DISCHARGE SYSTEMS

TRAILING SUCTION HOPPER DREDGERS DISCHARGE SYSTEMS

CONTENTS

1. Hopper discharge systems……………………………………………………………. 1

2. Bottom dumping discharge systems………………………………………………… 3

2.1 Hinged bottom doors…………………………………………………………….. 3
2.2 Conical bottom doors……………………………………………………………. 4
2.3 Pre-unloading valves…………………………………………………………….. 5

3. Self-emptying suction systems……………………………………………………… 5

3.1 Suction channels with upper doors……………………………………………6
3.2 Suction mouth with sluice valves…………………………………………….. 8
3.3 Suction mouth with sluice valves, in combination with a dewatering screen 9

4. Split hull………………………………………………………………………………… 10

5. Dry digging out systems……………………………………………………………..11

5.1 Twin scrapers……………………………………………………………………. 11
5.2 Twin grabs……………………………………………………………………….. 11
5.3 Back-hoe………………………………………………………………………….. 12
5.4 Bucket wheel…………………………………………………………………….. 13

6. Delivery systems………………………………………………………………………. 13
6.1 Floating pipe line………………………………………………………………… 13
6.2 Rainbowing………………………………………………………………………. 14
6.3 Mobile pumping vessel Arco Trent………………………………………….. 14

TRAINING INSTITUTE FOR DREDGING

 DISCHARGE SYSTEMS

1. HOPPER DISCHARGE SYSTEMS.

The unloading of trailing suction hopper dredgers (TSHD) and barges can be accomplished
in several ways, depending on the construction of the vessel.
Following main discharge systems are distinguished:

• self-supporting discharge systems

⇒ bottom dumping discharge systems
⇒ self emptying suction discharge systems
⇒ dry digging out discharge systems (elevator, drag line, back-hoe, grab)
• discharge systems using external means:
⇒ dry digging out systems (clam shell barge)
⇒ pumping out systems (by barge suction dredger)

Bottom dumping systems can be subdivided as follows:

• mono hull dredgers
⇒ sliding bottom doors
⇒ hinged bottom doors (both single and double)
⇒ (conical) bottom valves
⇒ pre-unloading valves (additional to hinged bottom doors or conical bottom valves)
• split hull dredgers
A self emptying suction systems consists of:
• a hopper suction system part, which may be of one of following types:
⇒ suction channels with upper doors
⇒ suction mouths with sluice valves connected to suction pipe line
⇒ suction channels with fissure inlets, without doors or valves
⇒ other
• dredge pump system
• a delivery system part, which may be, depending on the applied working method, one
of the following types
⇒ shore connection with floating pipe
line
⇒ rainbow nozzle
⇒ fall pipe system (pumping out via
pipe line return setting)
• a hopper load diluting system using
water jets etc.

Fig 1.1. TSHD Amsterdam

TRAINING INSTITUTE FOR DREDGING SHEET: 1

 DISCHARGE SYSTEMS

Dry digging out systems are generally applied on board of sand and gravel dredgers and
barges. But also grab hopper dredgers may discharge their load using own digging facility.

Fig 1.2 Sand and gravel dredger Arco Dart

Fig 1.3 Grab hopper dredger Samo

Pumping out by means of a barge unloading suction dredger is mostly applied for small
inland dredging operations where the three phases of the dredging process (loading,
transport and unloading) are often more or less separated.

Fig 1.4 Barge unloading suction dredger

Fig 1.5 Barge unloading suction and
jetting process

TRAINING INSTITUTE FOR DREDGING SHEET: 2

 DISCHARGE SYSTEMS

2. BOTTOM DUMPING DISCHARGE SYSTEM

One of the biggest advantages of sliding bottom doors is the possibility to dump the dredged
load at very shallow waters. Some disadvantages however, with regard to wear of the sliding
mechanism and to damaging of the inflatable seals, made these doors less popular.
Therefore the course will not go further into this type of bottom dump doors.

