Documente Academic
Documente Profesional
Documente Cultură
Abstract
Hydrodynamic interaction effects are the sea/river-bed, a ship and the shore or
critical in congested and confined two ships. The presence of another
waters. Increase in speed and size of vessel or shallow water effects will
modern ships makes their consideration cause coupling and amplification
in the design of ports, docking stations, between the interaction effects. The
navigation channels, an indispensable detrimental effects and accident
safety parameter. A brief description of generation from the hydrodynamic
various types of interactions and interactions have been recognized by
possible consequences is followed by the Maritime Authorities and related
main focus of this work, namely moving guidance has been issued (MSA 1998).
to stationary ship interaction. A Loss of steerage, collision, down
mathematical model amenable to quick flooding, fire and structural damage are
computation, including moored ship a few examples of what can be instigated
dynamics is presented. Two cases on the ship due to hydrodynamic
involving accidents due to such interaction.
interaction effects are presented along The basis of hydrodynamic interactions
with the author’s conclusions from is the conservation of energy manifested
active participation in them. in the form of the well-known Bernoulli
equation. Bernoulli equation states that
Keywords the kinetic and potential energy along a
streamline remain constant. Kinetic
Squat; bank; interaction; shallow; energy depends on the square of the
attraction; mooring. velocity and potential energy with the
depth of the fluid. As a ship moves in the
1. Introduction water, there is a region of high pressure
at the bow and the stern. The stern high
The utilization of waterways to their pressure region is of lower magnitude
limits in our days has rendered the due to frictional loses. Given Bernoulli’s
hydrodynamic interaction effects a theorem, the water displaced by the ship
critical parameter on the channel and at the bow flows around and under the
port design. Maritime accidents occur hull towards the stern and creates a
primarily in confined and/or congested venturi effect under the hull resulting in
waters, where hydrodynamic interaction negative pressure in the mid-ship region.
effects dominate. The definition of Immediate consequence of the pressure
“interaction” in this study encompasses distribution described above is observed
interaction effects between a ship and in shallow water, where the restriction
between hull and bottom is more increase of stern trim and the possibility
pronounced. Venturi effect is more of loss of steerage. This is due to the aft
pronounced and the result is depression movement of the center of lateral
of the water line in the mid-ship region, hydrodynamic resistance. If the center of
which moves with the ship, and a wave- resistance moves aft of the center of
like water rise in the bow and stern. This gravity of the vessel in shallow water,
depression causes a reduction in the the lateral resistance force will act
under-keel clearance of the vessel and is against the turning moment of the
called “squat”. Although the same rudder. The ship will then behave as if
phenomenon is applicable in deep waters running on train tracks, following the
as well, deep water squat is bottom, and she will experience loss of
imperceptible. Shallow water is defined steerage. As it is expected, squat
as water with depth below two times the depends on the square of the ship speed
draft of the ship. (Barrass 1979), (Dand & Ferguson
1973). Combined shallow and confined
water can yield squat of the order of 5
meters for a VLCC depending on speed.
Confined water is defined as a canal
with width less than about ten times the
beam of the ship. Some headline
accidents caused by squat are connected
to “Herald of Free Enterprises”, “Queen
Elizabeth 2” and the “Sea Empress”.
Squat is amplified when it is combined
with interaction from the shore or “bank
Fig. 1: Squat Induced Trim,Sinkage and Heel effect” and vice versa. In a uniform
channel, a vessel traveling in the center
Squat is the thus result of hydrodynamic of the channel can traverse it with hardly
interaction between ship and bottom. It any helm input. Squat might impose
is not an increase in draft; mean draft sinkage and trim, but otherwise there are
remains unaltered. Flow around more no influences from the shore. If the
“fully bodied” ships is more restricted vessel will deviate from the center, a low
and it is expected that for these vessels pressure region will be generated
squat will be more pronounced. If the between vessel and bank as depicted in
vessel is even-keeled, squat will cause a Figure 2, due to accelerated flow; this is
trim by the bow for fuller vessels a direct consequence of Bernoulli’s
(tankers, bulkers). Squat will cause a theorem. The low pressure will manifest
trim by the stern for finer vessels into an attraction force on the ship.
