THE EFFECTS OF SHIP PROPELLERS ON BOTTOM

VELOCITIES AND ON SCOUR NEAR BERTHS AND

PROTECTION METHODS USING THIN FLEXIBLE REVETMENTS

L. RAES; IMDC, Wilrijkstraat 37-45, 2140 Borgerhout, Belgium

F. ELSKENS; Bittumar nv, haven 1025, Scheldedijk 30,
2070 Zwijndrecht, Belgium
Prof. K. RÖMISCH; TU Braunschweig, B eeth o v en strasse 51a,
38106 Braunschweig, G erm any
M. SAS, IMDC, Wilrijkstraat 37-45, 2140 Borgerhout, Belgium

1. ABSTRACT In a second part, some technical solutions are unistratea

Several types of berths constructions, and more
specifically open piled quays (e.g. fig. 1) are frequently
used in ports around the world. In the past decades,
calculation methods and technical solutions were
developed to protect the slopes underneath the quay
deck. The design of the ships (higher power, the use of
bow and stem thrusters) nowadays have caused damage
more frequently than expected. This has as result that
research has been carried out recently to develop new
technical and economical solutions.
to avoid scour. Special attention will be given to methods
using thin flexible geotextiles. Some examples will show
how existing berths or new constructions can be
protected with those thin, but very resistant bottom and
slope protections.
2. VELOCITY DISTRIBUTION IN A
PROPELLER JET
2 .1Efflux velocity U n
The efflux velocity depends on the characteristics of the
propeller and on the installed power (Dossche, 1992):
U0 = 1.6nDPj K ^ (1)

2.2 Flow pattern, created by the propeller

Along the jet axis, two zones can be distinguished
(Fig.2).

ZO NE OF e s t a b l is h e d flo w
ZONE O F FLO W
E S T A B L IS H M E N T

ii ii l—l

Fig. 1

The parameters determining the appropriate scour

Fig. 2
protection are for example:
- the risk of erosion from propeller current caused by • The region of flow establishment, where the maximum
the main ship propellers and the ship bow and stem central velocity does not decrease (valid for x<3 DP):
thrusters (determined e.g. by the local situation (e.g. ^ ^ = 1 (2)
distance propeller-slope), the characteristics of the U
u0
ship: used power, use o f bow and stem thrusters,...). • The region of established flow, characterised by a
- the angle of the slope decreasing of the central velocity. The value o f the
- the coarseness o f the materials in front of the filling coefficient and the exponent are determined by the
In the first part of this paper, the development o f the influence of the geometrical conditions, in other
propeller jet (in general and the special case along the words, in the degree of disturbing the free expansion
slope) will be treated, including a calculatiomnethod to
of the jet. The general form of the formula is:
estimate the bottom velocities a n i an illustrative
calculation example.
=c. (3)
un