2.1 Hinged bottom doors

Hinged bottom doors may be of the single and the double type. The standard type bottom
doors afford ample discharge openings. The
openings between the bottom plating and the
doors are as small as possible. There is
sufficient space to handle the pins and
bushes when the ship is docked. The doors,
in single or double execution are an all-
welded box shaped construction, reinforced
on the inside so that deflections will not affect
the perfect closure of the doors. The
tightness of the doors has been tested under
oil pressure. Each door is provided with
Fig 2.1.1 Hinged bottom doors
stainless steel filling and drain plugs and with
strong lifting eyes and hinges. doors, pins, bushes, rubber packing etc. can be replaced
during docking if the height between the bottom of the ship and the dock floor is at least 1 m.

In closed position, the doors are flush with the ship’s bottom; sometimes they are in a more
or less retracted position in order to limit protrusion, but at the expense of hopper space.

The bottom door actuating mechanism is designed to open the bottom doors by the weight
of spoil as well as by a positive opening action.

Each door or set of doors is suspended from its (their) own hydraulic cylinder by means of a
slotted pipe fixed to the hydraulic cylinder, a main stem and a set of lower rods made of mild
steel tubes and rods.

Steel wedges can be passed through the slotted pipe and the outer pipe to secure the
bottom door before the hydraulic pumps are stopped for the weekend or for a sea voyage.
The supports of these wedges are accessible from the catwalks on top of the hopper
coamings.

Each ram is of the double action type, designed to hold the pair of doors closed when the
hopper is fully loaded and to push the doors open and hold them in the open position to
prevent slamming while the hopper load is being dumped. After dumping the hopper load
each pair of doors is closed by the hydraulic ram

TRAINING INSTITUTE FOR DREDGING SHEET: 3

 DISCHARGE SYSTEMS

2.2 Conical bottom valves

Bottom valves serve for the discharge of soil and soil mixtures via the hopper bottom. Many
types of bottom valves are in use. One of these is the conical bottom valve. These valves are
conical in shape.
Conical bottom valves ensure the rapid
discharge of the spoil and the complete
sealing of the hopper. They have no
vulnerable parts such as hinges below
the waterline.

The absence of obstacles in the hopper

and the discharge aperture minimises
the risk of dredged-up chains, wires, etc.
fouling the aperture during discharge
and damaging the seal or the valve
Fig 2.2.1 Conical bottom valves when this is closed.
Finally, the flush profile obtained with this type of valve reduces the hull resistance during
steaming.

The conical bottom valves can be moved up and down vertically by means of hydraulic
cylinders. Each valve has three fins to guide the rod and valve assembly. The operating
range of these valves is about 1 m. The extra stroke to free the fins from the valve opening is
about 0.55 m.

The construction of the valve is as follows: The conical valve of welded steel with a cast
steel frame and a wear resistant rubber seal with a steel securing band is welded to a stem
and to the extremities of the three fins in such a manner that they can be burnt off very easily
should this be necessary for the repair purposes, when the ship is drydocked. The flange
bracing’s and lappings are welded to the stem. The valve seats are made of cast steel. Each
valve stem above the light ship waterline is equipped with a dismantling flange which can be
removed by cutting with an oxy-acetylene cutter. This provision allows dismantling of the
conical valves without dry-docking the ship. The shipyard furnishes the necessary special
tools. The construction of the valves also allows changing in a drydock. The interface
between the fins and the valve seat will be reinforced by welding on a wear resistant layer.

The valves are actuated by double acting hydraulic cylinders, each cylinder actuates a
separate valve. The cylinders are mounted on a support on the hopper coaming.

A wedge is fitted in the valve stem to secure the closed valve before the hydraulic pumps are
stopped for a weekend or for a sea voyage. During normal operating shifts these wedges
need not to be fitted.

The hydraulic high pressure system keeps the valve closed during operation. The hydraulic

TRAINING INSTITUTE FOR DREDGING SHEET: 4

 DISCHARGE SYSTEMS

low pressure system closes the valves when the wedges of the bottom valves have to be
inserted. Afterwards removal of the wedges will always be possible by applying high
pressure.

