515
1
INTRODUCTION
TheU.S.ArmyCorps of Engineers(COE)constructs
and maintains man‐made and natural waterways in
SouthLouisianatosupporttheGulfofMexico(GOM)
offshoreoil and gas industry,serve as a conduit for
recreationalandcommercialfishing,controlflooding,
provideaccesstoGulfCoastrefineriesandliquefied
natural
gas(LNG)facilities,andlinktheagricultural
andindustrialcentersoftheMississippiRiverValley
with global markets. While the waterways provide
economic benefits to a large number of users, they
also contribute to land loss. The economic and
ecologicalcostsoflandlossrepresentanexternalcost
borne by
current and future coastal residents,
Louisianataxpayersandecosystemusers.
A question that frequently arises in regulatory
hearings and Environmental Impact Statements
(BOEM2012)regardstheprimaryusergroupsofthe
channels and their relative proportion of use. No
defensibleand reliable dataexistsonchannel usage,
andeven basic questions
such as how many vessels
utilizeaspecificchannelhasnotbeenaddressed.This
study is the first step in the scientific analysis to
support coastal impacts and quantifythe manner in
whichchannelsareutilized.
When vessels pass through a navigation channel
they create wake which transmits energy to
the
shoreline suspending sediment and leading to
shoreline retreat and channel widening (Bauer et al.
2002; Hoffman et al. 2008). The rate of channel
widening averages 1 m/yr, but is up to 6 m/yr for
some canals in Louisiana (Thatcher et al.2011). The
ABSTRACT:SouthLouisianaisundergoingrapidland
lossandtheconstructionandutilizationofnavigation
channelsbytheoffshoreoilandgasindustry,thecommercialfishingindustry,theoilrefiningindustry,and
freightshippersisonecause.Anetworkofnaturalandman‐madenavigationchannelssupportcommerceand
industrythroughouttheregion,butnoquantitativeinformation
isavailableontheusersofthechannelsand
theircontributiontolandloss.Thepurposeofthisnoteistocharacterizeutilizationacrosseightchannelsin
SouthLouisianausingdatafromtheAutomaticIdentificationSystem.Approximately125,000vesselsusedthe
channels over a two year period between 2011‐2012. The
Mississippi River was the most heavily utilized
channel withan average of 345 vessels per week across the report zone, followed by Bayou Lafourche and
SabinePasswithabout195vesselsperweek.TheoilrefiningindustrywastheprimaryuseroftheCalcasieu
andSabinePasschannelswhilethe
freightindustrywastheprimaryuseroftheMississippiRiver.Theoffshore
oilandgasindustryweretheprimaryusersofBayouLafourche,theHoumaNavigationCanal,theAtchafalaya
RiverandFreshwaterBayou.
Channel Utilization in South Louisiana Using AIS
Data, 2011-2012
M.J.Kaiser
CenterforEnergyStudies,LouisianaStateUniversity,BatonRouge,USA
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 8
Number 4
December 2014
DOI:10.12716/1001.08.04.05
516
energy imparted on the shoreline is a function of
channel traffic,vessel size, hull shape and speed,as
well as the geometry and location of the channel,
bottomtypesandotherfactors.Theabilityofshipsto
mobilizesedimentsandcontributetochannelerosion
has been studied in the St.
Lawrence River, the San
Joaquin river delta, and elsewhere, but to date, no
studies in the GOM coastal zone have been
conducted.
The purpose of this paper is to quantify vessel
utilizationpatterns inthe major navigation channels
in South Louisiana to inform future studies and
regulatoryreform.Thisis
thefirstattempttoquantify
vesselusageintheregionandstatisticsareincluded
on traffic volume and vessel size, class and speed.
These data can be coupled with ship‐induced wake
models to estimate the energy imparted on the
shorelinebypassingvessels to predictrates ofship‐
inducedchannel
widening,tounderstandtheimpact
of specific industries (i.e. the offshore oil and gas
industry)onchannelwidening,andtoidentifyareas
ofparticularconcern.
2
METHODS
2.1
AutomaticIdentificationSystem
The Automatic Identification System (AIS) is an
automatedtrackingsystemusedonshipsforlocating
and identifying vessels and avoiding collisions. The
automatic identification system broadcasts
information on ship identity, speed, direction and
positionevery2to10secondswhileunderway,and
every 3 minutes while at anchor (Tetreault 2005).