433
2.2.1 Values o f a
• a = 1 undisturbed by channel boundaries
• a = 0.6 on limitation by bottom and water level
• a = 0.3 on additional limitation by a lateral wall
The value of a is determined by the possibility of the
lateral spreading of the jet. If there is no disturbance at
all, the jet will develop fully. If the spreading is disturbed
by the bottom, by lateral walls, by slopes, etc., the
spreading (spreading angle about 13°) is hindered more
or less, the decrease of the water velocities will not take
place at the same degree, causing a smaller value of a ,
thus an increase of the water velocities in the jet.
2.2.2 The coefficient C>
For jet propagation undisturbed by channel boundaries,
C. is valid in the core zone for stem propellers. Resulting
from model measurements in the case of bow thrusters, it
seems that C*is varying between 1.8 and 2.0. But as the
investigations concerning this problem is not yet finished,
it is recommended to use the first mentioned value for
both stem and bow thruster.
In the region where the jet is disturbed or restricted by
channel boundaries (bottom, water level,...), the value of
the coefficient C* depends on the relative water depth
(h/Dp), the position of the propeller axis with regard to
the bed (hp/Dp) and the relative proximity o f the lateral
boundary (yB/DP) (Fuehrer, 1987).
1. In the case of limiting the jet propagation region
only by the bottom and by the water level without a
central rudder behind the propeller, the coefficient
C* is a function o f the relative water depth h/Dp,
for 1 < h/Dp < 9:
- o.ow f — ]
C. = 1.88c iDpJ (4)
An analogous dependence yields according to the
position of the propeller axis over the bed hp/Dp,
when the jet is split by a central rudder
(0.9<hp/Dp< 8):
C. = 1.88e v '' (5)
3. In the case of limiting the propagation region by a
lateral boundary, the coefficient C- is a function of
the relative distance between the boundary and the
propeller plane. The dependency however is small.
Therefore it is recommended to use C*= 0.7
combined with the proper value of a.
To calculate the radial velocity distribution, the following
function can be used (in the zone of established flow):
(-22' < i )
Ux, = U XJMe (6)
434
In the zone of flow establishment flow, another, more
complex formula must be used. If the jet touches the
bottom in the zone of flow establishment, it can be
assumed that the maximum bottom velocity equals the
efflux velocity (overestimation of the bottom velocities):
Ux,r=U0
2.3 Sloping banks
2.3.1 Introduction
This chapter will treat the special case of sloping banks
under open-piled quaywalls. This is a commonly used
method to construct berths where there is a need to
minimise wave reflections or where ground conditions
are favourable to this form of construction.
Two failure mechanisms in this context are important:
1. the creation of a scour trench, in front of the berth
which can cause a ship failure (Fig 3).
2. the sliding down of the slope protection
In the next section, the scour prediction in front and
along the berth, caused by propellers, is explained.
. Q Œ c c L . r a / ’C - '1» —
Fig. 3
2.3.2 Theoretical background
The calculation method in the case of sloping banks,
follows the same calculation steps, as described in §2.1.
If the distance from the propeller to the slope is small and
the jet axis is approx. horizontal, the water jet will imping
on the slope with a small angle and will be pushed
upwards. The propeller induced jet runs up the slope,
concentrates near the water surface and moves than
sidewards along the slope. In this area, scouring effectes
are to be expected (Römisch, 1994). Hence, the risk of
the creation of a return flow (in the opposite direction of
the propeller jet, as shown on Fig.4 for a solid quay wall)
is small; a vertical wall will reflect the water to all
directions and will create important bottom velocities just
in front of the quay wall.

