WODCON 2025: Rolling Out A New Clay Test

Fully covered cutter head in sticky clay

Here at the WODCON 2025 in San Diego1, the theme is ‘Dredging Towards a More Resilient Future’. One of the challenges we encounter, is that even the resources of good construction sand run out. We either have to repurpose sand already dredged or find and alternative construction material. One such an overlooked material is clay. A lot of effort is put into understanding the behaviour of clay in infrastructure applications. The Dutch Centre for Legislation and Infrastructure (CROW)2 has provided recommendations on the applicability of clay for various types of construction. However, the clay has to be dredged and for the adherence potential of clay, there is another recommendation issued by World Association for Waterborne Transport Infrastructure (PIANC)3. Both do use the Plasticity Index and the Consistency Index as criteria to classify the clay. Interestingly, the clay type that is regarded as suitable for construction by the CROW, is also classified by the PIANC as to have the highest adherence potential and thus gives the most problems in dredging.

Criteria of PIANC and CROW compared
Criteria of PIANC and CROW compared

Another problem with the criteria by PIANC is that they tend to be unreliable. Something they already acknowledge in the supplied explanation to the diagram. When following the literature that led to the recommendation, it turns out the original application was not dredging but tunnel boring4. Where the problem was not so much the clogging of the cutter shield, but the collection of clay in the suction chamber. And even plotting the data used for this assessment shows a large variability. Apparently there is more to the problem of adherence than just the PI and CI. Which might be obvious when considering the original Atterberg Limits. The PI and CI are related to the plastic range of clay, whereas Atterberg already defined a range where adhesion is more relevant.

Relation of PI and CI to the adhesion range according to Atterberg
Relation of PI and CI to the adhesion range according to Atterberg

A situation similar to the cutter clogging is the covering of a drill bit in the oil industry. There, they encounter a phenomenon called ‘Bit Balling’5. It is extremely difficult to assess the bit balling potential from a physical model related to the soil parameters alone. As a solution they developed the ‘Rolling Bar Test’6. A defined amount of clay sample is put into a cylinder with the needed amount of water. Finally a rod is inserted in the sample cylinder. The whole contraption is placed onto a roller set and turned for a set of times. Each time the amount of clay sticking to the rod is measured and plotted in a graph. Eventually, most clay types will loosen their grip on the rod. But some are sticking to the rod indefinitely. Those are the clays that are also likely to show bit balling in the actual process.

Bit balling and procedure of a rolling bar test (data: Mettah, 2011)
Bit balling and procedure of a rolling bar test (data: Mettah, 2011)

As we know that we can’t fight the adhesion of clay, we may as well improvise, adapt and overcome the problem. Since already my graduation, I am working with clay. In that case, it was an auger, that needs the adhesion to the back shield to propagate the clay in the auger. When we were asked by a contractor to improvise a tool that could tackle this sticky clay, we developed a disc bottom cutter head that used the adhesion to move the clay over the blade to a scoop behind the blades. This worked so smoothly, that the satisfied customer bought a second. Eventually he finished to job in time and in budget7.

DOP pumps with special clay cutter head at the ‘Markthallen’ project in Rotterdam

References

  1. 24th World Dredging Congress & Exhibition
  2. Materialen in (constructieve) ophogingen en aanvullingen; Richtlijn ter beoordeling van alternatieven voor zand, CROW
  3. Classification of Soils and Rocks for the Maritime Dredging Process, PIANC
  4. Adhäsion von Tonböden beim Tunnelvortrieb mit Flüssigkeitsschilden, Thewes
  5. PAO lubricant inhibits bit balling, speeds drilling, Mensa-Wilmot
  6. The Prevention and Cure of Bit Balling in Water-Based Drilling Fluids, Mettah
  7. The Origin of Clay, When Dredging Becomes Sticky, Discover Dredging

See also

Second Thoughts On The Energy Transition Panel At the Latest CEDA Dredging Days

Energy transition panel discussion CEDA Dredging Days 2021 (Credit: CEDA)
Energy transition panel discussion CEDA Dredging Days 2021 (Credit: CEDA)

The CEDA Dredging Days are long gone1. Maybe some of you still have a faint memory of the innovative online event. After this event I was quite occupied and not able to do a proper review. I did even miss the opportunity for the traditional new years welcome post. My apologies, more to that another time. Concerning the Dredging Days. I still kept some nagging thoughts about the Energy transition panel discussion that I want to share with you. And the recent invitation for participating in the CEDA Commission on Decarbonisation is another good motivation2.