Automatic
identification system information is
recorded by shipping intelligence firms that collect
datafromonshoreandoffshorereceiversandprovide
commercial access (Tsou 2010, Yang et al. 2012).
Automaticidentificationsystemdatahasbeenusedin
studies of human impacts on marine ecosystems,
includingexhaustemissions from marinetraffic and
underwater
noise, anticollision (Felski and Jaskolski
2013)andsafety(Stupak2014).
Coast Guard regulations require any commercial
vessel over 65 ft in length and on an international
voyage (other than passenger vessels less than 150
grosstonsandfishingvessels)tocarry anoperational
AIStransmitter.Inaddition,commercialvesselsover
65
ft navigating in certain specified areas (including
Berwick Bay, the Lower Mississippi River, Port
Arthur and Galveston Bay) are required to carry
operational AIS systems (Tetreault 2005). The AIS
uses a numeric code, the maritime mobile service
identity or MMSI number assigned by the Federal
CommunicationCommission,toidentifyvessels.
2.2 ReportZones
Report zones for each channel were located inland
(north)ofGOMshorebasestocapturemovementson
inland waterways (Figure 1). Most shorebases in
Louisiana are located near the mouth of navigation
channels adjacent to the Gulf of Mexico. Thus, the
report zones collected information on movements
from inland suppliers to shorebases,
but did not
collect data on vessel traffic from shorebases to
offshorelocations.
Figure1. Top: Navigation channels and approximate
locationsofthereportzonesincluded.Bottom:theHouma
(left)andBayouLaFourche(right)reportzones.
2.3 EvaluationPeriod
The AIS system collects data on ship name, MMSI
number, and zone entry and exit time every time a
ship transited each report zone. Data were collected
over104weeksfromJanuary1,2011throughJanuary
1,2013usingthecommercialvendorShipTracks.Data
collectionoccurredaftertheresponsetothe
Deepwater
Horizon
oil spill was concluded and the deepwater
drilling moratorium had been lifted, and after the
Mississippi River Gulf Outlet, a navigation channel
linkingNewOrleanswiththeGOM,hadbeenclosed.
2.4
DataProcessing
ShipnameandMMSInumberwerematchedtoship
datausingtheU.S.CoastGuardandU.S.FCCvessel
databases. These databases provided information on
vesselgrosstonnage,classandlength.Grosstonnage
and length were selected as proxies of vessel size
becausetheywereavailableforalargerportionof
the
data set than other measures of size such as draft,
breadth, and deadweight. Gross tonnage correlates
withotherrelevantsizemeasures.The directionality
ofvesselswasnotrecorded.
The U.S. Coast Guard and FCC use different
classification systems, and classes for many vessels
were not identified in the datasets.
Vessel class
informationiscriticalintheanalysis,andwhenclass
was not identified in the FCC or Coast Guard
databases a vessel tracking website
(marinetraffic.com) was employed. Classifications
were consolidated into thirteen vessel classes
(Table1).
Averagespeedinthezonewasdeterminedasthe
differencebetweentheentryandexit
timedividedby
thezone length. Vesselspeeds wereexcluded if less
than 2.5 knots
1
or greater than 20 knots as it was
assumedthatvesselseitherstoppedordidnottravel
theentirelengthofthezone.
1
Oneknotisonenauticalmileperhour.
517
Table1.AveragecharacteristicsofvesselstransitingeightSouthLouisiananavigationchannels,2011‐2012.
__________________________________________________________________________________________________
ClassAverage length(ft) Grosstonnage Numberofentries Percentage(%) Speed(knots)
__________________________________________________________________________________________________
Barge1447833510.37.8
Crewboat1349610,8998.711.8
Cruiseship873118,3285950.512.2
Fishingvessel495071,1500.99.2
Freight61116,66314,59311.610.3
Government/pilot 26826,2535.06.8
Industrialvessel1271,0313440.36.4
OSV14917934,46927.58.7
Othercommercial 671257630.67.6
Recreational291131,1090.98.7
Tankship67423,80614,37611.59.8
Tug7412637,60230.06.5
Unknown2,7992.28.2
__________________________________________________________________________________________________
Total125,3038.6
__________________________________________________________________________________________________
2.5 MissingData
For vessels where gross tonnage data were not
available,theaveragegrosstonnageofvesselsofthe
same class in the same channel was used as an
estimate. For a small portion of vessels (about 2%),
reliableinformationaboutclasswasunavailablefrom
any source and gross tonnage was ignored in
these
cases. “Empty” periods in which no vessel
movementswererecordedforatleast12hourswere
generallyisolatedandassociatedwithknownperiods
of low activity (e.g. December 25, during tropical
storms). In other cases, empty periods appear
correlated with other empty periods and it is likely
thatthese
occurredduetoerrorsinthetransmission
or recording system. When these occurred, all data
from the suspect week was removed from the
analysis. As a result, the number of weeks in the
analysisrangesbychannelfrom93to104.
