passing ship effects in shallow and confined water: … · 2009), ship-ship interaction (pettersen...

PASSING SHIP EFFECTS IN SHALLOW AND CONFINED WATER: OPEN MODEL TEST

DATA FOR VALIDATION PURPOSES

Thibaut Van Zwijnsvoorde, Maritime Technology Division, Ghent University, Belgium

Guillaume Delefortrie, Flanders Hydraulics Research, Belgium; Maritime Technology Division, Ghent University,

Belgium

Evert Lataire, Maritime Technology Division, Ghent University, Belgium

SUMMARY After successful conferences focussing on specific shallow or confined water challenges, the Sixth International

Conference on Ship Manoeuvring in Shallow and Confined Water (6th MASHCON) has a non-exclusive focus on port

manoeuvres. Many of these manoeuvres occur in the vicinity of moored ships, leading to passing ship effects on the

moored ships. These forces are potentially very large in magnitude and are typically long period excitations, which the

ship’s mooring system needs to respond to. This can lead to unsafe situations, when mooring line forces and/or ship

motions exceed set thresholds.

To open a joint research effort on the validation and verification of the different research methods, the Knowledge Centre

Manoeuvring in Shallow and Confined Water has selected model test data which were obtained during the execution of

the PESCA (Passing Effects in Shallow and Confined Areas) project. The captive model tests present results with the KCS

(code C04) as a passing ship and a Neo-Panamax container ship (code C0P) and Aframax tanker (code T0Y) as moored

ships. The T0Y is moored along the tank wall (quay configuration) and connected to a measurement frame protruding in

the tank (jetty configuration). The C0P is only tested in quay configuration.

NOMENCLATURE

B (m) Breadth of the ship

dpas (-) Passing distance side-to-side

𝐺𝑀̅̅̅̅̅ (m) Transverse metacentric height

Ixx (kgm²) Inertia around x-axis

Iyy (kgm²) Inertia around y-axis

Izz (kgm²) Inertia around z-axis

K (Nm) roll moment

Lpp (m) Length between perpendiculars

m (kg) Ship mass

N (Nm) Yaw moment

O0 (-) Origin earth-bound axis system

O0x0y0z0 (-) Earth-bound axis system

Om1 (-) Origin moored ship 1 axis system

Om1xm1ym1zm1 (-) Moored ship 1 axis system

Om2 (-) Origin moored ship 2 axis system 2

Om2xm2ym2zm2 (-) Moored ship 2 axis system

Op (-) Origin passing ship axis system

Opxpypzp (-) Passing ship axis system

T (m) Draft of the ship

trim (mm/m) Trim of the ship

V (m/s) Passing speed in model scale

Vpas (kts) Passing speed full scale

W (-) Width of channel

X (N) Surge force

xG (m) Centre of gravity (longitudinal)

Y (N) Sway force

Ya (N) Lateral force app

Yf (N) Lateral force fpp

z (mm) Heave

zVA (mm) Sinkage app

zVF (mm) Sinkage fpp

zG (m) Centre of gravity (vertical)

ξ (-) Non-dimensional position

passing ship

β (°) Drift angle

ψ (°) Ship Heading

app Aft perpendicular

C04 KCS (Kriso Container Ship)

C0P Neo-Panamax container ship

DOF Degrees of freedom

FHR Flanders Hydraulics Research

fpp Fore perpendicular

ITTC International Towing Tank Conference

J Jetty

LC1-6 Load cell 1-6

MASHCON Manoeuvring in Shallow and Confined

Water

P1-8 Potentiometer 1-8

PESCA Passing effects in Shallow and Confined

Areas

Q Quay wall

T0Y Aframax tanker

UKC Under keel clearance

WG1-13 Wave gauge 1-13

6th MASHCON International Conference on Ship Manoeuvring in Shallow and Confined Water, Harbour Manoeuvres 22-26 May, 2022, Glasgow, UK Preprint version 1.0

1 INTRODUCTION

The Sixth International Conference on Ship Manoeuvring

in Shallow and Confined Water (6th MASHCON) is held

at the city of Glasgow, Scotland (UK), from 22 to 26 May

2022 and is organised by Flanders Hydraulics Research

(FHR), Ghent University (UGent) and Strathclyde

University. The main, non-exclusive, topic of the

conference is port manoeuvring, where several shallow

and confined water challenges are present.

