Squat predictions for manoeuvring applications

Ankudinov, V.; Daggett, Larry L.; Huval, Carl J.; Hewlett, Christopher

doi:10.1201/9780203748077-57

Cited by 6 publications

(2 citation statements)

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“…The Barrass [5,6], Eryuzlu [7] and Huuska/Guliev [8] formulas are recommended in the "Guidelines for Design of Approach Channel" by the PIANC to calculate the ship squat. In addition to the three formulas recommended above, many empirical formulas are used for calculating squat, including those by Tuck [9], Romisch [10], Millward [11,12], Ankudinov [13], ICORELS [14], as well as Yoshimura and Norrbin [15]. All these formulas have limited specific application scopes and conditions, as shown in Table 1.…”

Section: Introductionmentioning

confidence: 99%

Experimental Analysis of the Influence of the Cross-Section Coefficient on the Ship Squat While the Ship Exits the Shiplift Chamber

Fu,

Hu,

2024

JMSE

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Due to the small cross-section coefficient of a shiplift chamber, the hydraulics problem becomes a complex water flow problem in ship operation. To prevent the ship from touching the bottom and ensure the safety of ship navigation and the docking of the chamber, a generalized physical model was used to study the ship squat of a 1000 t ship leaving the chamber. Throughout the experiment, the law of variation law in the ship squat under different chamber widths, water depths, chamber lengths, ship speeds and ship starting acceleration was obtained. In this study, the flow pattern of the ship leaving the chamber was divided into two parts: backflow and bottom flow. According to sensitivity analysis, when the shipping speed was less than 0.9 m/s, the influence of the width of the chamber on the squat was greater than that of the depth of the chamber; when the speed is greater than 0.9 m/s, the influence of the depth of the chamber on the squat was slightly greater than that of the width of the chamber. Based on our theoretical analysis, the basic expression of a ship squat was established.

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Section: Introductionmentioning

confidence: 99%

Experimental Analysis of the Influence of the Cross-Section Coefficient on the Ship Squat While the Ship Exits the Shiplift Chamber

Fu,

Hu,

2024

JMSE

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“…Estimate additional sinkage A good prediction formula was first proposed in the 1960s [39]; then Hooft [11] made a small change on it. The estimation formula of additional sinkage is derived from the formula proposed by Hooft; Ankudinov's [40] idea was used by Raven for reference in the process.…”

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confidence: 99%

Numerical Simulation of the Ship Resistance of KCS in Different Water Depths for Model-Scale and Full-Scale

Feng

Zhang

et al. 2020

JMSE

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Estimating ship resistance accurately in different water depths is crucial to design a resistance-optimized hull form and to estimate the minimum required power. This paper presents a validation of a new procedure used for resistance correction of different water depths proposed by Raven, and it presents the numerical simulations of a Kriso container ship (KCS) for different water depth/draught ratios. Model-scale and full-scale ship resistances were predicted using in-house computational fluid dynamics (CFD) code: HUST-Ship. Firstly, the mathematical model is established and the numerical uncertainties are analyzed to ensure the reliability of the subsequent calculations. Secondly, resistances of different water depth/draught ratios are calculated for a KCS scaled model and a full-scale KCS. The simulation results show a similar trend for the change of model-scale and full-scale resistance in different water depths. Finally, the correction procedure proposed by Raven is briefly introduced, and the CFD resistance simulation results of different water depth/draught ratios are compared with the results estimated using the Raven method. Generally, the reliability of the HUST-Ship solver used for predicting ship resistance is proved, and the practicability of the Raven method is discussed.

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Numerical investigation of the behaviour and performance of ships advancing through restricted shallow waters

Terziev

Tezdogan²,

Oğuz³

et al. 2018

Journal of Fluids and Structures

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Upon entering shallow waters, ships experience a number of changes due to the hydrodynamic interaction between the hull and the seabed. Some of these changes are expressed in a pronounced increase in sinkage, trim and resistance. In this paper, a numerical study is performed on the Duisburg Test Case (DTC) container ship using Computational Fluid Dynamics (CFD), the Slender-Body theory and various empirical methods. A parametric comparison of the behaviour and performance estimation techniques in shallow waters for varying channel cross-sections and ship speeds is performed. The main objective of this research is to quantify the effect a step in the channel topography on ship sinkage, trim and resistance. Significant differences are shown in the computed parameters for the DTC advancing through dredged channels and conventional shallow water topographies. The different techniques employed show good agreement, especially in the low speed range

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Squat predictions for manoeuvring applications

Cited by 6 publications

References 0 publications

Experimental Analysis of the Influence of the Cross-Section Coefficient on the Ship Squat While the Ship Exits the Shiplift Chamber

Experimental Analysis of the Influence of the Cross-Section Coefficient on the Ship Squat While the Ship Exits the Shiplift Chamber

Numerical Simulation of the Ship Resistance of KCS in Different Water Depths for Model-Scale and Full-Scale

Numerical investigation of the behaviour and performance of ships advancing through restricted shallow waters

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