3
RESULTS
3.1
RegionalCharacteristics
3.1.1 AggregateCount
In total, 125,303 entries were recorded from
January1,2011toJanuary1,2013(Table1).Tugsand
OSVs are the most common channel users and
together account for 57% of zone entries. Tank and
freight ships account for 23% of entries, and
crewboats and pilot vessels account for most of
the
remainder.Onaverage,171vesselsperdaytransited
thenavigationchannels:51tugs,47OSVs,20freight
ships, 20 tank ships, and 15 crewboats. Fishing and
recreational vessels each accounted for about 1% of
vessel traffic, but many fishing and recreational
vesselsdonotcarryAIStransmittersandwould
not
beincludedinthecount.
3.1.2
SizeDistribution
Cruiseshipsandtankshipsarethelargestvessels
using the channels, and government/pilot and
recreationalvesselswerethesmallestusers(Table1).
A majority of OSVs and tugs are between 50 to 100
GT,butonaverageOSVsarelarger(Figure2).Alarge
number of utility boats, mini‐supply
vessels, and
crewboats are approximately 90 to 100 GT. The
numberoflargePSVsandAHTSs(>1,000GT)using
the channels is relatively low which is likely due to
theplacementofthereportzones.MostlargePSVand
AHTSmovementsoccurfromshorebasestotheGulf
ofMexico.
Figure2. Size distribution of vessels using navigation
channelsinSouthLouisiana,2011‐2012.
Tank ships passing through the channels were
largerthanfreightships.Approximately90%oftank
shipswerelessthan50,000GTand10%oftanksships
were50,000to70,000GT.Lessthan1%oftankships
were greater than 70,000 GT with the largest tank
shipsbeing150,000GT.Approximately
85%offreight
ships were under 30,000 GT, 15% were 30,000 to
60,000GTandnonewerelargerthan60,000GT.Very
largetankships,containerships,andbulkcarriersdo
nottypicallyusetheportsofSouthLouisianabecause
ofthedepthofthewaterways.
518
3.1.3
Speed
Vesselsmovedthroughthechannelsatanaverage
speed of 8.6 knots (Table 1). Crewboats and cruise
shipswere the fastest channel users, consistent with
thetime‐sensitivenatureoftheiractivities,whiletugs
andindustrialvesselsmovedmoreslowlythanother
vessel classes. Freight ships and tankers moved
relativelyquickly,
likelyduetotheirheavyutilization
inthelargerMississippiandCalcasieuRivers.
In the crewboat and OSV classes, a significant
numberofvesselswererecordedastravellingover20
knotsandinthetugclass,asignificantnumberwere
estimated to travel less than 2.5 knots. These data
points
were excluded for the estimation of average
speed.Allvesselclassesshoweda similarrightward
skew with long tails, suggesting that a minority of
vesselstravelthroughthechannelsatrelativelyhigh
speeds, potentially increasing wake effects on the
shoreline(Figure3).
Figure3. Distribution of vessel speeds by class using
navigationchannelsinSouthLouisiana,2011‐2012.
3.2 ChannelCharacteristics
3.2.1 AggregateCount
TheMississippiRiveristhemostheavilyutilized
channel with 35,880 vessel entries over a 104 week
period,orabout345vesselsperweek,andatotalof
433millionGT(Table2).BayouLafourcheandSabine
Passhadanintermediatelevelofutilizationinterms
of traffic at about 20,000
total entries or 195 vessels
per week. The amount of gross tonnage passing
throughSabinePasswas174millionGTwhileBayou
Lafourchewasonly2.5millionGT,indicativeofthe
different types of vessels transiting the channels.
