Shell Shipping

Shipping PolicyUnder Keel

Clearance Policy and
Application to Group Shipping
Activities
SP1

01 March 2012
UNRESTRICTED

Shell Shipping

SP1

UKC Policy

Version Control Table

Version

Date Valid

Amended by

Comment

1 March 2012

D. George

Original Issue

1 March 2014

C.Hurford

Version 1.1

Applicability
This document applies to all vessels managed or chartered by Shell.

The copyright of this document is vested in Shell International Trading and Shipping Company Limited,
London. All rights reserved. Neither the whole nor any part of this document or software may be
reproduced, stored in any retrieval system or transmitted in any form or by any means (electronic,
mechanical, reprographic, recording or otherwise) without the prior written consent of the copyright
owner.

SHELL INTERNATIONAL TRADING AND SHIPPING COMPANY LIMITED, LONDON: March 2012

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UKC Policy

Contents
1.

Purpose and Applicability ................................... 4

2.

Under Keel Clearance Policy (UKC) ........................... 4

3.

Exceptions .................................................. 5

4.

Authorisation ............................................... 5

Appendix 1 Terminology ....................................................................................................... 7

Appendix 2 Dynamic Components to be considered in calculating UKC..... 9

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1. Purpose and Applicability

This Under Keel Clearance Policy (UKC Policy) provides a common approach to the
management of under keel clearance on all vessels managed or chartered by Shell 1. The objective
is to ensure that all vessels remain afloat with a safety margin appropriate to the specific
circumstances. Governmental, State and Local Regulatory requirements must be complied with
in all circumstances. Where such requirements require greater UKC than prescribed by this
policy, then the larger UKC shall always be adopted.
In the case of a non-Shell Group owned or managed vessel, where the UKC policy documented
in the vessels Safety Management System dictates a greater UKC than prescribed by this policy,
then the greater UKC shall always be adopted.

2. Under Keel Clearance Policy (UKC)

All vessels managed or chartered by Shell shall comply with the following minimum UKC
requirements.
Open Sea

Where the UKC exceeds 50% of the vessels current maximum static draft, further UKC
calculations are not required. Masters shall plan their voyages to avoid, wherever practical,
transiting areas where the UKC is less than 50% of the vessels maximum static draft.
Confined Waters 2 (Excluding Channels, Fairways and alongside a terminal)

Where the UKC is less than 50% of the vessels current maximum static draft the vessel shall
maintain a minimum UKC of 10% of the current maximum static draft, after taking into account
applicable dynamic factors.3
Channels, Fairways 4 and alongside a Terminal

Whilst Underway the minimum UKC required is 1.5% of the moulded breadth of the vessel,
but not less than 0.6m, after taking into account applicable dynamic factors.
Whilst alongside a berth, the minimum required UKC is 1.5% of the moulded breadth of the
vessel, but not less than 0.3m.
Where a Port Authority or terminal requires a greater under keel clearance than prescribed
within this policy, the larger UKC shall be adopted.
Safe Draft Declarations 5

In port areas where the relevant Authority manages channel navigation and terminal limitations
based upon a declared safe draft, rather than indicating depth and required UKC, the
Authority declared safe draft may be followed where there is clear precedent of similar sized
1

Shell means Shell Group companies and Joint Ventures under operational control
2 Confined waters shall mean areas other than open sea, generally closer than 20 miles to the grounding line
3 Dynamic factors include squat, motion due to wind, wave and swell, heel experienced in a turn etc
4 Channels and fairways shall mean those areas that are generally within the jurisdiction of a port authority, and actively managed, including
dredging.
5 The Authorised Subject Matter Expert in Maritime Safety will confirm which locations comply with this clause.

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vessels safely navigating the channel in numerous transits under similar conditions, and that the
passage is conducted under Authority Pilotage.
Loading to a Specific Draft

If a vessel is advised to load to given draft and the disport is named the Master shall confirm that
the vessel can maintain the UKC required, including allowances due to swell, squat, increase in
draft due to list...etc, based on, but not limited to, the depth information on charts, sailing
directions, relevant publications and advice from local agents, Port Authorities, Terminal
Operators, Suppliers and Receivers as appropriate.
If a vessel is advised to load to a specific draft but the disport is unknown the Master shall
calculate the minimum depth of water required to maintain the required UKC at all times and
advise the charterer and managing office prior to loading.
If a vessel is advised a 'safe draft' to load to, or in the event that no 'safe draft' is advised, then
the Master shall use all available means to determine the actual depth of water, or maximum
allowable draft, such that the necessary UKC calculation may be made to ensure full compliance
with the UKC policy.

3. Exceptions
Inland Water or Riverine dedicated vessels

Vessels dedicated to trading on inland waters or Riverine systems shall maintain a UKC
following the principles of this Policy. However, following evaluation of local considerations,
minimum UKC shall be agreed with Authorised Subject Matter Experts in Maritime Safety.
Taking the bottom

In a small number of ports, the practice of taking the bottom whilst alongside for cargo
operations, is normal practice due to excessive rise and fall of tide. This exception shall be
managed considering contractual, structural and bathymetric aspects and shall be agreed with the
SME.
Project Based Evaluation of UKC

A project, during the assess to execute development cycle, may require a more detailed
evaluation of the factors impacting the UKC calculation. In these cases STS/3 Shipping
Technology shall be engaged to manage the evaluation following a project based methodology.
Support Vessels

Support vessels shall maintain a UKC following the principles of this Policy. However,
recognising differences in size and form, minimum UKC shall be agreed with Authorised Subject
Matter Experts in Maritime Safety.