/ ~— .- r«?a
's / ; , . , v s s r, , ;v >vv/ ;
Fig. 4 Jet flow deflection in the case o f bow thrusters
Erosion at the bottom will only take place if the propeller
is situated away form the slope (e.g. during berthing)
and/or if the jet is directed towards the bottom (e.g.
rudder).
According to Prosser (Fig. 5), it is unlikely that the
sloping face of an embankment has any significant
influence on the jet dilution rate or on the jet deflection,
for practical design slopes.
D IS T A N C E
PR O PE L L E R
TOE SLO PE
Fig. 5
As such, the bottom velocities along the bank are
calculated according to the formulas in §2.1. On the
contrary, there is evidence that the jet axis will not
propagate straight forward, but will be deflected by the
sloping bank. Nevertheless, the influence of this
deflection will probably be small and the expected bottom
velocities will be slightly reduced as compared to the
method, proposed by Prosser. The zone where water
velocities are considerable and erosion can develop, will
enlarge.
If a sloping bank is involved, two distinctive cases must
be considered.
1. Sloping bank parallel to a propeller jet.
2. Sloping bank behind a propeller.
2.3.3 Sloping bank parallel to propeller je t
For example, the use of the main propeller of a ship,
moored along a quay-wall.
In this case, it is unlikely that serious problems will arise
on the slope. Nevertheless, if a rudder is used, the jet will
be split up into two separate jets, one deflected sideways
, and upwards, the other sideways and downwards. The
downward jet (inclination o f the bottom jet axis towards
the bed about 12°, lateral deflection of the bottom jet
towards the quay about 7°) might create important
bottom velocities on the slope, so that the performing a
control calculation seems advisable. If the rudder has an
angle, the jet will deflected by about half the rudder angle
at zero advance ratio.
However, in normal situations, the distance between the
propeller and the impingment point is in most cases too
large to cause serious erosion.
2.3.4 Sloping bank behind the propeller jet
For example:
- In case of bow or stem thrusters.
In this case Dp is equal to the diameter of the tube or
tunnel
- Main propellers at RO-RO berths
This case will create high bottom velocities on the
sloping bank, especially case 2 (high power, creating high
initial velocities), because the distance between the
propeller and the slope is small. An illustrative calculation
example of this case is given in chapter 3.
2.3.5 Obstructions in the propeller je t
If we have to deal with open piled constructions, the
vertical cylinder will influence the flow pattem, special
attention has to be paid to the considerable risk o f the
development of a scour hole, which could endanger the
stability of the entire pile construction. The flow pattern
in the surroundings of the pile is very complex. Physical
modelling seems the appropriate method to estimate the
risks. A thorough control procedure (maintenance
program) is advisable to prevent dangerous situations.
435

3. Calculation example
Consider the case of a bow thruster (as illustrated in
fig.6) with the following geometric characteristics.
Between 12 and 28m, the radius decreases linear
from 4m upto 0m (impingment point): r=(28-x)/4.
In this illustrative calculation example, the
maximum bottom velocity is 1.93m/s at a distance
of 25.5m behind the propeller (fig. 7).
Velocities

7.00
water surface
6.00 ■Axial v elocity

5.00
(m )

*T 4.00
Depth

28 tn

2.00
12 m

ia is propeller 1.00

0.00
0.00 4.00 8.00 12.00 16.00 20.00 24.00 28.00
x(m )
D istance from propeller (m)

Fig. 6
3.1 Data
Diameter bow thruster tunnel
Initial velocity Uo
Slope
Water depth
Distance propeller-toe slope
Vertical distance propeller axis-bottom
3.2 Calculations
The origin of the x-axis is situated at the exit of the bow-
thruster tunnel (fig. 5).
The spreading angle o f the jet is about 13°.
1. Central velocities
First, the total number o f zones must be
determined. In our case, there are three zones:
• Zone 1 without decrease of velocity
• Zone 2 undisturbed by any boundary
• Zone 3 disturbed by the slope
In each zone, the values of a and C* must be
determined. The value o f C* will be determined by
using eq. (4). Up to a value of 2.6.Dp(5.2m) the
central velocity will not change. For larger values
of X , the central velocity will decrease with an
exponent a , equal to -1 in zone 2 and -0.6 in zone
3, the transition between zone 2 and 3 is lying
about 13.5m behind the propeller plane.
Fig 7
2m 4. PROTECTION METHODS USING THIN
6.5m/s FLEXIBLE REVETMENTS
1/4
10m 4 1 Introduction
12m In the past few years, container and ro-ro ships have
4m grown considerably in size, requiring a commensurate
increase in propulsion power. These ships spend less time
in port and tend to make their way to their berths under
their own power.
Vessels can use their propellers when arriving at and
leaving berths, and they often use both their bow end
stem thrusters to keep clear of the berth when tying up
and leaving. The evolution in ship dimensions results
more often in a limited port keel clearance, especially at
older ports. The impact of high powered propellers just
above an existing natural bottom near to berths can
provoke serious scour, particularly when bottom soil is
non-cohesive and fine One solution to the problem of
instability o f berth structures caused by propeller jet
erosion of the natural bottom is to install bottom
protection near the quay wall or jetty, (e.g. Fig. 8)
More often thin, flexible and cohesive revetments are
used because of several reasons :

2. Bottom velocities
The bottom velocities will be calculated according
to formula (6). The radius r is the distance to the
bottom (measured perpendicular on the jet axis).
The first zone is characterised by a constant value
o f r, equal to 4m.