Calcasieu experienced a relatively large quantity of
grosstonnage(63millionGT),
butamodestlevelof
traffic(72tripsperweek)duetothelargetanksships
that are the primary channel users. Houma, the
AtchafalayaRiverandFreshwaterBayouexperienced
relatively similar levels of tonnage and traffic with
between118and158tripsperweekandbetween1.6
and 2.2 million
GT. The Mermentau River
experienced minimal traffic during the period of
evaluation.
Table2.SouthLouisiananavigationchannelutilizationand
grosstonnage,2011‐2012.
_______________________________________________
Number Million Number Traffic/ GT/
ofweeks GTofentries week week
_______________________________________________
Mississippi104 433.4 35,880 345 4,167,452
BayouLafourche 104 2.520,710 199 24,459
Houma93 1.610,984 118 17,122
Atchafalaya 97 2.215,330 158 22,486
FreshwaterBayou 100 2.215,678 157 21,878
Mermentau 104 0.06 373 4 542
Calcasieu104 63.0 7,519 72 606,183
SabinePass104 173.5 19,869 191 1,666,836
_______________________________________________
3.2.2
SizeDistribution
In the Mississippi River, Sabine Pass, and
Calcasieu,theaveragevesselwasatleast282ftlong
and9,000GT,whileinallotherchannels,theaverage
vesselwasunder150ftlongand160GT(Table3).In
Bayou Lafourche, 80% of channel users were under
100GTandnearly
allchanneluserswereunder1,000
GT (Figure 4). Size distributions in the Houma
Navigation Canal, Atchafalaya River, Freshwater
Bayou,andMermentauRiverare similarto thosein
Bayou Lafourche and were not depicted. In the
Mississippi River, a majority of recorded traffic is
between10,000to100,000GT.Calcasieu
experienced
a relatively uniform distribution of vessels across
gross tonnage categories. Sabine Pass is similar to
Calcasieuandinallchannelsveryfewvesselsarein
the1,000to10,000GTrange.
Table3. Average vessel speed and size using South
Louisiananavigationchannels,2011‐2012.
_______________________________________________
Averagespeed Average Average
(knots)GTlength(ft)
_______________________________________________
Mississippi9.814,063 405
BayouLafourche 6.0125129
Houma7.714898
Atchafalaya 6.5160109
FreshwaterBayou 11.8143134
Mermentau 6.9157130
Calcasieu6.69,576321
SabinePass9.28,911282
_______________________________________________
Figure4. Distribution of vessel size in selected channels,
2011‐2012.
519
3.2.3
Speed
Vessels transiting the Mississippi River, Sabine
Pass and Freshwater Bayou experienced relatively
high average speeds (> 9 knots), while most other
channels had average speeds less than seven knots
(Table3).Freightshipsandtankshipswereprimary
usersof the Mississippi River, while OSVs and tugs
weretheprimaryusers
ofBayouLafourche,andthese
vesselsmovedrelativelyslowly.
3.2.4
ClassDistribution
Sabine Pass and Calcasieu show a similar and
relatively even distribution of traffic with the tug,
OSV and crewboat, and tank ship classes each
accounting for 20 to 35% of traffic in both channels
andfreightshipsaccountingforabout10%oftraffic
(Table 4; Figure 5). In the Mississippi River,
freight,
tank ships and tugs accounted for nearly 90% of
trafficandOSVsandcrewboattrafficwasnegligible.
In Bayou Lafourche, Houma, the Atchafalaya River,
Freshwater Bayou, and the Mermentau River, OSVs
andcrewboatsaccountedforabouthalfoftrafficwith
tugsaccounting for most ofthe remainder. Offshore
supply
vesselswereparticularlyheavyusersofBayou
Lafourche, Freshwater Bayou, and the Mermentau
River.
In the Mississippi River and Sabine Pass, other
vessels(vesselsotherthan freight,tank ships, OSVs,
crewboats and tugs) accounted for a significant
(>10%)portionoftraffic.InSabinePass,mostofthese
vesselsweresmallpilot
vesselsusedtoferrymaritime
pilots to the large tank ships passing through the
channel. In the Mississippi River, the other vessel
categoryincludedabroadrangeofvessels.
