489

Calculation of ship squat in restricted waterways by using a 3D panel method

Jian-xi Yao 1*, Zao-jian Zou 1,2
1

School of Naval Architecture, Ocean and Civil Engineering, Shanghai Jiao Tong University, Shanghai, China; 2 State Key Laboratory of Ocean Engineering, Shanghai Jiao Tong University, Shanghai, China * E-mail: yaojxiboy@163.com

ABSTRACT: A panel method is applied to calculate the sinkage and trim of a ship sailing in a shallow channel. The hull surface, free surface and channel wall surfaces are discretized into panels on which Rankine sources of constant strengths are distributed. An iterative scheme is used to deal with the nonlinear boundary conditions on free surface. The boundary condition on water bottom is satisfied by the method of images, whereas the radiation condition is satisfied by raised panels above free surface. The vertical force and pitching moment are obtained by integrating the hydrodynamic pressure over the hull surface, and the sinkage and trim are calculated according to dynamic equilibrium. Numerical calculations are performed for Series 60 (CB=0.6) ship. The numerical results are in good agreement with experimental data. KEY WORDS: sinkage; trim; panel method; shallow channel.

wave resistance, sinkage and trim as well as for wave profiles. Yang et al.[3] extended an unstructured grid-based, parallel free-surface flow solver to account for the sinkage and trim effects in the calculation of steady ship waves. Gourlay[4] developed a general Fourier transform method for calculating the squat of a ship traveling in open water, a rectangular canal, a dredged channel, a stepped canal or a channel of arbitrary cross-section. The objective of the present paper is to predict ship squat in restricted waterways by using a first-order three-dimensional Rankine source panel method[5]. Calculations are conducted for a Series 60 (CB=0.6) ship in a channel which is restricted both in depth and breadth. Numerical results of sinkage and trim, wave-making resistance and wave pattern are obtained. The present results of sinkage and trim show a good agreement with available experimental data for the ship travelling at subcritical and supercritical speeds. 2 MATHEMATICAL FORMULATION

INTRODUCTION

The phenomenon of ship squat is characterized by a sinkage and a trim of ships advancing in the water. Especially when ships travel with high speed in restricted waterways such as channels, harbors and estuaries, the phenomenon is more obvious and may lead ships to ground. Therefore, to ensure safe navigation of ships in restricted waterways, many studies on ship squat have been carried out to get deep insight into this phenomenon. Yasukawa[1] presented a Rankine source method to predict the ship wave-making resistance, taking the effect of sinkage and trim into account. The sinkage and trim are calculated by equating the vertical force and pitching moment to hydrostatic equilibrium. Jiang[2] used the shallow-water wave equations of Boussinesq type to simulate the ship waves at subcritical, transcritical and supercritical speeds. In his work, satisfactory agreement between calculations and model experiments in towing tank was achieved for

A ship traveling with a constant speed U along the centerline of a rectangular shallow channel is considered. A body-fixed coordinate system is defined as shown in Fig.1, where the origin o is located at the intersection of the mid-ship section and the undisturbed free surface, the x -axis towards the bow of the ship, the y -axis towards the starboard, and the z -axis vertically downwards. Here we assume that the cross-section shape of the channel is uniform in the x -direction. h is the water depth and W is the width of the channel.

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U x

y o W

By solving the boundary-value problem described above, we obtain the velocity potential . Then the pressure in the fluid domain is determined by Bernoulli equation

o h z

Fig.1 Coordinate system

where is the fluid density. The hydrodynamic forces and moments acting on ship hull can be calculated by integrating the pressure over the wetted ship hull surface

1 p = (U x + z ) 2

(7)

Supposing the fluid is incompressible and inviscid, and the flow is irrotational, there exists a velocity potential ( x, y, z ) which should satisfy Laplaces equation = 0 in the fluid domain and the following boundary conditions:
2

F = ( F1 , F2 , F3 ) = p nB dS
SB

(8) (9)