On the second day of the conference there was a session with a panel discussion on the ‘Energy transition in the dredging industry’. Several experts in the dredging community were invited to present their perspective on the energy transition. From the legislation side (Dagmar Nelissen, CE Delft), clients (Joris Vijverberg, Rijkswaterstaat), suppliers (Benny Mestemaker, Royal IHC) and contractors (Sven Kramer, Van Oord). The panel was moderated by Paul Vercruijsse from the CEDA Working Group on Energy Efficiency3.

The take-aways of the panellists were amongst others: ‘No single solution for all, Transitional fuels should be flexible, Transition should be facilitated by regulation, There might be a financial objection to change.’ Along these lines, there were polls on the perspective of the audience. The response to two of the polls surprised the panellists.

Results on the polls for rate of transition (l) and preferred energy carrier (r) (Credit:CEDA)
Results on the polls for rate of transition (l) and preferred energy carrier (r) (Credit:CEDA)

As I was present there, I have my own perspective on the discussion. First the rate of transition. The panel was surprised that the audience was expecting a transition ahead of the IMO planning. I was responding to our own national situation. Currently I see so some initiatives to convert dredges and projects to electric drives, that it could be possible4,5,6. But I expect to see a next generation of newbuilds soon that will be virtually or completely decarbonized.

Well to propeller emissions (Credit: CEDA)
Well to propeller emissions (Credit: CEDA)

The other surprise is was the preference for hydrogen as the final fuel of the future. Although all the alternatives do have better performance, are easier to store or downright cheaper according to the experts in the panel. That might be very well, but I think the answer is in the presentation by Benny Mestemaker. It will simply be the fuel with the lowest emission to supply and use. In the end we will have to go to that dot on the horizon. And I do see other advantages where my opinion differs from the experts. The complaints of the panel was the complete lack of infrastructure for hydrogen at both the project sites and the vessels themselves.

Concerning the infrastructure near the project site. Yes, there are no installations yet. However, the thing is. You can find renewably generated hydrogen everywhere. As long as you have access to sun, wind and water. And that is exactly where most dredging projects are happening. Off course, there is no factory yet, but that is outdated philosophy. There will be movable plants available that will create a new market. e.g. I am very hopeful of initiatives like ‘Solar Duck’7. They can roam the projects delivering tailor made hydrogen production, right where you need it.

Floating solar power plant (Credit: SolarDuck)
Floating solar power plant (Credit: SolarDuck)

Concerning the vessels. Yes, the installation to sail the vessel on hydrogen will take up a lot of valuable cargo space. But, that is no technical problem. We’ve had technologies that required an even bigger chunk of the vessel deadweight: coal burning steam ships. The big equalizer is: there was no other solution. Everybody was using it. And that is the same here. I think there will be no other solution than to use hydrogen, as it is completely emission free. One of my perspectives on design choices: select the solution that you know will solve the problem!
Transition schedule to convert to fossil fuel free dredging equipment

Transition schedule to convert to fossil fuel free dredging equipment
Transition schedule to convert to fossil fuel free dredging equipment

References

  1. CEDA Dredging Days 2021, CEDA
  2. Invitation to CEDA Commission on Decarbonisation (CCD), CEDA
  3. CEDA Working Group on Energy Efficiency (WGEE), CEDA
  4. Transitiepad Kustlijnzorg en Vaargeulonderhoud, Rijkswaterstaat
  5. Zero Emission Dredging Hub van start, EDB Drechtsteden
  6. Complete zandfabriek zo hoog als een flatgebouw dobbert ineens in de voorhaven van Deest, De Gelderlander
  7. Electrifying the world with offshore floating solar, SolarDuck

See also

We Choose To Adopt Energy Transition, But How Will We Succeed?