(container-ships, passenger liners), Furthermore, the asymmetry of the high
(Barrass 2006 and 1979). In case the pressure regions at the bow and stern
vessel is already trimmed, squat will be will result in a yawing moment tending
further trimmed in the same direction. to swing the bow away from the bank
This is depicted pictorially on Figure 1, (Tuck & Taylor 1970), (Beck 1977),
where the ship seems to “smell the (Cohen & Beck 1983). The ship can be
ground”. A dire consequence following kept parallel to the bank by helm
squat in vessels with stern trim is the towards the bank as depicted on Figure
2. As the ship speed increases, there is a divided by the wetted perimeter. The
limit when a long bow wave is generated NSL is always shifted towards the more
interacting with the region between ship dredged side/deeper side of the
and bank, generating a high pressure waterway, i.e. towards the dock/dolphin
region there. Evidently, in that case the side. The NSL needs to be determined in
attractive force turns into a rejective one. maritime accidents because that position
The speed limit, which dictates the represents the most stable sailing line for
attractive/rejective nature of the sway a ship and the most comfortable path for
bank force depends on the water depth the captain/pilot.
and the proximity to the bank, (Yeung &
Wooi 1980), (Ch’ng 1991). Similarly to
the squat phenomenon, the ship-to-bank
interaction increases with decrease of the
distance between ship and bank, bank-
induced force and moment depend on
the square of the ship’s speed.
A simplified and yet accurate enough Two body-fixed coordinate systems are
method is presented, which can be defined on Fig. 5. One on the
utilized to compute the unsteady sway, stationary/moored ship 1 (x1,y1,z1) and
surge forces and yaw moments acting on one on the moving ship 2 (x2,y2,z2). The
the mooring lines of the stationary ship, global (x,y,z) coordinate system is fixed
(Wang 1975). The force and moment on the moored ship, since our interest is
estimation is based on the Lagally focused on the computation of sway,
theorem (Cummins 1954) and is surge forces and yaw moment on the
amenable to quick computation, with the stationary ship.
possibility to incorporate shallow water The velocity potential φ needs to satisfy
effects. Incorporation of shallow water the governing Laplace’s equation. In
effects in this case is a “sine qua non” addition, the velocity potential φ has to
condition, given that such types of satisfy kinematic boundary conditions on
accidents typically occur in shallow both ships. If n1 and n2 are the unit
waters. normal vectors on ship 1 (stationary) and
The assumption of wave-free surface 2 (moving) respectively, then:
allows to neglect free surface effects. ϑφ
=0 (1)
Then the method of “double-body” flow ϑn1
can be applied. The problem may be ϑφ ϑx
= U2 2 (2)
considered as that of two double ships ϑn 2 ϑn 2
U2 is the speed of the moving ship. It is
assumed that the total potential for the µ1 y ( x1 , ξ ) =
1
S1 ( x1 )V ( x1 , ξ ) (8)
flow around the moored ship consists of π
the potential φ2 due to the moving ship,
which satisfies Eq. (2) and an interaction Instead of utilization of the unsteady
potential φ1 , which satisfies Eq. (1). Bernoulli equation to obtain pressure
The first potential for a slender body in a and force distributions, the singularity
uniform axial stream of velocity –U2, distributions given above are utilized in
relative to the body, can be emulated by conjunction with the unsteady state form