The hydraulic plungers are manufactured from stainless steel. In the sealing a scraper ring is
fitted to remove all dirt from the rods during the ingoing stroke. A second wedge of a lighter
construction is fitted above the wedge already mentioned to be able to secure the valve in
the extra stroke position.

2.3 Pre-unloading valves

The first stage of reclamation and beach

nourishment dredging may consist of
dumping at very shallow water, prior to the
raising by supply of sand by other means.
In this situation trailing suction hopper
dredgers provided with hinged bottom
doors or conical valves operate at great risk
of damage

A very useful working method is to reduce

the ships draught prior to dumping by
unloading part of the hopper content via, so
called pre-unloading valves.

These valves are generally fitted in the

centre keelson.
Fig 2.3.1 pre-unloading valve in centre keelson

3. SELF EMPTYING SUCTION SYSTEMS

A self-emptying system allows emptying the hopper with the inboard dredge pumps. When
pumping ashore the delivery pressure of the dredge pump should preferably be increased in
order to overcome the resistance which is, depending of the delivery pipe line length, much
higher than on board to the hopper. In order to attain such, some of following (combined)
measures can be taken :
⇒ If the dredger is provided with two dredging pumps, the pumps can be put in series.
⇒ In case of one pump only, an onboard booster pump may be possible ( a shore based
booster may be usefull in all cases)
⇒ an other possibility is to increase the delivery pressure of the dredge pumps by
increasing the speed; this can be achieved by:
⇒ increased engine rpm
⇒ adjustable gearbox
In this description it is assumed that the dredger is equipped with two dredgepumps and two

TRAINING INSTITUTE FOR DREDGING SHEET: 5

 DISCHARGE SYSTEMS

suction tubes.

3.1 Suction channels with upper doors

The systems generally consists of two self-emptying channels. Each channel connects to a
sea inlet chest, through a water inlet valve and a self-emptying valve to the suction line of a
dredgepump.

At the bottom side the channel is closed by the

(hinged) bottom door. This is of great advantages
in case of a channel blocked by sediment. The
blockage can be solved then by dumping the
load. In case of dumping the upper doors will be
kept opened.
One disadvantage of this system is the
obstruction of the
channel in way of
Fig 3.1.1 Upper doors
the material flow
while dumping
and the related wear and tear.

The self-emptying channels are sometimes equipped with a

jetting system to dilute the mixture in the channel. The water
entering the sea water inlet chest functions as a carrier of the
mixture from the channel towards the pump. At the top the
channels are covered by upper doors, which can be operated
remotely from the wheel house. The sand in the hopper
flows into the channels through the opened upper doors. The Fig 3.1.2 Detail upper door
diluted mixture is pumped out of the channel by a dredgepump. This dredge pump feeds the
second dredge pump which has to supply the pressure for pumping the mixture towards the
dumping area.

After arrival at the discharge area

the discharge to shore piping of the
dredger has to be connected to the
shore pipeline. This connection is
usually accomplished by a special
coupling device, a quick acting
connector. (see Fig 3.1.3).

The dredgemaster starts the pump-

out procedure by checking the
position of all sluice valves. The Fig 3.1.3 Shore connection

TRAINING INSTITUTE FOR DREDGING SHEET: 6

 DISCHARGE SYSTEMS

flushing pumps of the sluice valves should also be started. Next the suction inlet and
discharge to shore valve should be opened to allow the pump(s) to pump outboard water
into the pipe system after which the self-emptying valves at one end and the sea water inlet
valves at the other end of the channel have to be opened and the suction inlet has to be
closed.
To start the pumps the diesel engines
have to run and the dredge pump
speed control levers have to be in the
0-position. After having started the
gland pumps the dredge pumps can
be started, by engaging the coupling.
The pump speed of both pumps (port
and starboard) should be adjusted
simultaneously as they now operate
in series.

The suction pump has to be adjusted

first, then the discharge pump. It
Fig 3.1.4 Both dredge pumps in series; self emptying
should not be forgotten to open the
channels with upper doors cross-over valve! It must be made
sure, that both self-emptying channels
are clean by pumping water through each one alternately, therefore the sea water inlet
valves have to be closed in turn so that it can be checked that neither channel is clogged.