436

ASPHALT MASTIC
FIBROUS OPEN STONE
ASPHALT MATRESSES
Fig. 8
• reduced layer thickness, thus lesser dredging works
and/or lesser foundation depth o f the berth structure
• high water current resistance
• financially interesting because of competitive cost and
low maintenance cost
• fast application o f the materials
• préfabrication means perfect control on quality
(composition, layer, thickness, ) bottom or an embankment, the joints and the connections
The design of protection systems must satisfy a number
of primary criteria, including :
• the revetment must allow sufficient water
permeability, but must prevent the passage o f subsoil.
• the protection has to be adequately resistant to
turbulent currents, induced by the propeller jet
• the cladding must be sufficiently cohesive and flexible
to adjust to differential settlement or profiles o f the
underlying soil, and to soil loss near its ends.
• the extremities o f the revetment must not lift up as the
result of pressure differences and/or turbulence, and in
no case should there be any danger o f the protection
lifting upwards as a whole and sliding down the slope.
4.2 Some examples o f bottom protection schemes, using
thin but flexible layers
4.2.1 Fibrous open stone asphalt mattresses and asphalt
mastic
Fibrous open stone asphalt is a hot mix (140° to 150° C)
of fibrous mastic with a coarser, fairly uniformly graded
limestone fraction, usually of stone size 16/22 mm or
20/32 mm. The proportion o f mastic to stone is such that
an open, i.e. water-permeable mix is obtained. Generally
the ratio is roughly 80 % (m/m) stones and 20 % (m/m)
mastic. The composition o f the fibrous mastic is in the
region o f 22 % (m/m) filler, 18 % (m/m) bitumen, 60 %
(m/m) sand and 0.4 % inert fibres.
437
The addition of fibre makes it possible to add more
bitumen without increasing the effect of slip (better
adhesion, more flexibility and reinforced mastic).
Mixing takes place in three phases. First o f all the mastic
is prepared by dry mixing the fine aggregates and fibres,
adding the bitumen and then the fibrous mastic is mixed
with the coarser preheated aggregate. In this way a
uniform and relatively thick coating (1 to 2 mm) of the
stone is obtained. The mastic clumps the stones together.
Fibrous open stone asphalt has a high percentage of voids
(about 20-30 %). Moreover the relatively large pores are
interconnected. As a result fine granular material (such
as sand) can pass through the asphalt. If the surface on
which the revetment is laid consists of a material of this
nature, its integrity must be safeguarded by providing a
filter. This may be a granular filter, a filter in synthetic
material or a layer of sand asphalt. After cooling, fibrous
open stone asphalt forms a thin continuous and very
flexible slab.
When fibrous open stone asphalt is used in the form of
prefabricated mattresses applied underwater on the
o f the mats to various structures (quay wall, sheet piling,
piles, bridge piers, etc.) must be sealed with asphalt
mastic or liquid asphalt to prevent the passage o f sand.
The asphalt mastic is a hot mix (140° to 160° C) of sand,
filler and bitumen in the following proportions ±58 % :
±23 % : ±19 % (by weight)
Fibrous open stone asphalt layers are very durable,
flexible and can withstand water velocities upto 6 m per
second.
Photo 1 : Scour protection with prefabricated fibrous
open stone asphalt mattresses near the
Containerterminal Europa on the Sea Scheldt in
Antwerp.
 ■emiUM • OUTERHAB»PUH O f ZfJMKlKME
HUMEI HQ-KO.TCMálMAl.

