# Maximum Safe Parameters of Ships in Complex Systems of Port Waterways
## 3 Results
\begin{tabular}{c c l} \(\Delta_{1}\) & -- & Water allowance for sounding error, depending on the depth of the area; \\ \(\Delta_{2}\) & -- & Navigational allowance due to the discontinuity of soundings; \\ \(\Delta_{3}\) & -- & Allowance for siltation, depending on the area; \\ \(\Delta_{4}\) & -- & Allowance for the height of tide determination error, depending on the shipping area; \\ \(\Delta_{5}\) & -- & Allowance for the error of water level determination due to water level fluctuations \\ \(\Delta_{6}\) & -- & Allowance for the draft determination error, depending on the type of ship; \\ \(\Delta_{7}\) & -- & Allowance for ship's list assessment error, depending on ship parameters. \\ \end{tabular}   
The components of the dynamic allowance include: \begin{tabular}{c c l} \(\Delta_{8}\) & -- & Allowance for moving ship squat, depending on ship's speed, draft, depth and other \\ \(\Delta_{9}\) & -- & Allowance for waves, depending on wave and ship parameters. \\ \end{tabular}   
In the Swinoujscie-Szczccin fairway, no water allowance for waves (\(\Delta_{9}=0\)) was made, so the condition of navigational safety can be written as:  
\[T\leq h-\sum_{l=1}^{7}\Delta_{l}-\Delta_{8} \tag{30}\]  
The underkeel clearance was determined by five empirical methods recommended by PIANC in the given conditions [19]: \begin{tabular}{c l} \(\bullet\) & Tuck; \\ \(\bullet\) & [PERSON]/[PERSON]; \\ \(\bullet\) & ICORELS; \\ \(\bullet\) & Barras3; \\ \(\bullet\) & Eryuzlu2. \\ \end{tabular}   
It was calculated for container ships (block coefficient C\({}_{\text{b}}\) = 0.62) and bulk carriers (C\({}_{\text{b}}\) = 0.8) by adopting appropriate bottom profiles for individual fairway sections. Given the obtained results, specific safe allowable speeds were identified in all fairway sections. For ships T > 10 m, the following values apply: \begin{tabular}{c l} \(\bullet\) & Container ships, general cargo ships, LPG tankers (C\({}_{\text{b}}\leq\) 0.65) V = 8 to 12 knots; \\ \(\bullet\) & Bulk carriers, tankers (Cb \(\geq\) 0.75) V = 6 to 10 knots. \\ \end{tabular}   
The guidelines were also formulated for the implementation of the dynamic underkeel clearance system, which will increase the allowable maximum draft to T = 11.2 m. \begin{tabular}{c l} \(\bullet\) & The passing of two ships in the Swinoujscie-Szczccin fairway require the determination of maximum safe breadths of the meeting ships, depending on their draft and the fairway channel slope (Table 2). \\ \end{tabular}   
The breadths of ships safely passing each other in straight fairway sections were determined based on the condition of the navigational safety of two-way traffic [13]:  
\[D_{it}\geq d_{m}^{in}+d_{m}^{out}+2d_{n(1-\infty)}^{in}+2d_{n(1-\infty)}^{out }+d_{r}^{in}+d_{r}^{out}+d_{r}^{s} \tag{31}\]  
where: \begin{tabular}{c l} \(D_{it}\) & -- & Width of available navigable area for ships with draft \(T\) in \(i\)-th section of \\  & -- & the fairway; \\ \(d_{r}^{s}\) & -- & Separation zone allowing for the suction force effect; \\ _in, out_ & -- & Indices marking incoming and outgoing ships. \\ \end{tabular}