The settled sediment of sand in the hopper should be brought again into a mixture before it
can be sucked out. Therefore it should be diluted. This is achieved by a strong jet water flow
down the package of sediment, whilst at the top of the sediment a layer of water can be
pumped.

The (medium pressure) jet water is pumped

using the same pumps as used for the drag
head jetting system. Some systems are
provided with facilities to put jet pumps in
series, in order to have double pressure
jetting force.

In the case additional water on top of the

load is required an additional low pressure
diluting pump may be used. An other way of
operation is supplying water using the
dredge pump prior for starting the pumping
out process.
Jet water nozzles are generally mounted at
Fig 3.1.5 Hopper space with hopper load diluting jet the top of the centre keelson and around the
nozzles on top of the centre keelson.
self emptying system. The nozzles are

TRAINING INSTITUTE FOR DREDGING SHEET: 7

 DISCHARGE SYSTEMS

operated in groups, related to the hopper section in self emptying operation.

The dredgemaster should now open the upper doors of a compartment, port and starboard
simultaneously. He should never open the upper doors adjacent to the sea inlet chests first
as the sand might flow into the inlet chests and choke them, so he always should open the
number two (port and starboard side) first. Open number one doors after the sand above
number two has been almost completely drawn away. When the compartment above
number one does not hold any more sand open door number three, then number four, etc.

The reason for the above mentioned sequence is the following:

When sand or mixture comes
into the inlet chests part of it
might go through and fall
under the ship. As the ship is
always moored in the same
spot, because of the fixed
place of the shore pipe
connection, the sand always
will fall on the same spot. The
quantity of sand grows and
grows and causes a bar to be
built up and ultimately the
Fig 3.1.6 Fixed mooring point dredger will be grounded on its
own sand. This becomes dangerous when the ship’s mooring place is a tidal harbour.

The dredgemaster should observe the velocity indication and adjust the suction inlet valves
accordingly. The jet valves should be closed as soon as the compartment is empty and
those of the next compartment should be opened, followed by the opening of the upper
doors.

This procedure should be continued until the hopper is entirely empty. The pump-out
operation has been completed as soon as the whole (discharge to) shore pipeline is
discharging water only. The pump-out procedure then can be completed by the following
actions : Stop the jet pump, close all valves in the jetting system, followed by simultaneously
decreasing the pump speeds of the port and starboard dredge pumps to 0. Disengage the
dredge pumps. Finally disconnect the shore discharge pipe line.

3.2 Suction mouths with sluice valves

This type of system is generally build outside the hopper space, mostly inside the centre
keelson, but may also be build in void spaces aside the hopper.
The central suction pipe line is connected at one side to the dredge pump suction pipe line
and at the other via a sluice valve to the outside water. The suction mouths positions are as
close as much to the hopper bottom, which is an advantage above the suction channel with

TRAINING INSTITUTE FOR DREDGING SHEET: 8

 DISCHARGE SYSTEMS

upper doors, as almost no remainder load is left after emptying the hopper. An other big
advantage is the location of the equipment outside the hopper space, which prevents from
obstruction and related wear. However pipelines and sluice valves situated in a narrow
space such as the centre keelson seam to be difficult to exchange. Therefore the pipelines
should be made of wear resistant material.
Further it should be noticed that this type of self emptying system is the best solution when
conical bottom valves are applied.

Fig. 3.2.1 Suction mouths with sluice valves, in combination with conical bottom valves

Fig. 3.2.2 Self emptying system with suction pipe lines and sluice valves at both sides, in combination
with bottom doors.

3.3 Suction mouths with sluice valves, in combination with a dewatering screen.
Unloading the hopper is also possible with the IHC-self-discharge system. The hopper is
emptied by means of the dredge pump via a main duct running alongside the hopper at floor
level and having a number of transverse branches, each of which incorporates a remotely
operated valve.
Thus, suction can be applied throughout the length of the hopper in accordance with the
number and position of the transverse branches.
The mixture is pumped to a vibrating screen, which now serves only to separate the gravel
from the water. A shipborne conveyor belt system delivers the gravel ontop shore.
The water which flows down the screen is recirculated into the hopper by gravity via a limited

TRAINING INSTITUTE FOR DREDGING SHEET: 9

 DISCHARGE SYSTEMS

number of openings in the hopper wall opposite the suction tube branch openings.