GABIONS OR STONE MATTRESSES

GEOTEXTILE
C O LLOIDAL CONCRETE

Fig. 9

4.2.2 Gabions and Stone Mattresses

Gabions and stone mattresses are a structure made from Fig. 10 Protection with gabions and colloïdal concrete
a zinc galvanised wire netting, additionally coated with (Graan Dock Antwerp)
PVC. The tensile strength o f the wire ranges from 375 to
500 N/mm2. In view of the very open structure of these bottom
The netting usually has a hexagonal mesh and is double protection a geotextile filter must be installed underneath
twisted. them, in order to prevent sand migration.
The base or bottom, the sides and the two ends are a
single piece of continuous netting. Dividers of the same A practical formulation for dimensioning gabions/stone
type are provided on the bottom which seperate the mattresses against current-attack caused by propellers
gabion into cells along its length. can be given as :
Typically the gabions are 1 m high, 1 m wide, and have a 0.03
length between 2 and 4 m. The netting wire has a ( 10)
Va 2g
nominal diameter o f 3 mm, while the “selvedge” wire and
reinforcing wire has a diameter of 3 .8 mm. Ks = cos<5(l--^¿—)0J (11)
The mesh size of the gabion is 78 x 118 mm. It is filled iS tp
with stone with a grain size of 90/150 mm. For a bed slope in the flow direction with angle (ß), i.e.
The stone mattresses are 0.17 m, 0.30 m or 0.50 m high, bottom protection beneath the hydraulic structure, the
2 m width and their length varies from 3 to 6 m. The following slope factor holds :
netting wire has a nominal diameter of 2.20 mm, and the
“selvedge” wire and reinforcing wire has a diameter of sinç»
2.7 mm The mesh size is 64 x 93 mm. The mattresses For practical applications the following values of the
are filled with stones with a size of 90/120 mm. stability factor (()») are advised (recommended) :
<|>= 1.0 for exposed edges o f block-mats and/or
mattresses
<J>= 0.50 for continuous protection of block-mats
and/or mattresses

Examples of the exposed edges are : bottom protection at

the scour hole (especially danger in the case of two
directional current i.e. ebb and flood), edges of toe-
protection, transitions between adjacent revetment-
systems, connections between mats or mattresses.

Once the cells of the gabions have been unfolded, tied

and filled with stones they are laid in a staggered bond
underwater on top of a geotextile filter, thus forming an
extremely well interconnected water permeable building