4. Authorisation
This policy is owned by the STASCo GM Maritime Standards STS/4.
Exceptions and deviations from this policy will be approved by:

Shell managed vessels: STASCo GM Ship Management STS/2

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Third party vessels: STASCo GM Maritime Standards STS/4 and Principal Technical
Expert (PTE).
Inland Water and Riverine dedicated vessels, support vessels and taking the bottom.
Authorised Subject Matter Experts in Maritime Safety and the Regional General Manager
Shipping.

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Appendix 1 Terminology
Under Keel Clearance (UKC)

Line

Water

Ships
Salt
Water
Draft*

SHIP
A

Fresh Water Allowance

Allowance for Dynamic Factors

Net UKC allowance = 10% of A + B

SEA BED

* The Static draft is the draft when the vessel is not making way or subject to dynamic factors,
i.e. the draft the vessel has loaded to. This may include an allowance due to water density.
Dynamic factors include Squat determined from ships data curves or calculation, motion caused
by sea waves, swell, or heel due to turning etc.
Depth of water to provide required UKC = A+B+C+D
Net UKC is 10% Static Draft (including FWA as applicable)
Gross UKC is Net UKC + Allowance for dynamic factors.
Example: Whilst in restricted waters, a vessel is loaded to 12.0m even keel. The squat at the 8
knots transit speed is calculated as 0.8m. There is no sea, swell, or appreciable heel, and no
requirement for density allowance (FWA), so the draft including dynamic factors is 12.8m. The
minimum UKC as per the UKC policy is 0.6m, so the vessel requires a minimum depth (Chart
Datum + tide) of 12.8 + 0.6 = 13.4m.
When calculating the minimum UKC the following factors shall be taken into consideration:

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The effects of Squat (guidance contained in Appendix 2)

Tidal conditions, particularly the range and direction of the tidal stream.
State of the sea and swell due to prevailing weather conditions.
The accuracy of the soundings, tidal information and predictions.
The accuracy of the ships draft - both observed and calculated, including provision for
hogging and sagging.
Increase of draft due to heel/list.
Possible changes in the water density.
Nature of the seabed and its subsequent stability e.g. sand waves, potential for depths of
rivers to be effected by sitting.

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Appendix 2 Dynamic
calculating UKC

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Components

to

be

UKC Policy

considered

in

Squat

Squat is the reduction in under keel clearance (UKC) between a vessel at rest and underway due
to the increased relative flow velocity of water underneath the hull when the vessel is in motion.
The reduction in UKC has the potential for a vessel grounding when the waterway is shallow,
and requires to be calculated and taken into consideration when assessing minimum under keel
clearance in the Navigation Passage Plan. Squat is influenced by the ships hull particulars such as
block coefficient, breadth, water plane area, speed of transit and by the particulars of the
waterway, such as water depth, breadth, bottom soil conditions.
The increase in draft due to squat is largely dependent on speed. Loss of under keel clearance
due to squat can be reduced by reducing transit speed, subject to the manoeuvring limitations of
the ship involved. A reduction in UKC may also be indicated by:

Increased helm requirements to maintain steerage

Increased or excessive vibration.

A sudden reduction in speed over the ground for the same RPM.

The formation of heavy bow and stern waves

The calculation of squat is a complex process and many industry published formulae exist. Shell
Shipping Technology has documented a study of widely used Industry formulae in Marine
Management Guideline (MMG) 22, Calculation of Ship Squat, and recommended the optimum
process for calculation of squat for Shell managed fleet vessels. This is contained within the
Integrated Management System and shall be followed for all Shell managed vessels. Chartered
ships shall follow the instructions of their respective Operators.
In calculating the effects of squat for the passage plan, consideration should be given to
determining the maximum speed permissible that will avoid contravening the minimum UKC
required, rather than simply determining the UKC for a proposed transit speed.
Increase in Draft due to Heel/List

Increase in draft due to heel and/or list can be substantial on wide bodied vessels. Heel should
be considered, taking into account the environmental loads e.g. wind on the vessel, mooring line
loads whilst alongside and the heel of the vessel caused by large course alterations when
underway. .
Dynamic motion due to waves and swell

Additional consideration should be given for any further potential reduction in UKC resulting
from the vessel pitching due to possible swell and wave action. Similar to squat, pitching results
in changes of trim and the position of the centre of buoyancy with corresponding resultant
changes in draught.

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Document Authorisation & Validation Record

Document
Title (and Version Under Keel Clearance Policy and Application to
No)
Group Shipping Activities
Document No

SP1

Category No

EXP 1

Author(s)

David George, STASCO STS/4,

Document Custodian

Clive Hurford STS/44

001

Authorisation & Validation Process

Process Originator

David George, STASCO STS/4

Start Date

11TH March 2014

Comment Close Date

31st March 2014

Reviewers (Authors should not review their own work)

Content
Reviewer(s)

Format Reviewer(s)

Authors Concurrence on Final Document

Author(s) Name

Ref
Indicator

Clive Hurford

STS/44

Version [1.1] [01 March 2014]

Status (sign master copy)

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UKC Policy

Authorisation
Authorised By
General
Manager

Ref
Ind
STS/4

Status
(sign
master copy)
Date

Name
John Barton

Manager Oil &

Gas Projects
Manager Ports
& Terminals
Document
Owner
Discipline
Lead
Technical
Review
Committee
Chair
Ship Operator

* X = Required for this Document

Distribution:
Copy available from:
Queries
and
Changes to:

Suggestions

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for Same as above

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