This conference is the successor of previous editions with

non-exclusive focus on bank effects (Vantorre and Eloot,

2009), ship-ship interaction (Pettersen et al., 2011), ship

behaviour in locks (Vantorre et al., 2013), ship-bottom

interaction (Uliczka et al., 2016) and ship-wave

interaction (Candries et al., 2019). For each of these

conferences, a set of benchmark data was released for

validation purposes (Lataire et al., 2009), (Lataire et al.,

2011), (Vantorre and Delefortrie, 2013), (Eloot et al.,

2016) and (Van Zwijnsvoorde et al., 2019). These topics

fit within the scope of the Knowledge Centre

Manoeuvring in Shallow and Confined water, which aims

to consolidate, extend and disseminate knowledge on the

behaviour of ships in navigation areas with major vertical

and horizontal restrictions.

Many ports consist of a network of shallow and confined

waterways. This confinement results in interactions

between ships, as was studied in the 2nd MASHCON

benchmark data effort (Lataire et al., 2011). This time, the

focus is on the effect of passing ships on moored ships at

close distance and/or high speed.

The long-period primary wave system (or Bernoulli

pattern) is the main force acting on the moored ship. When

passing ship speeds are very high, the effect of short

period wash waves (or Kelvin pattern) becomes more

pronounced. The mooring equipment, mooring lines and

fenders, needs to respond to this external load. Excessive

forces and motions can both lead to safety issues, and to a

possible breakaway of the moored ship.

The PESCA (Passing Effects in Shallow and Confined

Areas) captive model test program, executed at FHR‘s

Towing Tank for Manoeuvres in Confined Waters (co-

operation with UGent), aims at investigating the passing

ship effect in sections with high blockages. A dedicated

program with inland ships (up to channel widths as small

as 3 times the breadth), as well as a program with sea-

going ships, were executed. The current benchmark

publication consists of tests with the interaction between

the passing KCS (C04) and a moored Neo Panamax

container (C0P) and a moored Aframax tanker (T0Y). The

T0Y features mooring along a long quay, as well as a jetty

layout. In the latter, the T0Y is connected to a

measurement frame which protrudes in the towing tank,

representing a jetty mooring. This type of mooring is also

often referred to as open water mooring in literature.

Figure 1 shows the towing tank layout for a test with a

short quay element, which is not included in the

benchmark effort and will be subject of a future

publication. The model tests represent full scale events at

scale 1:80 (λ = 80). All results are given in model scale,

only the passing speed is indicated in full scale.

Figure 1 : Towing tank test setup for interaction passing C04 and moored T0Y with short quay element.


2 MODEL TEST SET-UP

2.1 OVERVIEW

The model test set-up includes the general discussion of

the towing tank, the addition of a continuous vertical bank

(Figure 1) and details regarding moored and passing ship.

Figure 2 is referred to for an overview of the test set-up. A

detailed representation can be found in Appendix 1. The

tests are performed in captive mode (Delefortrie et al.,

2016), meaning that the passing as well as the moored

ships are restrained in some degrees of freedom. For the

PESCA project, the ships are restrained in 4DOF: surge,

sway, yaw and roll, which are measured by load cells. All

ships are free to heave and pitch. The motions are

measured using potentiometers.

2.2 TOWING TANK – ADDITION OF BANKS

The towing tank at FHR has a total length of 87.5 m, a

width of 7.0 m and a maximum water depth of 0.5 m.

Because of the presence of the harbour and the wave

maker, the useful towing tank length is limited to 68.0 m.

In order to investigate the passing ship effect in situations

with high channel blockage, a bank has been built from

3.00 to 63.23 m in the tank (Figure 1). The lateral position

of this bank varies in function of the channel width.