438
The thickness of the layer can be determined by
calculating the necessary weight against sliding down a
slope and against lifting forces, introduced by turbulent
water flow caused by ships’ propellers, which give rise to
different fluctuations in water pressure above and
underneath the revetment.
Due to its very open structure fibrous open stone asphalt
only reduces for example and under pressure with appr.
10 % through a layer thickness of 30 cm.
Another important item is the stability of the edges.
Bottom protections constructed in the wet frequently
consist of mattress-like elements o f limited dimensions.
When these elements are joined together to form a
continuous bottom protection, edges are created which
constitute local discontinuities when subjected to
perpendicularly acting currents. In consequence locally
curved flow lines arise, which give rise to deviations from
the hydrostatic pressure distribution. Pressure rises with
respect to the hydrostatic pressure when the centre point
of the curve is above the bottom, while it falls when the
centre point of the curve is below the bottom.
There is a pressure drop on the upper side of the overlap,
the magnitude o f which can be approximated by :
Ap= 1/2 Cl PwU2 (7)
If the pressure difference is greater than the underwater
weight, the mattress will be lifted up. This will lead to
the disturbance becoming even greater, the pressure
difference increased, and the mattress may flip over,
which may constitute a failure of the bottom protection.
The critical condition which arises can thus be described
as :
1/2 Cl pw U2 > (pm- Pw) g d (8)
After some simplification (8) can be rewritten as :
Ä ? - i ? - * (9)
The value of 0 depends on :
1. the local geometry of the end o f the mattress
2. the permeability to water o f the components o f the
mattress
3. the stiffness o f the edge
4. depth of water
5. direction of the flow
In the table below the 0 values have been assembled for a
number of bottom protections, as determined by
experiment :
439
Type of mattress 0 overlap 0 edge soil loss pit
fascine mattress 2 1.4
with rip/rap (200 kg/m2)
stone asphalt mattress 2 1.4
tubular gravel mattress 1.4 1.4
The pressure difference Ap (very local and extreme) can
be counteracted By a ballast layer o f liquid asphalt if
necessary at the edges of the fibrous stone asphalt slab,
which forms in reality a cohesive whole.
The extremely open nature of this bitumen-based water
engineering product means that it may not be applied hot
under water. The material is applied underwater in the
form o f prefabricated mattresses. These mattresses are
constructed in a prepared formwork in which a geotextile
has been laid. A crane or spreading machine is used to
handle the material.
The mattresses can be stacked on top o f one another.
The mattresses are raised, transported, and installed by
means of recoverable carrying cables or belts attached to
a frame suspended from a crane or floating lift. With
larger mats the cables are fitted to the mats in advance
and removed at a later stage, while with smaller mats
they can be incorporated in the mat. Sometimes a
reinforcing mesh is included in the mattresses in order to
cope with tensile stresses arising during handling.
The geotextile used under the mat extends beyond the
edges o f the mat itself. This ensures that it will go under
the next mat so that the soil cannot pass through the
joint.
In order to prevent the edges o f the mat from being
forced upwards and to ensure that the joints are entirely
soil-proof, the negative overlaps between the mats and
connections to other structures are filled with hot asphalt
mastic.
Special techniques must be adapted when working under
water. The joints are filled with the aid o f dump buckets
or insulated and/or heated dumping chutes with a special
nozzle.
The processing temperature lies between 100° and 150°C
depending on the required viscosity and the application
block in which there are no continuous joints
perpendicular to the front o f the quay wall.
In order to meet the following requirements
• realisation of a continuous defence with underwater
gabions placed in bond
• provision of a soil-proof structure using underlying
geotextile
• reduction of the execution time to as short a period as
possible so that dockside operations are not unduly
disturbed.
Bitumar developed and applied an new construction
procedure.
A floating installation makes it possible to install the
entire revetment, namely the geotextile fabric with the
filled gabions laid in bond on the bottom, using special
pontoons.
The submersion system is a combination of pontoons
which is used to transfer a bottom or embankment
protection assembled on the deck of the pontoons to the
bottom or the embankment either in a continuous
operation or discontinuously, with the aid o f an
adjustable slide slope created by means of connected
pontoons.
Photo 2 : Placing a prefabricated stone mattress
revetment near a ro-ro terminal
(Graan Dock Antwerp)
Apart from being used to lay gabions or stone mattresses
on geotextile this installation was also used to place
willow mattresses under water.
440
4.2.3 A stone revetment, penetrated with liquid asphalt
or colloidal concrete
In order to reduce the unit size o f the stones and thus