Comment

CEDA will provide access to the panel discussion shortly. Dredging Days attendees can still (re-) watch it on the conference platform.

Dellewal Terschelling: Stunning Example Ancient Building With Nature

Panorama of the port of West Terschelling and constructed mudflat
Panorama of the port of West Terschelling and constructed mudflat

For most of us, the summer holiday is already long gone. So for me also. Still there is an observation I made that I want to share with you. We have been sailing on the Waddenzee1 this summer. Sailing, anchoring, mudflat hiking2, counting seals and other animals. One of the highlights was a visit to the island of Terschelling. A lot has changed since I was there last time with our boat. It must have been at least 30 years ago. At that time, we had to moor against the quay wall wherever one could find a spot. Now, there is a modern marine in the back of the port, specially made for yachts. Although stacking the boats next to each other is still the standard.

Port of West Terschelling and the new marina
Port of West Terschelling and the new marina

The new marina is more or less in the same area where we used to moor. From there you have an excellent view on a mudflat, that has been there been for ages3. When I was young, I couldn’t understand what its purpose was. Only that old fashioned Dutch flat bottomed boats were still allowed to anchor and stand dry. For us kids, it was an excellent place to muck about with our little dinghy and get dirty walking on the mudflat. We just enjoyed it was there. I still don’t know the exact name of the mudflat. I’ve seen it called ‘Dellewal’, although that seems to be just the quay side over there. Other names that I found on charts are ‘Oostelijk Ras’ and just ‘De Plaat’. Enjoying a nice sundowner and contemplating life and dredging in particular, I suddenly saw the purpose of the area: it works like a ‘Spuikom’4. I really don’t know how to translate this in English. So, let me explain what it is intended for.

Explanation on the working principle of a ‘Spuikom’
Explanation on the working principle of a ‘Spuikom’

Basically it is a part of the mudflat that is located at the south of Terschelling. About 85 ha in surface area, it is separated from the Waddenzee by a low dam. Just high enough to the high water level in the neap tides. The dam has an opening at the back of the harbour, near the marina. I Noticed that the water outside the marina was rushing by and the water inside was practically standing still. I figured out that the rushing tide was used to flush the old port. The huge surface area stores a lot of water that has to pass the quay in the port. Effectively increasing the flow velocity there and reducing sedimentation. This certainly helps in maintaining a navigable depth for marine traffic. Moreover, as each tide the area is filled from all around the dam and mostly emptied through the port, there is a resulting nett transport out of the port.

Hjulström diagram for particle transport in streams (Credit: Wikipedia)
Hjulström diagram for particle transport in streams (Credit: Wikipedia)

Voila, that is why the old islanders build those dams! Any other person would be satisfied with this plausible answer. Have pity on me, I can’t stop solving the riddles of the sands. Wouldn’t this be easier with a dredge? Apparently, near Terschelling, there is a sedimentation rate of 0.5 to 1 mm per year5, or about 600 m³ annually. With the dam, this has to be kept out of the port with the volume behind the dam. The average increase in flow is about 0.5 knots. According to the Hjuström diagram6, this will transport particles smaller than 10 mm out of the harbour. The stored volume has a potential energy as in a power dam of about 6.25 GJ. This is released twice each tide, resulting in a delivered power of 280 kW. Combined, this results in a specific transport power consumption of 4000 kW/m³/h. No contractor in his right mind will ever use a machine with such a performance. BUT: the energy is free and working flawlessly for at least 200 years. I still have to see a machine doing that. OK. We can step up the analysis even further. Drawing the 280kW continuously from the tide is eventually slowing down the rotation of the Earth. Just for those worried: each year, one day will be in the order of 10-19 seconds longer…

The moon decelerating earth’s rotation by tugging on the tides (Credit: NASA)
The moon decelerating earth’s rotation by tugging on the tides (Credit: NASA)

References

  1. Wadden Sea, Wikipedia
  2. Mudflat hiking, Wikipedia
  3. Landschapsvisie Baai Dellewal Terschelling, Feddes Olthof
  4. Spuikom, Wikipedia (Dutch))
  5. Slibsedimentatie in de kwelders van de Waddenzee, Arcadis
  6. Hjulström curve, Wikipedia

See also