The axis system O0x0y0z0 (Figure 2, z-axis positive

downward) is the tank-bound system. The position of

passing and moored ship are expressed in this coordinate

system. The moored ships are positioned at x0 = 23.0 m

and x0 = 43.0 m. The ships are moored at a distance of 20

± 3 mm from the tank wall. In the tests which are given,

the passing trajectory is parallel to the moored ship

(heading ψ = 0 ± 0.1 °), with a zero drift angle (β = 0 ±

0.1°). The passing distance is accurate to ± 1mm

2.3 PASSING SHIP : C04

For each ship, a local axis system is defined. These

systems are positioned with their origin amidships on the

still water plane. All systems have the z-axis defined

positive downwards. The passing ship axis system is

denoted Opxpypzp. Hull forces, as well as ship motions were

registered during the experiments. In this paper, only the

motions of the passing ship are discussed, measured using

potentiometer P1 to P4. The ship particulars are given in

Table 1 and Table 2. The details regarding position of the

gauges are given in Appendix 1.

Figure 2 : Towing tank test setup; Top : Tank layout; (a) C04, (b) C0P, (c) T0Y Q, (d) T0Y J.


2.4 MOORED SHIPS : C0P AND T0Y

The moored ships are connected to a custom made Rose

Krieger frame (Figure 3). The Neo-Panamax container

ship (C0P) is positioned at x0 = 23.0 m. The results are

given in the local axis system Om1xm1ym1zm1. Three load

cells (LC1 – LC3) measure the forces in the horizontal

plane (X,Y,N), as well as the roll moment (K). Two

potentiometers (P5-P6) register the vertical motion near

the bow and stern. The ship particulars are given in Table

1 and Table 2.

The Aframax tanker (T0Y) is positioned at x0 = 43.0 m,

with two lateral positions (quay and jetty configuration).

The results are given in the local axis system Om2xm2ym2zm2.

Three load cells (LC4 – LC6) measure the forces in the

horizontal plane (X,Y,N), as well as the roll moment (K).

Two potentiometers (P7-P8) register the vertical motion

near the bow and stern. The ship particulars are given in

Table 1 and Table 2.

Figure 3 : Moored ship attached to Rose Krieger

frame.

2.5 WAVE GAUGES

For all tests, 13 wave gauges (WG1 up to 13) are installed

in the tank. Each moored ship is surrounded by five gauges

(WG 1-5 for C0P and WG 6-10 for T0Y, see Figure 2 and

Appendix 1). Wave gauges 11-13 are positioned along the

built-in bank, at positions x0 = 8.00, 33.00 and 58.00 m

respectively. They are positioned at 0.05 m from the wall,

except when the width of the section is limited to four

times the passing ship’s breadth, where they are positioned

at 0.01 m from the bank, allowing to execute all passing

trajectories.

Table 1. Ship particulars: general.

ship C04 C0P T0Y

MS(1:80)

LPP (m) 4.367± 0.001 4.350 ± 0.001 3.067 ± 0.001

B (m) 0.611± 0.001 0.610 ± 0.001 0.560 ± 0.001

T (m) 0.190 ± 0.001 0.190 ± 0.001 0.188± 0.001

FS (1 :1)

LPP (m) 349.4 348.0 245.3

B (m) 48.9 48.8 44.8

T (m) 15.2 15.2 15.0

Table 2. Ship particulars: loading specific parameters.

ship C04 C0P T0Y

m (kg) 320.6±0.2 326.2±0.2 247.3±0.2

xG (m) -0.048±0.002 -0.114±0.002 0.110±0.002

zG (m) 0.003±0.003 -0.002±0.003 0.002±0.003

Ixx (kgm²) 11.9±1 11.2±0.5 8.3±1

Iyy (kgm²) 367.4±1 396.6±0.6 148.5±1

Izz (kgm²) 385.8±1 376.1±0.5 153.9±1

𝑮𝑴̅̅ ̅̅ ̅ (m) 0.090±0.003 0.045±0.003 0.109±0.003

3 BENCHMARK TESTS

Six model tests have been selected to be part of the

benchmark effort. For two model tests, the results for both

moored ships are given, leading to a total of eight results.