M = ( M 1 , M 2 , M 3 ) = p ( r nB ) dS
SB

On the ship hull surface S B

nB = U nB1 (1) where nB = ( nB1 , nB 2 , nB 3 ) is the unit normal vector

towards inside the hull; On the wall surfaces of the channel SW ( y =

where r = ( x, y, z ) is the position vector pointing from the origin to a point on the ship hull surface. F3 and M 2 are the vertical force and pitching moment, respectively. 3 NUMERICAL SOLUTION

nW = 0 (2) where nW = ( nW 1 , nW 2 , nW 3 ) is the unit normal

vector towards outside the fluid; On the free surface S F ( z = ( x, y ) )

W ) 2

We solve the boundary-value problem for by a first-order 3-D Rankine source panel method[5]. The velocity potential at an arbitrary point P ( x, y, z ) in the fluid domain can be expressed by a Rankine source distribution on the boundary surfaces S

( P) =
(3) (4)

1 (Q ) r( P, Q ) dS 4 S

(10)

1 1 (U x + ) g 2 (U + x ) x + y y = z

where S = S F + S B + SW + S H + S , Q is the source point on S , r ( P, Q ) is the distance between P and Q , is the source strength. Eq. (10) satisfies Laplaces equation and the boundary condition on S automatically. The method of images is adopted to satisfy the boundary condition on the water bottom of the channel. The source distributions on the hull surface, the free surface and the wall surfaces of the channel are identical to those on their images with respect to the water bottom, as shown in Fig.2. Eq. (10) can be rewritten as

where is the free surface elevation, g is the acceleration due to gravity. Substituting Eq. (3) into Eq. (4), we obtain the combined free surface condition on z = ( x, y )

1 ( ) 2U x + U 2xx gz = 0 2
(5) On the water bottom S H ( z = h )

z = 0

(6)

On the boundary surface at infinite S , the disturbance due to ship motion decays to zero. Moreover, should satisfy a radiation condition which states that there are no waves far in front of the ship.

( P) =

1 1 (Q ) r( P, Q ) dS 4 SS

(11)

where SS = S F + S B + SW + S F + S B + SW , S F , S B and SW are the images of respectively. S F , S B and SW ,

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1 F ( x, y, z; i ) = ( ) 2 2U x + U 2xx gz = 0
Let the approximate values of

(17)

and i be Z

and Ai at the kth iterative step, by expanding Eqs. (16) and (17) in Taylor series about the approximate values to the first order, we obtain
Fig. 2 Images of boundary surfaces

To satisfy the radiation condition, the numerical technique of raised panels with staggered grid above the free surface is applied[5]. The boundary surfaces S F , S B and SW are discretized into N F , N B and NW panels, respectively. Source strength over each panel is assumed to be constant and the geometric center of each panel is chosen as collocation point on which boundary condition is imposed. We obtain the discrete form of Eq. (11)

( E ( k ) + ( z Z ) Ez( k ) + ( i Ai ) Ek ) = 0 i i =1 N

(18) (19)

F ( k ) + ( z Z ) Fz( k ) + ( i Ai ) F(ik ) = 0
i =1

Eliminating z from Eqs. (18) and (19), we obtain

(k )

E
N

(k )

Fz( k ) + Ez( k )
Ai )( F i
(k )

(
i =1

Fz( k ) E i ( k ) ) = 0 Ez
k

(20)

1 N 1 1 ( P ) = i dS + dS (12) Si r Si r 4 i =1 where N = N B + N F + NW , i is the source strength of the ith panel, Si is the surface of the ith panel, Si is the image of Si and r is the distance between P and Q, the image of Q .
Denoting Gi ( x, y, z ) as

Satisfying the boundary conditions, Eqs. (14), (15) and (20), on the corresponding N B , NW and N F collocation points on the hull surface, the wall surfaces of the channel and the free surface, we obtain a system of linear equations. Source strengths at the kth iterative step are determined by solving this system. From Eq. (18), the corresponding free surface elevation at N F collocation points on the free surface can be calculated by
( = Z [ E ( k ) + ( i Ai ) Ek ) ] i =1
i

1 1 1 Gi ( x, y , z ) = Si r dS + Si r dS 4 the velocity potential at P can be expressed as

Ez

(k )

(21)

( P) = i Gi ( x, y, z )
i =1

(13)

Let the approximate values of free surface elevation and source strengths at the kth iterative step be the initial values for the next step, and repeat these steps until the convergence criteria for iteration is satisfied:

Substituting Eq. (13) into Eqs. (1) and (2), we obtain

max = max |
j

F ( x j , y j , z j ; i ) gU

|<

(22)

( i Gi ) nB = U nB1
i =1 N

(14) (15)

where ( x j , y j , z j ) is the coordinates of the jth collocation point on free surface; accuracy.