3.2.5
IndustryUsers
The primary industry sector using each channel
wasdeterminedbyassigningeachvesselclasstoone
of four industries: offshore oil and gas, refining,
freight, or commercial fishing. Offshore supply
vessels, crewboats and industrial vessels were
assigned to the offshore oil and gas industry, tank
ships were assigned tothe refining
industry, freight
ships were assigned to the freight industry, and
commercial fishing vessels were assigned to the
commercialfishingindustry.Theassignmentoftugs
to an industry user is difficult because a single tug
may be employed by multiple industries. Therefore,
weassumedthattug utilizationreflected theoverall
utilization
in a channel and assigned tug trips to
industriesaccordingly.Forexample,if30%ofvessel
trafficinagivenchannelwascomposedoftankships,
we assumed that 30% of tug traffic supported the
refiningindustry.
The primary industry by gross tonnage was
identicaltotheprimaryuserbytraffic
(Table5).The
oil refining industry is the major user of the Sabine
and Calcasieu channels, with the freight shipping
industryplayinganimportantsecondaryrole.Inthe
MississippiRiver,freightshippingaccountsforabout
halfofthegrosstonnagepassingthroughthechannel,
and the oil refining industry plays
an important
secondaryrole.Inallotherchannels,theoffshoreoil
andgasindustryistheprimarychanneluser.
Table4.NumberoftripsinSouthLouisiananavigationchannelsbyvesseltype,2011‐2012.
__________________________________________________________________________________________________
OSVs/Crewboats TugsFreight Tankers Others Total
__________________________________________________________________________________________________
Mississippi41811,223 11,875 7,2135,15135,880
BayouLafourche13,4036,2403711,02920,710
Houma4,8385,430112 060410,984
Atchafalaya7,4796,85443495015,330
FreshwaterBayou 13,8146994101,12415,678
Mermentau270320071373
Calcasieu1,6872,226876 2,3234077,519
SabinePass3,4684,5171,687 5,1994,99819,869
__________________________________________________________________________________________________
Figure5.Distributionofthenumberofvesselentriesbyclass,2011‐2012.
520
Table5. Largest users of navigation channels in South
Louisianaandrelativeusage,2011‐2012.
_______________________________________________
Largestuser PercentagePercentage
ofGT(%) oftrips(%)
_______________________________________________
MississippiFreight4845
BayouLafourche Offshoreoil&gas 9386
HoumaOffshoreoil&gas 7767
Atchafalaya Offshoreoil&gas 8475
FreshwaterBayou Offshoreoil&gas 8893
Mermentau Offshoreoil&gas 9095
CalcasieuRefining7738
SabinePassRefining7738
_______________________________________________
3.3
VesselFrequency
The time between sequentialvessel movement is an
importantfactor in determining coastal impactsand
tosupportscientificinvestigationinthearea.Asships
pass through a channel, the energy imparted on the
shoreline mobilizes sediment. As the frequency of
vessel movements increases, the time between
sequential sediment disruptions decreases (Parchure
etal.2007).Ifvesselspasssofrequentlythatsediment
fromapreviousvesselpassageremainssuspendedin
thewatercolumnwhenthenextvesselpasses,effects
on land loss and aquatic and benthic organisms are
likely to be more severe. Wake‐induced particle
settlingtimesareunknowninthe
studychannelsand
willdependonthecharacteristicsofthesedimentand
theenergyimparted.
Channelswithalargevolumeoftrafficwillhave
less time between sequential channel entries (Figure
6). Calcasieu, which has a relatively low volume of
traffichasthelongesttimebetweensequentialentries,
and half of
the time at least 1.35 hours elapses
between entries. In all other channels less than one
hour elapses, on average, between sequential vessel
passagesandintheMississippiRiver,halfofthetime
less than 0.32 hours elapses between sequential
entries.
Figure6. The distribution of times between sequential
entriesbychannel.P50denotesthemedianvalue;P75(P25)
denotes the value at which 75(25)% of times between
sequentialentriesarelessthanthevalue.
The distributions of times between sequential
entries in Bayou Lafourche and the Calcasieu
Navigation Canal are exponential (Figure 7) as
expectedby theory andcommon inqueuingmodels
(Gross and Harris 1998). All of the other channels
showed similar patterns. In most channels, a large
proportion of traffic occurs at less
than 30 minute
intervals,and these passages areexpectedtoleadto
disproportionateshorelineimpacts.
Figure7.Distributionoftimesbetweensequentialentriesin
BayouLafourcheandCalcasieu,2011‐2012.