All tests involve the passage of the KCS. The results in

this paper are given in model scale, with the exception of

the passing speed, which is expressed in full scale. The

tests are listed in Table 3, denoted by the following

parameters:

ID : Six model tests (1-6), two model tests

with results for two moored ships (a, b)

Q/J : Ship moored at quay (Q) or jetty (J)

ship : Moored ship (C0P or T0Y)

W : Width of the channel, expressed as n

times the breadth of the passing ship

(KCS)

UKC : Under keel clearance as percentage of

the draft, expressed relative to the draft

of the passing ship

dpas : Passing distance (side-to-side),

expressed as n times the breadth of the

passing ship (KCS)

Vpas : Passing speed, expressed in full scale

Table 3. Benchmark tests overview.

Short ID FHR test ID Q/J ship W

( )

UKC

(%)

dpas

( )

Vpas

(kts)

1 C0406S01_CI3900 Q C0P 10 50 3.92 12

2 C0406S03_CF1402 Q C0P 10 10 1.42 6

3a C0406S21_CG1900 Q C0P 6 50 1.92 8

3b C0406S21_CG1900 Q T0Y 6 50 2.00 8

4a C0406S32_CF0700 Q C0P 4 20 0.67 6

4b C0406S32_CF0700 Q T0Y 4 20 0.75 6

5 C0406SA1_CI4000 J T0Y 10 50 2.00 12

6 C0406SC2_CF3000 J T0Y 6 20 1.00 6


4 PASSING SHIP EFFECT – PESCA GOALS

4.1 INTERACTION BETWEEN SHIPS

The study area of ship-ship interaction consists of several

subcategories. In many cases, both ships have a non-zero

forward speed (V > 0). A meeting event (Vantorre et al.,

2002) and lightering operation (Lataire et al., 2012) are

examples within this research field. The current analysis

focusses on the specific case where one ship passes (V >

0) a moored ship (V = 0).

Under the influence of a passing ship, the moored ship’s

mooring system is mostly affected by the forces in the

horizontal plane, which are the surge force (X), the sway

fore (Y) and the yaw moment (N). The last two

components can be rewritten as lateral forces at fore (Yf)

and aft (Ya) perpendicular.

𝑌𝑓 =𝑌

2+

𝑁

𝐿pp (1)

𝑌𝑎 =𝑌

2−

𝑁

𝐿pp (2)

4.2 GENERAL SHAPE OF THE TEST SIGNALS

For a parallel passage in a straight channel section, the

shape of the force time traces is consistent. X, Y and N

show several zero-crossings, due to consecutive attraction

and repulsion phases (Remery, 1974), (Flory, 2002),

(Vantorre et al., 2017). The magnitude and appearance of

the peaks however changes depending on the specific

application. Changes in UKC and blockage, as well as

jetty J (test 5, 6 Table 3) versus quay wall Q (other tests),

cause large differences in peak magnitudes (van der

Molen et al., 2011).

Figure 4 illustrates this, by comparing forces on the

moored T0Y, for a jetty and quay wall configuration. The

passing ship forces (X, Yf and Ya) are given in function of

the relative position of the passing ship with respect to the

moored ship, expressed as ξ. xp (m), the x-coordinate of

the passing ship, in the local axis system of the moored

ship, is divided by the average length of moored and

passing ship.

𝜉 =𝑥p

𝐿pp,m+𝐿pp,p

2

(3)

Because of the constant forward speed of the passing ship,

𝜉 is a monotonous increasing function with time.

This example underlines the importance of having the

correct modeling techniques, whether it is a mathematical

model, a numerical model or a model test, to assess the

effect of passing ships on moored ships for a given case.

Figure 4 : X, Yf and Ya for quay (Q) and jetty (J)

configuration, 20% UKC, W = 10B, Vpas = 8 kts, dpas =

1.5B.

4.3 PESCA GOALS

The PESCA research project is successor of a series of

systematic validation tests for the numerical potential flow

package ROPES (Pinkster and Pinkster, 2014), performed

at FHR (Talstra and Bliek, 2014). The latter publication

already proved that when fixed surface potential flow

models are used, passing ship forces are underestimated,

for large velocity and/or blockage. (Talstra and Bliek,

2014) established a correction factor, which can be applied

for a blockage of 0.10 to 0.15. Due to the increase in ship

sizes and the density of traffic, high blockages become the

norm rather than the exception in many ports. With this

new test series, this factor can be validated and expanded

for even larger blockages.