reduce the layer thickness of a rip rap revetment and to
heighten the resistance against current attack, a
penetration or grouting o f the stones can be considered.
With grouted crushed stone, the stability factor (j) in (10)
can be lowered. For preference, the value of reduction
should be established by means o f model tests.
The following applications can be distinguished :
• Surface-grouted stone (30 % o f the voids in the stones
are covered) :
if the size or weight o f crushed stone is barely
inadequate to satisfy the velocity conditions then the
safety of the revetment can be increased by fixing the
stone with a grouting.
• Pattern-grouting :
if about 60 % of the total surface is filled. From
model investigations it appears that a relatively smaller
increase in stability is obtained by grouting more than
50 % o f the surface o f the crushed stone. Grouting 50
to 70 % o f the total voids in the stone layer appears to
give the best results.
• Fully grouted stone :
Here, the effect of currents is negligible.
MUMUto • RlYTiW KUC UJT •
gTTY • 1Ayol m u n u )
l*» JS r
■ G>«*l M/atau
c M« tu
( M t i i M 'U l d
Fig. 11
Liquid asphalt is prepared hot and is a mixture of fine
stones 2/7 mm with asphalt mastic in a proportion of
25/75 % (by weight).
The correct proportions are determined on the basis of
preliminary tests on the available materials and the final
product partly to ensure that the hot material has a
suitable viscosity in order to secure the optimal
penetration (flow characteristics) of the quarry stone
without excess flow.
In general the viscosity o f the mastic in this phase should
lie between 30 and 80 Pa. s.
After completion the viscosity must be sufficiently high to
keep cold flow to a minimum.
Flow in the hot and cold phases depend on the
composition of the liquid asphalt in relation to the sizes
o f the quarry stone and the gradient of the revetment.
The design of the poured asphalt mix must take account
o f the weight and dimensions o f the quarry stone to be
grouted under water.
To obtain maximum penetrating capacity the liquid
asphalt must contain at least 50 to 55 % mastic
depending on the grain size of the stone aggregate (Dis)
and the grading of the grains (D8s).
D¡}/Dg¡ = 10 to 20
Special techniques must be adopted for underwater
grouting. Penetration is then carried out with dump
buckets or insulated and/or heated chutes with a special
pipe nozzle.
The dump buckets are lifted by a shore or floating crane
to a position immediately above the layer of quarry to be
grouted and are then rapidly tipped by means o f a remote
controlled pneumatic release system. The penetration
temperature lies between 100° and 150°C depending on
the required viscosity and the application.
Photo 3 : Penetrating a rock revetment with liquid
asphalt in Harbour o f Zeebrugge
Colloidal concrete is a material which does not wash out
and does not mix with water.
The above property is obtained by adding a natural
polymer to the normal components (cement, sand, gravel
and water). This additive is based on natural polymers
441
(usually cellulose), which have been adapted for use in a
highly alkaline environment such as concrete. The sorts
of colloidal concrete commonly used for underwater
engineering are :
Dense colloidal concrete : this is a concrete with a closed
structure made up o f 4/14 or 4/28 aggregate, sand,
cement, water and colloidal additives. It is impermeable
for water, (e.g. Fig. 10)
Open colloidal concrete: (also known as porous
concrete) this is a concrete with an open structure made
of 2/7, 2/14, 7/20 or 4/20 gravel, cement, water, and
colloidal additives. It is permeable for water.
Colloidal macro-concrete (also known as cyclopean
concrete) : this is an open colloidal concrete, but which
makes use o f a coarser aggregate than ordinary open
colloidal concrete. The aggregate is usually 4/28 or
20/32.
Colloidal grout: this is a dense mixture of sand, cement,
water and colloidal additives.
The crushing strength o f dense colloidal concrete is 10 to
15 % lower than that o f ordinary concrete of a similar
composition The crushing strength o f open colloidal
concrete is markedly lower than that o f the dense type.
The guidelines o f the producer indicate that the crushing
strength of :
• dense colloidal concrete : at least 25 N/mm2
• open colloidal concrete : at least 10 N/mm2
• colloidal macro-concrete : at least 10 N/mm2
Colloidal concrete does not wash out, therefore it is used
in under water works. The cohesion of the concrete is
checked in a wash-out test.
In this test a quantity of the concrete mix is held in
perforated basket, and subjected to a drop test from a
height of 170 cm in a column of water.
The standard which must be met is as follows : a
concrete is called colloidal if after one pass its loss (by
weight) is less than 3 % and after three passes less than
5%.
Similar measurements carried out on ordinary concrete
show a wash-out loss o f more than 25 %.
Open colloidal concrete can not be pumped. It can be
applied under water using the same equipment as for
liquid asphalt (buckets).
A rock revetment, penetrated with colloidal concrete, is
of coarse less flexible than a stone revetment grouted
with liquid asphalt.
 5. NOMENCLATURE 6. REFERENCES