4. SPLIT HULL
Under normal conditions, conventional bottom discharge systems such as bottom doors,
conical valves, etc. installed in trailing suction hopper dredgers performed satisfactorily.
However, the development of dredging techniques continues, and has resulted in new types
of dragheads able to dig in cohesive materials. These cohesive material are dumped into the
hopper, where, due to the movements of the vessel, a very plastic, solid mass is created.

This type of soil cannot be dumped through

conventional bottom systems as easily as sand or silt.
Therefore the split hull principle may be the solution to
this problem.

The hopper is divided longitudinally into two halves,

which can be swung
apart for the purpose
of spoil discharge. The
halves are connected
by massive hinges
Fig 4.1 Splittrail
situated at main deck
level and are actuated by hydraulic rams loca-ted in the fore
and after parts of the vessel.

Upon comparison with conventional designs, the split hull

concept is seen to possess manifest advantages :
⇒ Superior discharge characteristics, a product of a very
large discharge aperture, smooth and unobstructed
hopper walls, and increasing cross-sectional area of the Fig 4.2 Hing
hopper during discharge (thereby eliminating “arching” of the compact mass).
⇒ The hopper contents can be discharged en masse, distributed over a number of dumping
grounds, or, in the case of coarse material, dispersed.
⇒ There is little risk of damage to the discharge mechanism in shallow water or swell
conditions, since the mechanism forms an integral part of the vessel.
⇒ The hydraulic actuating system is simple. It is therefore easily operated and requires little
maintenance.
⇒ The design allows of a small laden draught, making it an ideal ship for reclamation
dumping.
5. DRY DIGGING OUT SYSTEMS
These systems are generally applied on board of sand and gravel dredgers and barges.

TRAINING INSTITUTE FOR DREDGING SHEET: 10

 DISCHARGE SYSTEMS

5.1 Twin scrapers

The installation ( Marinex VI, Arco Avon, City of London, Cambrae, Cambrook, Arco Severn,
Arco Scheldt, Arco Thames, Arco Tyne ) consists of twin scrapers, operating side by side,

Fig 5.1.1 Scraper

and discharging over the aft end of the ships hold. The buckets discharge the product into a
transvers hopper arranged above deck level and provided with a belt feeder. The feeder
discharges in turn on to a luffing and slewing boom conveyor which transfers the material to
the shore.

5.2 Twin grab.

The Deepstone (Arco Dart, Arco Dee, Arco Swale), which was specially designed for marine
gravel reclamation, is equipped with a twingrab travelling crane. To unload the gravel, the

Fig 5.2.1 Twin grab Deepstone Fig 5.2.2 Grab on board of the Arco Dart
twin-grab travelling crane is moved into position above the hopper. The material is raised
and deposited on a conveyor belt running lengthways over the hopper, for whence it passes
to a second conveyor belt which extends overboard. The unloading operation is controlled
from a cabin situated high in the crane structure. The grab hoists are powered by electric
motors. The conveyor belts are similarly powered. The large of these is 44 metres long,

TRAINING INSTITUTE FOR DREDGING SHEET: 11

 DISCHARGE SYSTEMS

while the smaller unit, which can be swung outboard by hand on the starboard side, extends
18 metres beyond the extremity of the deck, enabling gravel to be deposited ashore or shot

Fig 5.2.3 Unloading the hopper with twin grabs and conveyor belts
into barges moored alongside.