( i Gi ) nW = 0
i =1

> 0 is the given

Since the free surface conditions are nonlinear and should be satisfied on the free surface whose position is unknown a priori, we adopt Newton iterative procedure to satisfy these conditions. Eqs. (3) and (5) are rewritten as

In order to start the iteration, we let both Z and Ai equal to 0. Substituting them into Eq. (20), we get

(U
i i =1

Gixx gGiz ) = 0

(23)

or equivalently (24) This is the expression of the combined linear free surface condition. So we obtain the approximate linear

1 E ( x, y, z; i ) = gz + U x = 0 2

(16)

U 2xx gz = 0

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solution of the problem at the first iterative step. Once the source strengths are obtained, the potential velocity in the fluid domain is determined by Eq. (13) and the forces and moments acting on the ship hull can be calculated by Eqs. (8) and (9). The sinkage and trim of the ship are calculated according to dynamic equilibrium during the iteration procedure. Denoting the vertical force and pitching moment acting on the hull at rest as F30 and M 20 , when the vertical force F3 and pitching moment

unrestricted water, the numbers of the panels on the hull surface and the free surface are 1040 panels and 5938, respectively. For the case of shallow channel, the numbers of the panels on the hull surface, the free surface and the wall surfaces are 1040, 5940 and 12052, respectively.

(a) Hull surface

M 2 are obtained at a certain iterative step, we calculate the changes of draft T and trim at
this step by the following equations

F3 F3 F30 T = M 2 M 20 M 2 T
where

F3 T M 2

(25)
(b) Free surface in unrestricted water case

F3 = gAw , T F3 M 2 = , T Aw is the area

M 2 = gAw xw , T M 2 2 = g ( Aw xw + GM L ) ; of the water-line plane, xw is the

longitudinal coordinate of the centre of the water-line plane, is the volume displacement, GM L is the longitudinal metacentre height. 4 NUMERICAL RESULTS
(c) Free surface and wall surfaces in shallow channel case Fig.3 Panel arrangements

Numerical calculations are carried out for Series 60 (CB=0.6) ship in unrestricted water and in a shallow channel. The ship has the principal dimensions L=121.92m, B=16.255m and T=6.501m. The width of the channel is 2.09L and the water depth is 2.0T. For this shallow channel case, Jiang[2] conducted experiments and calculations based on wave equations of Boussinesq type. In the present calculations, the discretized domain of the free surface surrounding the hull reaches -2.0L < x < 1.0L and -1.0L < y < 1.0L in the case of unrestricted water. For the shallow channel case, the discretized domains of the free surface and the wall surfaces of the channel are from -2.0L to 1.0L in x-direction, and the free surface is extended to 0.5W in y-direction. For the both cases, the discretization of the hull surface is the same. The panel arrangements on the hull surface, the free surface and the wall surfaces of the channel are shown in Fig.3. For the case of

Fig.4 shows a comparison of the calculated results of sinkage and trim with the experimental data for Series 60 hull in unrestricted water. The experimental data are available in the report of the ITTC cooperative experiments[6-7]. From Fig.4 it can be seen that the numerical results are in good agreement with the experimental data. Fig. 5 shows the comparisons between the calculated results and the experimental data[2] of total resistance coefficients, sinkage and trim for Series 60 in shallow channel. The total resistance coefficient is expressed in the normalized form as

Rt (26) 0.5U 2 S B 0 where S B 0 is the area of wetted hull surface in calm Ct =

water. The calculated total resistance is the sum of the calculated wave-making resistance and the estimated viscous resistance which equals the frictional resistance according to the ITTC 1957 correlation line,

