PEV 4 - 2020 - Voyage Planning UKC Tidal Drift

Under Keel Clearance
(UKC)
the distance between the deepest point
of the vessel’s hull and the sea bed
• In determing the UKC, the following factors must
be considered:
– 1. The effect of Squat.
– 2. Environmental conditions (height of swell, tidal
height & range, changes in the density of waters).
– 3. The vessel’s size and handeling caracteristics,
and increase in draught due to heel.
– 4. The reliability of ship’s draught observations
and calculations.
– 5. The accuracy of Hydrographic data and tidal
predictions.
– 6. Reduced depths over pipelines.
• Minimum UKC for various areas of navigation:
1. Open Sea - minimum 6 meters
2. Narrow Channels - 15% of the deepest draught
3. In Port Navigation - 10% of the deepest draught
4. Alongside Berth - Minimum 0,50 meter
• UKC calculations shall be part of the Voyage

Plan, and the OOW shall have a copy of the
UKC calculations available when arriving at the
location where UKC considerations must be
observed.
UKC Calculation Form
Forward Channel UKC Calculation
Draft
Aft
HW Minimum Depth =
Tide
LW
Height of tide +
To quantify de Squat effect we will
compute the squat value using the Available Depth =
following three formulas and
retaining the greatest obtained
Maximum Draft -
value:
• Squat [m] = 10% of the ship’s
maximum draft Static UKC =
sau
• Squat [m] = 0,3 m for every 5 Knts
of the ship’s speed Squat -
• Squat [m] = Speed2 [Knt] /100
Dynamic UKC =
• The OOW shall check prior of arrival in
positions where minimum UKC is
expected, that the calculated UKC is
valid for the current conditions.
Maneuvering
shallow water
1. Coast Guard regulations define shallow
water as a ratio Water Depths/Draft of less
than 2 for assessing maneuvering
characteristics.
2. The shallow water depth typically refers to

1.2 times the ship draft.
Signs that a ship has entered shallow
water conditions can be one or more of
the following:
1. Maximum Ship Squat increases.
2. Ship will generally develop extra trim by the bow
or the stern.
3. Wave-making increases, especially at the forward
end of the ship.
4. The ship may start to vibrate suddenly. This is
because of the entrained water effects causing the
natural hull frequency to become resonant with
another frequency associated with the vessel.
the following:
6. Propeller rpm indicator will show a decrease:
– If the ship is in “open water” conditions, this decrease
may be up to 15% of the Service rpm in deep water.
– If the ship is in a confined channel, this decrease in rpm
can be up to 20% of the Service rpm.
7. There will be a drop in speed:
– If the ship is in open water conditions this decrease may
be up to 35%.
– If the ship is in a confined channel such as a river or a
canal then this decrease can be up to 75%.
8. Turning Circle Diameter (TCD) increases. TCD in
shallow water could increase 100%.
the following:
9. Any Rolling, Pitching and Heaving motions will all

be reduced as ship moves from deep water to
shallow water conditions.
10. The appearance of mud could suddenly show in
the water around the ship’s hull say in the event of
passing over a raised shelf or a submerged wreck.
11. Stopping distances and stopping times increase,
compared to when a vessel is in deep waters.
12. Effectiveness of the rudder helm decreases.
Time - OUT
Tidal stream
Set & Rate
(direction & speed)
• The tide set and rate are modifying continiusly.
• The values for the tide set & rate are computed
for 1 hour time interval.
• The tide rate is the main element that is
influencing the OS drifting.
• When the rate value is greater than 1.0 knot the
influence of the tide rate should be carefully
considered when navigating in close proximity of
navigation dangers.
• From the practical point of view, the set & rate of
tide should be computed with no more than 4-6
hours in advance, for having a good enough ETA
in the critical point.
• The computed values for the tide set & rate
should be visible marked on the chart when
sailing a dangerous navigation area.
• When the drift represents a risk for navigation,
precise piloting should be consider, including the
use of radar PI and W/O points.
• Always the OOW should remember that the drift
will be greater if OS is sailing at slower speeds.
• The drift can increase with the leeway generated
by a strong wind, mainly if OS is in ballast.
Full Nautical Chart of the area
Tidal Stream table
OS Route
13 Tidal Stream Areas
0
G WP 12
170
WP 13
210
H
WP 14
0
22
WP 15
A
160
13 ETA
0 12.20 LT
WP 12
G
170
ETA
WP 13 13.20 LT
ETA OS Route WPs correlation
210
14.45 LT with Tidal Areas
H WP ETA Tide
WP 14
area April 3rd, 2009 area
0
22
12 12.20 G
ETA
WP 15 13 13.20 H
15.00 LT
A 14-15 15.00 A
160
ETA
15.15 LT
AUCKLAND
Moon Phase Annual Tide Tables WPs /Tidal Areas correlation
Annual Calendar 2019 3 Apr 2019 WP ETA HW Tide
area 14.28 area
12 12.20 ~ - 2h G
13 13.20 ~ - 1h H
14-15 15.00 + ½ h A
AUCKLAND
Moon Phase Annual Tide Tables WPs /Tidal Areas correlation
Annual Calendar 2019 3 Apr 2019 WP ETA HW Tide
area 14.28 area
12 12.20 ~ - 2h G
13 13.20 ~ - 1h H
14-15 15.00 + ½ h A
190 / 0.2 Knt

147 / 0.3 Knt
312/ 0.35 Knt

13
0
14 Tidal stream values
7 /0
.3
kn WP ETA Tide Set Rate
t
area April 3rd, 2009 area knots
G WP 12
12 12.20 G 147 0.3
13 13.20 H 190 0.2
170
14-15 15.00 A 312 0.4
WP 13
210
knt
H
190/0.2
WP 14
0
22
WP 15
A
31
2
160
/0
.4
kn
t

PEV 4 - 2020 - Voyage Planning UKC Tidal Drift

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Under Keel Clearance

• UKC calculations shall be part of the Voyage

2. The shallow water depth typically refers to

9. Any Rolling, Pitching and Heaving motions will all

14.45 LT with Tidal Areas

190 / 0.2 Knt

312/ 0.35 Knt

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