c. - coefficient defined in eq. 3 1. Blaauw H G., Van De Kaa E.J. (1978) Erosion of
bottom and sloping banks caused by the screw race of
CL - lift coefficient manoevring ships, 7th Harbour Congress, Antwerp.
d m thickness of the mattress
d„ m average thickness o f protection unit 2. Dossche M., Elskens F., Sas M. (1992) Research on
(gabions, sand-mattresses, etc.) the effect of propeller erosion on quay-walls and
comparison of bottom protection schemes, 10th
Dp m propeller diameter International Harbour Congress, Antwerp.
h m water depth
hp m depth of water below propeller hub 3. Fuehrer M., Römisch K.(1987) Propeller jet erosion
Ks - slope factor and stability for bottom protections of various
constructions, PIANC-AIPCN bulletin, N° 58, pp.45-
K, turbulence factor : 58.
the turbulence in the jet is high.
Hence, a value of 2 is 4. Fuehrer M., Römisch K.(1977) Effects on modem ship
recommended. traffic on inland- and ocean waterways and their
structures, XXIV PIANC Congress.
r m radial distance to jet axis
u m/s local velocity 5. Fuehrer M., Römisch K., Engelke K. (1981) Criteria
U m/s the calculated local (bottom) for dimensioning the bottom and slope protection and
velocity (m/s) as described in for applying the new methods of protecting navigation
canals, XXV PIANC Congress.
chapter 2
U0 m/s efflux velocity 6. Fuehrer M. ( 1989) Personal Communication.
U x , bottom m/s maximum bottom velocity at a
distance x behind the propellor 7. PATO Delft (1984) Cursus Bodemverdediging.
plane 8 PATO Delft (1989) Cursus Oever- en dijkbekleding.
U x,m ax m/s maximum velocity in a cross
section of the propeller jet 9. PIANC PTC D - Working Group 22 ( 1995) Guidelines
U cr m/s axial velocity in the propeller jet for the design of armoured slopes under open piled
X m axial distance from propeller plane quay walls (DRAFT).
A - relative density (1 - p j p m) 10. Prosser M.J. (1986) Propelled induced scour, BHRA.
Am relative density of protection unit,
for mattresses, the formula 11. Römisch K. (1994) Propellerstrahlinduzierte
Erosionserseneinungen - Spezielle Probleme PIANSA
Am=(1 - n) A is used 131 Nr. 9.
the porosity n of the sand-stone
materia] is approx. 0.4, 12. Römisch K. (1993) Propellerstrahlinduzierte
o
angle of internal friction of granular Erosionserseneinungen m Häfen, HANSA-Schififart-
<P Schiffbau-Hafen, N 8 pp. 62-68.
material
o
5 slope angle 13. TAW (1984) Leidraad voor de toepassing van asfalt
V cr - the critical shear-stress parameter in de waterbouw.
V cr - (0.06 - 0.10) for gabions 14. TAW (1985) Open steenasfalt - Kennis van de
Pm kg/m3 density of the mattress eigenschappen verzameld uit onderzoek uitvoerd in
Ap N/m2 pressure difference (lift) de periode tot 1984.
pw kg/m3 water density 15. Van Damme L., Sas M., Elskens F. De Rouck J. (1992)
a - coefficient defined in eq. 3 Propeller erosion: a comparison between calculated and
measured velocities at the Hermes terminal in
Zeebrugge, 10th International Harbour Congress,
Antwerp.
16. Verhey H., Blokland T., Bogaerts M.P., Volger D.,
Van Der Weyde R. W. (1978) Experiences in the
Netherlands with quay structures subjected to
velocities created by bow tftfusters and main
propellers of mooring and Urimooring ships, PIANC-
AIPCN bulletin N° 58, pp.69-88.

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