a distribution of doublets oriented along of the Lagally theorem, (Cummins 1954)
the x2 axis. The doublet strength is given to compute the forces on the moored
by Munk formula: ship as follows:
1 ϑµ1x
µ 2 ( x2 ) = − S 2 ( x 2 )U 2 (3) dX ( x1 , ξ ) = 2πρ dx1 (9)
2π ϑt
Where S2(x2) is the wetted cross ϑµ1 y
dY ( x1 , ξ ) = 2πρ ]dx1 (10)
sectional area of the moving ship. The ϑt
resulting potential φ2 expressed on the Where ρ is the density of the fluid. The
global system is given by: time variance is introduced by the rate of
U2 S 2 ( x 2 )( x − x 2 + ξ )dx 2 change of momentum due to the
φ 2 ( x, y , z , ξ ) = −
2π ∫ [( x − x
L2 2 + ξ ) 2 + ( y − n) 2 + z 2 ]1..5 singularities distributed on the moored
(4) ship. Employment of Eqs. (7) and (8)
It is noted that the integration is carried and integrating along the length L1 of the
along the length, L2 of ship 2. The moored ship we obtain for the total surge
corresponding axial velocity U and cross and sway forces:
flow velocity V on ship 1 (y=z=0) are ρU 22 S 2' ( x 2 )( x 2 − x1 − ξ )dx 2
given by the following equations:
X=
2π ∫
L1
S1' ( x1 ) ∫ [( x
L2 2 − x1 − ξ ) 2 + n 2 ]1..5
dx1
ϑφ U n S 2' ( x 2 )dx 2
(5) Y=
π ∫
S1' ( x1 ) ∫
[( x 2 − x1 − ξ ) 2 + n 2 ]1..5
dx1
∫ [( x
L L
V ( x1 , ξ ) = 2 = 2 1 2
ϑy 2π 2 − x1 − ξ ) 2 + n 2 ]1..5 (12)
L2
Similarly for the yaw moment:
ρU 22 n
(6) N=
π ∫
[ S1' ( x1 ) x1 + S1 ( x1 )]
L1
The prime in the relations above
S 2' ( x 2 )dx 2
indicates the gradient of the wetted cross ∫ [( x − x1 − ξ ) 2 + n 2 ]1..5
dx1
sectional area variation along the length L2 2
∞
N (ξ .nν , ∞)
N (ξ , n, h) = n
ν
∑ = −∞
nν
yaw (17)
As a parting point, the master of the Fig. 13: Damaged Dock Terminal
“Buffalo” testified that he was forced to Crewmembers claimed to have
come to a distance of about 18 meters periodically adjusted the tension so that
from the “Jupiter”. This distance is one appropriate tension was maintained in
beam of the “Buffalo” and is considered each of the lines. A second ship, a
a very low separation distance. container ship, (ship 2) slowly motored
Amplification effects from shallow upriver at mid-channel outboard of the
water augmented the interaction. The tanker’s starboard side. At the time the
master of “Buffalo” justified his coming container ship passed the tanker, the
close to the “Jupiter”, to a wind on his three bow lines from the tanker pulled
starboard side threatening to ground him the bollard and supporting concrete
on the port shore of the channel. It is structure away from the rest of the dock
interesting to note that even at this low as shown in Fig. 13. A portion of the
separation distance, he was traversing dock subsequently collapsed and the
the channel very close to the center. bollard/concrete structure went to the
river bottom just forward of the tanker’s
3.2 Tanker “Proteus” port bow still attached to the bow lines.
At the time of the incident, a third ship
(ship 3) also a container ship, was
motoring downriver and was temporal coincidence of the bollard/dock
approximately 350 meters ahead of the failure at the time of container ship
tanker’s bow. The tanker did not incur passing was very tempting. It was
any damage; the off-loading was decided to perform an interaction force
temporarily suspended. The position of calculation and depending on the
the three ships is shown schematically in computed results to proceed with the
Fig. 14. mooring system dynamic analysis.
The cross sectional area distributions
were determined from ships of similar
size. Fig. 15 depicts such distribution for
“Proteus” (for draft = 7 meters).
4. Conclusions