Mathematical models (e.g. Kriebel, Remery, Varyani,

Flory,…, (see (Swiegers, 2011) for an overview) based on

scale model tests are inherently limited in application by

the model set-up and the choice of test parameters, as was

illustrated in Figure 4. The user of these models should be

aware of these parameters and the implications of the

differences between model set-up and specific real-life

application. A second objective, is to build a mathematical

model which can be used to calculate passing ship forces

in high blockages situations.

5 DELIVERED TEST DATA

For the benchmark tests described in Table 3, time traces

are delivered for a fixed set of measured variables

(Appendix 2). These series have been processed according

to common towing tank practice. The raw data is logged

at a frequency, depending on the velocity of the passing

ship, to have a consistent number of total data points and

distance interval between the points.


Figure 5 : Comparison logged and processed time series, test 1, WG3.

The algorithm which is used to process the measured

signals (illustrated in Figure 5) is discussed below. All

delivered signals have been processed using this

algorithm.

Before the ship starts, all signals are logged for

10 seconds. The average of this measurement is

subtracted from the time series in order to reset

all measured signals to zero at the start of the

test. (a, Figure 5)

A correction for rail deformation in the vertical

plane is applied to the measured signal for the

passing ship, connected to the main carriage

(Delefortrie et al., 2016)

The acceleration, as well as the deceleration

phase of the passing ship is excluded from the

open data time trace, as only the steady state

condition is provided (b1 – b2, Figure 5).

The time series are averaged over an interval of

x0 = 0.21 m. This leads to a loss and/or distortion

of the higher frequency components, which are

typically wash waves in this case. This is

discussed in section 6.

The load cell (LC1…LC6) and gauge (P1…P8)

measurements are converted to general force and sinkage

representations (Appendix 2). Note that both the sinkages

and hull forces are given in two different formulations

(Table 4). These two representations represent the same

data series and can be converted into one another without

loss of information.

Table 4 : Force and sinkage representations.

Force

Representation 1 Representation 2

Surge X (N) Surge X (N)

Sway Y (N) Lateral fpp Yf (N)

Yaw N (Nm) Lateral app Ya (N)

Roll K (Nm) Roll K (Nm)

Sinkage

Representation 1 Representation 2

Heave z (mm) Sinkage fpp zVF (mm)

Trim trim(mm/m) Sinkage app zVA (mm)

6 HIGH FREQUENCY COMPONENTS

The delivered time traces are averaged values, as

mentioned in section 5. In most passing ship problems, the

main interest is the relatively slow primary wave effect, as

a mooring system is more reactive towards longer period

external forces (Wictor and van den Boom, 2014). The

averaging filter which is used on the measured signal, does

not affect or remove this information.

Higher frequency components however are filtered out or

at least distorted when averaging a signal. This is partly

beneficial, as the signal noise energy decreases

significantly. It does however change the appearance of

the higher frequency wash wave system, having

frequencies in the region of 1-3 Hz for the given passages.

For close passages, where the primary wave effect is large,

the wash wave contribution is very small. For more distant

passages however, the energy of the primary wave

reaching the moored ship is limited. The wash waves

however will travel with hardly any energy loss and act as

a significant disturbance on the moored ship (Li and

Yuan, 2019).

Test 1 (Table 3) is taken as an example to show the

implications of averaging the logged file in a case with

significant high frequency influences. Data is logged at

66.67 Hz; The averaged signal has a reduced frequency of

3.29 Hz. For a water depth of 0.285 m and a ship speed of

0.69 m/s, the Kelvin waves travel as deep water waves,

with the transverse waves traveling at 2.26 Hz (ft) and the

divergent waves traveling at 2.40 Hz (fd). The signals are

analysed using FFT algorithm, meaning that the highest

frequency in the FFT will be half of the signal frequency.

For the logged signal, this is at 33.33 Hz, for the averaged

signal at 1.65 Hz. The latter is lower than the wash wave

frequencies.

The wave signal at WG5 is shown in Figure 6 (time trace)

and Figure 7 (FFT). Here, it is seen that the primary wave

is not altered by the averaging algorithm. The Kelvin

waves however change in appearance, which is visible in


the time series as well as in the Fourier spectrum. It is

confirmed that the energy lies in the predicted range.