Figure8. Vessel entries in the Bayou Lafourche and
MississippiRiverreportzones,2011‐2012.
521
3.4
Seasonality
Seasonality in vessel use could alter the impact of
wakeonerosion.Ifvesselstrafficwashighestduring
the summer when plant growth was highest, the
impact of sediment suspension on light availability
maybeincreased.TrafficontheMississippiRiveris
expected to peak in the fall when agricultural
commodity
traffic and offshore construction and
drilling activity is highest. However, no seasonality
was apparent in the data (Figure 8). There is no
obviouspatternofseasonalityinBayouLafourcheor
theMississippiRiverandnotrendswereapparentin
the other report zones. Offshore supply vessels and
crewboats are engaged
in support of production
activitythroughouttheyearwhichnormalizesvessel
activity.
4
LIMITATIONS
4.1
DataCoverage
There are a number of technical limitations which
impact vessel counts. The number of ships crossing
report zones represents a lower bound on traffic
volume since not all ships carry an AIS transmitter,
and therefore many smaller fishing and recreational
craft are not enumerated. The vast majority of
commercial vessels operating
in the Gulf of Mexico
are believed to carry AIS systems for safety and
insurance reasons, however, there are a number of
reasonswhyshipscarryingAIStransmittersmaynot
be counted. The transmittermay not be operational,
the receiver may not be operational, there may be
interferencebetweenthe
transmitterandreceiver, or
the system may not be able to record data into the
database(Chang2004).
4.2
VesselSizeUncertainty
Forasmallnumberofvessels,noinformationabout
sizeorclasswasavailableandgrosstonnagewasnot
included.Asaresult,thetotalreportedgrosstonnage
underestimates the actual gross tonnage but the
magnitudeoftheerrorisexpectedtobesmall.
The draft of vessels will vary depending
on
whether or not they are laden, and no attempt was
made to account for this difference. Some freight
ships may be laden both entering and leaving the
region, but in general, vessels will only be laden in
onedirection.Forexample,crudeoiltankerswillbe
laden while entering
ports while OSVs and many
bulkcarrierswillbeladenwhileleavingport.
4.3
TemporalUncertainty
As shallow water production in the Gulf of Mexico
continuestodeclineandproductioninthedeepwater
increases, the quantity, type and spatial distribution
of activity is expected to change and the number of
small OSVs will be replaced by larger OSVs. In
addition, the movement of tank ships and LNG
carriersintothechannelsdependsonthequantityof
oilandgasimportedintotheUnitedStates.Increases
in domestic oil and gas production or decreases in
domestic consumption would reduce traffic in the
channels, particularly in the Calcasieu and Sabine
Pass channels. The construction of the Keystone XL
pipeline
linking the Athabasca oil sands with Gulf
Coastrefineriesmayalsoreducetrafficthroughthese
channels. Conversely, the construction of proposed
LNGexportterminals atthe Cameronor Sabin Pass
LNGfacilitieswouldincreasetraffic.
Data collection began in January 2011,
approximatelythreemonthsafterthe2010deepwater
drillingmoratoriumwas
lifted.Inearly2011,manyin
the offshore industry complained of a “de facto”
drilling moratorium due to the slow issuance of
drillingpermits.Thiscouldhavereducedthequantity
of vessel traffic in the early part of the sample,
however,noreductionwasnotable.
4.4
AttributionUncertainty
The attribution of tugs to offshore support or non‐
offshoresupportrolesisdifficulttoassess.Sometugs
are specialized for offshore support, but many tugs
supportavarietyofindustriesanditisnotpossibleto
differentiate between roles. Not all OSVs and
crewboatsareusedinsupportoffederal
oilandgas
activity. A small portion of vessel movements are
used in support of oil and gas activity in state and
inland waters. However, based on the level of state
and OCS production and development activity, the
vast majority of OSV and crewboat traffic is in
supportoffederal
projects.
5
FUTUREDIRECTIONS
Automatic identification system data provides the
opportunitytoquantifythequantity,size,speed,and
temporal distribution of vessels using the channels.
Usingthedataandresultspresentedinthispaper,a
modelof thewake impactsonthe shoreline may be
parameterized if complemented with experimental
studies.Wakeeffects
ontheshorelinearedependent
on the shape of the channel and shoreline
composition, and empirical measurements of the
effects of vessel passage on wave energy and
sediment suspension are required for additional
assessment.
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