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multiplied by a form factor k+1=1.175 derived from measurements[2]. In Fig.5 we can see a good agreement between the calculation results and the experimental data when the ship is at subcritical and supercritical speeds. However, for the ship near the critical speed (0.8< Fnh< 1.3), the present numerical method failed to get convergent results in the iteration procedure. This is quite understandable, since it is well known that for ships moving in the transcritical range of speeds, the flow is unsteady and solitary waves are generated, propagating upstream ahead of the ship[8]. In this case, the assumption of steady flow and the numerical technique of raised panels for satisfying the radiation condition are invalid at all. The wave patterns calculated by the present method for Series 60 in shallow channel at Fnh=0.8 and 1.5 are compared with those calculated by Jiang[2] in Figs. 6 and 7. It can be seen that the wave patterns obtained by present method are similar to those by Jiang.

40

Exp. Cal. Vicous component

30 Ct10
3

20

10

0 0.6 0.8 1.0 1.2 Fnh 1.4 1.6 1.8

(a) Total resistance coefficients

20

10

Exp. Cal.

T/L10

-10

-20 0.6 0.8 1.0 1.2 Fnh 1.4 1.6 1.8

Exp. IHI Exp. SRI Cal.

(b) Sinkage
4

T/L 10

trim(deg)

Exp. Cal.

0 0.2 0.3 Fn 0.4 0.5 0.6

(a) Sinkage
4

-1 0.6 0.8 1.0 1.2 Fnh 1.4 1.6 1.8

Exp. IHI Exp. SRI Cal.

(c) Trim Fig.5 Total resistance coefficients, sinkage and trim for Series 60 hull in shallow channel

Trim(deg)

0 0.2 0.3 Fn 0.4 0.5 0.6

(b) Trim Fig.4 Sinkage and trim of Series 60 hull in unrestricted water

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CONCLUSIONS

(a) Present result

A first-order Rankine source panel method is applied to predict ship squat in restricted waterways. Calculations are performed for Series 60 (CB=0.6) ship in a shallow channel. The present method is verified by comparisons between the calculated results and available experimental data. It is shown that the proposed numerical method can predict sinkage and trim with a satisfactory accuracy for a ship advancing in shallow channel at subcritical and supercritical speeds, but it is unable to get the convergent results for the ship travelling near the critical speed range. ACKNOWLEDGEMENTS This work was financially supported by the National High Technology Research & Development (863 Plan) Program of China (Grant No. 2007AA11Z250) and the National Natural Science Foundation of China (Grant No. 50779033). REFERENCES
[1] Yasukawa H. A Rankine panel method to calculate steady wave-making resistance of a ship taking the effect of sinkage and trim into account [J]. Transactions of the West Japan Society of Naval Architects, 1993, 86:.27-35. [2] Jiang T. Investigation of waves generated by ships in shallow water [C]. Proc. of the 22nd Symposium on Naval Hydrodynamics, Washington DC, USA, 1998, 601-612. [3] Yang C, Lhner R, Noblesse F, et al. Calculation of ship sinkage and trim using unstructured grids [C]. European Congress on Computational Methods in Applied Sciences and Engineering, ECCOMAS 2000. [4] Gourlay T. Slender-body methods for predicting ship squat [J]. Ocean Engineering, 2008, 35: 191-200. [5] Zou Z J, Sding H. A panel method for lifting potential flows around three-dimensional surface-piercing bodies [C]. Proc. of the 20th Symposium on Naval Hydrodynamics, Santa Barbara, California, USA, 1994. [6] Takeshi H, Hino T, Hinatsu M, et al. ITTC cooperative experiments on a Series 60 model at Ship Research Institute - flow measurements and resistance tests, 1992, 1-23. [7] Report of the Resistance Committee, ITTC, 1984. [8] Huang D B, Sibul O J, Webster W C, et al. Ships moving in the transcritical range. Proc. of the Conference on Behaviour of Ships in Restricted Waters, Varna, Bulgaria, 1982, 26: 1-10.

(b) Jiangs result Fig.6 Wave patterns for Series 60 hull in shallow channel at Fnh=0.8

(a) Present result

(b) Jiangs result Fig.7 Wave patterns for Series 60 hull in shallow channel at Fnh=1.5