Figure 6 : Time series logged and averaged signal,

test 1, WG5 ; Top : full test ; Bottom : zoom 30 s – 40

s.

Figure 7 : FFT logged and averaged signal,

test 1, WG5; Frequency of transverse and divergent

wash waves.

The analysis of the force signals is given in Appendix 3.

For the sway force (Ym) and yaw moment (N), the

contribution of higher frequencies to the measured signal

is significant. These are thus altered when averaging the

signals. Bear in mind that for all other tests which are part

of this benchmark effort (Table 3), the contribution of the

primary waves is much larger than the wash waves. For

the surge (X), the wash waves’ influence is very limited,

because of the dominance of the primary wave in all cases.

The energy in the low frequency range (see Appendix 3)

is distributed over multiple frequencies. This is because

the measured signal is composed of

primary wave system, first and higher harmonics

acceleration wave

reflection wave

In order to accurately determine these long period

contributions, using FFT, a longer time signal would lead

to better results, as this would reduce the frequency bin

sizes. A detailed discussion on FFT and alternative

methods to investigate model tests signals is given in

(Mansuy et al., 2017).

7 REPEATABILITY OF THE TESTS

The quality of the model test data can be assessed using

varying analysis techniques, involving uncertainty

analysis (ITTC, 2014). In this section, the repeatability of

the model tests is checked, by analysing series of 10 to 13

repetitions. Note that the time traces of the averaged

signals (section 5) are discussed.

In a first assessment, the peak forces and the water level

depression in one wave gauge are compared for the test

repetitions. The maxima (positive peak) and minima

(negative peak) of the given variables are calculated over

the time series. The average and standard deviation are

calculated and the ratio of these quantities is given in

Table 5.

𝜇𝐹 = ∑ 𝐹𝑖𝑛𝑖 , 𝐹 = max/min of variable (4)

𝜎 = √∑ (𝐹𝑖

𝑛𝑖 −𝜇𝐹)²

𝑛−1, 𝑛 = number of tests (5)

The peak value does not determine the entire time trace,

also the location of the peak, as well as the general shape

needs to be assessed. This is done by looking at the

average and deviation of each point in the data series,

calculated as follows :

𝜇(𝑓𝑗) = ∑ (𝑓𝑗)𝑖𝑛𝑖 , 𝑓𝑗 value of variable at 𝑗𝑡ℎ point (6)

𝜎(𝑓𝑗) = √∑ ((𝑓𝑗)𝑖

𝑛𝑖 −𝜇(𝑓𝑗))²

𝑛−1 (7)


Table 5 : Ratio σ / μ (%) for 8 test definitions (A-H), with 10-13 repetitions for each definition.

σ / μ (%)

Moored ship 1

Moored ship 2

Test n

Xmin Xmax Ym,min Ym,max Nmin Nmax WG3

Xmin Xmax Ym,min Ym,max Nmin Nmax WG8

A 11 0.5 1.1 1.9 2.8 2.0 2.7 1.4 1.2 1.0 1.9 2.7 3.2 5.2 1.2

B 12 0.7 1.2 1.7 1.5 1.6 2.9 1.3 0.8 0.9 1.3 2.2 1.9 2.7 0.9

C 10 1.0 1.0 4.3 4.5 8.7 12.7 0.6 1.2 1.3 6.4 9.0 12.9 9.4 1.2

D 11 0.7 0.3 2.0 2.8 2.0 2.4 0.5 0.5 0.5 3.1 3.0 2.1 3.8 0.5

E 13 0.7 1.1 0.9 1.8 1.1 1.4 1.6

F 13 1.0 0.9 0.9 1.5 1.3 1.0 1.2

G 11 1.0 2.1 2.3 2.0 3.3 2.3 2.3

H 11 1.5 1.6 1.4 2.3 1.7 2.1 1.8

Figure 8 : Average and 95.5% confidence interval for X in test series B.

8 CLOSING REMARKS

The time traces, in the format explained in the paper, for

the tests given in Table 3, are available in ASCII-format

upon simple request at [email protected]. These test

results can be used in publications and reports on

condition that reference is made to this paper. The

Knowledge Centre would be most grateful if informed of

any publications ensuing from this open data.