5.3 Back-hoe
Some dredgers (City of Cardiff, City of Chichester) are designed to self-discharge the cargo
onto the quayside on the portside only via a travelling discharger and a series of conveyors.
The discharger is a mobile unit mounted on a rails, which travels the length of the vessel’s
hold. The unit removes
cargo from the hold by
means of a back-hoe type
hydrau-lically powered
digging machine and
deposits the material into
a receiving hopper for
conveying off the vessel.
The arrange- ment of
conveyors con- sists of a
feeder con- veyor which is
installed on the discharger
and which feeds on to a
Fig 5.3.1 Back-hoe unloader
full length deck conveyor
fitted along the starboard side hatch coaming. This is then linked to a transverse unit located
at the forward and of the vessels hopper which in turn is fed to the shore side by an overside
boom conveyor. It is also possible to discharge directly with the back-hoe on shore, pending
on the shore facilities.

TRAINING INSTITUTE FOR DREDGING SHEET: 12

 DISCHARGE SYSTEMS

5.4 Bucket wheel.

In this unloading system ( Camdijk Cambeck, Cambourne) the conveyor belt is loaded by a
wheel excavator, which tra-vels
over the length of the hopper.
The dredgers are also equipped
with a pump-out system using
the dredgepump and an
emergency discharge system,
comprising six hydrau-lically
operated valves in the hopper
bottom. The Camdijk is able to
dump as much load as is
needed to go from a discharge
draught of 7.65 m to the
Fig 5.4.1 Bucket wheel unloader. international mark of 6.55 m.
The system is only put into operation under extreme conditions.
The Camdijk is equipped with a hydraulically driven 9.46 metre diameter wheel with 800 litre
buckets, empties the load on a conveyor belt. The belt runs at 2.5 m/s and can be turned
outboard at the stern towards shore facilities. The wheel slides through the hopper from front
3
to the back. Normal unloading time for around 5000 m is about 4.5 hours. In peak situations
3
the installation is able to discharge at 1600 m per hour.

6. DELIVERY SYSTEMS
Pumping ashore is a dredging application of increasing importance. Among others following
dredging works are common business:
• beach nourishment
• reclamation for industrial areas
• sand and gravel and heavy minerals mining
• storage of polluted spoil (environmental dredging)

Depending on the type of dredging work, a shore connection can be made using either a
floating pipeline or, berthed along a quay, using other means.

6.1 Floating pipe line

The dredger should be provided with special
equipment to connect a (floating) pipeline to
the onboard delivery pipeline. These
connection systems can be of different types,
depending on the applied working method
and on the sea state and other environmental
conditions, as current. The floating pipe line
coupling should be picked up from the sea.
This may be either with the aid of a working
Fig 6.1.1 Fixed floating pipe line connection system

TRAINING INSTITUTE FOR DREDGING SHEET: 13

 DISCHARGE SYSTEMS

boat (tug) or by own means.

It may be desired to connect the floating pipeline in any

direction and with all possible current and wind directions.
In this situation
the connection
system should
be flexible.

Fig 6.1.3 flexible floating pipe line connection

system
6.2 Rainbowing
For the purpose to raise a water bottom at shallow places at too low depth for dumping, the
hopper load can be pumped out and sprayed far before the ship’s bow. This operation is
called rainbowing. Pictures below give a good impression how this spectacular operation is
performed.

Fig 6.2.1 Rainbowing wet and dry

6.3 Mobile pumping vessel Arco Trent

As a rule, the landing of marine aggregates demands fairly extensive facilities. In addition to
the actual handling installation, a quay or jetty with sufficient depth of water for berthing the
dredgers is necessary. In an effort to achieve greater flexibility in the choice of discharge
point, ARC Marine looked for a demand of unloading their vessels in open water. Various
alternatives were explored in the hope finding an early solution to the problem. Consultation
with IHC Holland led to a decision to convert the gravel dredger Arco Trent into a booster
station.

TRAINING INSTITUTE FOR DREDGING SHEET: 14

 DISCHARGE SYSTEMS

The hopper of the dredger was modified to permit the installation of the pumping installation.
The rear part was transformed into a receiving hopper with a self-discharge system having
two hydraulically operated valves in the top of the trunkway. A relief valve incorporated in the

Fig 6.3.1 Mobile pumping vessel Arco Trent

suction pipe between the hopper and the pump enables the vacuüm to be regulated.

TRAINING INSTITUTE FOR DREDGING SHEET: 15