level overflows
In addition, primarily in order to reduce crew requirements,
automation of both ship and dredging machinery has been incorporated to a large extent in all of the new hopper dredges for
operation in the United States: With respect to propulsion and
other ship systems, these vessels generally are built with the capability for operation with unattended engine rooms in accordance with USCG Navigation Circular No. 1-69, dated 8 January
1969 and are inspected and classed by ABS with Maltese Cross
ACCU certification. Also, in all cases, the dredging system as a
whole on these vessels is designed to be operated by a single officer (or dredgemaster) at a central control station on the bridge.
On all Corps dredges, dragarm handling is completely automatic
from the stowed position on deck to the dredging positions,
during the dredging cycle and return to the stowed position. Also,
on the Wheeler and Essayons, the Corps has provided for automation to the maximum extent practicable of various elements
of the hopper dredging process as means for attaining more effective control and optimum efficiency of operation. Major portions of the automation system or devices or both being provided
on the aforementioned hopper dredges are prototype designs or
applications, as described in some detail in reference [7]. In
particular, "first-time" automatic control systems are included
that provide for:
governing hopper loading by automatically raising and
lowering variable overflow levels (forward or aft, port or
starboard) in response to preset instructions and to vessel
trim, list and draft;
control of the hopper dumping operation by opening/closing
175
Conclusion
Fig. 12
Other developments
Other new developments worthy of mention, but which have
not as yet been adopted on any hopper dredges in the United
States, are discussed briefly in the following:
Active d r a g h e a d s . Standard dragheads are relatively inefficient in hard compact soils, particularly in plastic clay. Fitting
suction heads with scrapers or cutting edges to improve efficiency
in these soils is a solution that has been tried with many variations. It is noted that, with such installations, the cutting forces
developed must be transferred through the suction pipe from the
propulsion system. In the case of compacted sands, the use of
water jetting nozzles fitted to the draghead has served to increase
production, and a further increase in production in such materials
can be gained by recirculating the overflow mixture through the
draghead jetting system. However, the most significant improvement that can be gained in both compacted sands and
plastic clays is by the application of hydraulically driven rotary
cutters within the draghead itself. Tests with developmental and
prototype units in The Netherlands have shown dramatic increases in production in such materials. Plastic clay is very cohesive and the loading of relatively large masses or "balls" of this
material could cause severe dumping problems in hopper dredges
with conventional dumping doors. The split-hull type dredge is
particularly advantageous for use in conjunction with active rotary dragheads if substantial quantities of this type of soil must
be dredged in locations where heavy traffic or adverse sea conditions make the use of conventional cutterhead pipeline dredges
impractical.
Multipurpose hopper dredge. The Cosmos, a combination
trailing suction hopper dredge and oil pollution control vessel,
was recently delivered in The Netherlands. The primary use of
this dredge is maintenance dredging of Europort channels in the
Rotterdam area; and it is designed and fitted with all the normal
equipment required to carry out this mission. However, the vessel
is also equipped with oil recovery arms for skimming and removing spilled oil from the water surface. For this purpose an oil
pump room is provided and, since the oil is collected in the hop-
176
1 ft = 0.3048 m
1 in. = 25.4 mm
1 yd3 = 0.7645 m3
I mile = 1.6 km
1 nautical mile = 1.852 km
1 psi = 6.894 kPa
1 hp = 0.7457 kW
References
1 Fortino, Ernest P., "New Approaches to the Design of Hopper
Dredges," MARINETECHNOLOGY,Vol. 17, No. 4, Oct. 1980, pp. 371384.
2 Murden, William R. and Mauriello, Louis J., "Hopper Dredge
Design Considerations," Proceedings,Ninth World Dredging Conference
(WODCON IX), Vancouver, B.C., Canada, Oct. 29-31, 1980, pp. 149173.
3 van Dooremalen, J. J. C. M. and van Drimmelen, N. J., "The Effective Combination of Modern Dredging and Oil Spill Recovery Technologies on the 'Slicktrail,' "SNAME, New York Metropolitan Section,
Oct. 1979.
4 "Freeboard of Dredgers and Barges Fitted with Bottom Doors,"
Bureau Veritas, Guidance Note N.I. 144 BM.1, Oslo, Norway, Jan.
1971.
5 Federal Register, Vol. 44, No. 238, Monday, Dec. 10, 1979, Proposed
Rules, "Hopper Dredges; Load Line and Stability Requirements," issued
by the U.S. Coast Guard, Dec. 5, 1979.
6 Mauriello, Louis J. and Denning, Rick A., "Assessing and Controlling Hydraulic Dredge Performance," Proceedings, World Dredging
Conference (WODCON 1968) Oct. 1968, pp. 486-506.
7 van Dooremalen, J. J. C. M., Lohman, T. A. M., and Cornelis, C.
A., "Automation on Trailing Hopper Dredges," Proceedings, Ninth
World Dredging Conference (WODCON IX), Vancouver, B.C., Canada,
Oct. 29-31, 1980, pp. 873-887.
Discusser
Alexander Izett
MARINE TECHNOLOGY