The open data files are averaged series of the measured

time signals, according to the procedure described in this

paper, focussing on the effect of the primary wave system.

0 20 40 60 80 100 120 140 160

Forc

e (

N)

time (s)

μ μ-2*σ μ+2*σ

30 35 40 45 50 55 60 65 70

Forc

e (

N)

time (s)

μ μ-2*σ μ+2*σ


mailto:[email protected]

9 ACKNOWLEDGEMENTS

The authors of the paper, representing the Knowledge

Centre for Manoeuvring in Shallow and Confined water,

want to thank Flanders Hydraulics Research for the use

the Towing Tank for Confined Waters to perform the

PESCA test program. Special thanks to the staff of the

towing tank facility, not only for running the tests, also for

preparing the models and building the banks and custom

frames.

10 REFERENCES

Candries, M., Lataire, E., Eloot, K., Delefortrie, G., 2019.

Conference proceedings of the 5th International

Conference on Ship Manoeuvring in Shallow and

Confined Water (MASHCON) with non-exclusive

focus on manoeuvring in waves, wind and current,

19 - 23 May 2019, Ostend, Belgium.

Delefortrie, G., Geerts, S., Vantorre, M., 2016. The towing

tank for manoeuvres in shallow water, in:

Proceedings of the 4th MASHCON, 2016,

Hamburg, Germany. pp. 226–235.

https://doi.org/10.18451/978-3-939230-38-0

Eloot, K., Vantorre, M., Delefortrie, G., Lataire, E., 2016.

Running sinkage and trim of the DTC container

carrier in harmonic sway and yaw motion : Open

model test data for validation purposes, in:

Proceedings of the 4th MASHCON, 2016,

Hamburg, Germany. pp. 251–261.

https://doi.org/10.18451/978-3-939230-38-0

Flory, J.F., 2002. The effect of passing ships on moored

ships, in: Prevention First 2002 Symposium.

ITTC, 2014. Recommended Procedures and Guidelines:

General Guideline for Uncertainty Analysis in

Resistance Tests, 7.5-02-02-02 (Revision 02).

Lataire, E., Vantorre, M., Delefortrie, G., Candries, M.,

2012. Mathematical Modelling of Forces Acting on

Ships During Lightering Operations. Ocean Eng.

55, 101–115.

https://doi.org/10.1016/j.oceaneng.2012.07.029

Lataire, E., Vantorre, M., Eloot, K., 2009. Systematic

model tests on ship-bank interaction effects, in:

Proceedings of 1st MASHCON, Antwerp, Belgium,

2009. pp. 9–22.

Lataire, E., Vantorre, M., Vandenbroucke, J., Eloot, K.,

2011. Ship to ship interaction forces during

lightering operations, in: Proceedings of the 2nd

MASHCON, 2011, Tronheim, Norway. pp. 211–

221.

Li, L., Yuan, Z.-M., 2019. Transient response of a moored

vessel induced by a passing ship, in: Proceedings of

the 5th MASHCON, 2019, Ostend, Belgium. pp.

266–272.

Mansuy, M., Tello Ruiz, M., Delefortrie, G., Vantorre, M.,

2017. Post processing techniques study for

seakeeping tests in shallow water, in: AMT 2017.

Glasgow, UK.

Pettersen, B., Berg, T.., Eloot, K., Vantorre, M., 2011.

Conference proceedings of the 2nd International

Conference on Ship Manoeuvring in Shallow and

Confined Water (MASHCON) with non-exclusive

focus on ship to ship interaction, May 2013,

Trondheim, Norway.

Pinkster, J.A., Pinkster, H.J.M., 2014. A fast, user-

friendly, 3-D potential flow program for the

prediction of passing vessel forces, in: PIANC

World Congress, 2014, San Francisco, USA.

Remery, G.F.M., 1974. Mooring Forces Induced by

Passing Ships, in: 6th Offshore Technology

Conference. Houston, USA, pp. 349-363 (Paper

OTC 2066).

Swiegers, P.B., 2011. Calculation of the forces on a

moored ship due to a passing container ship, Master

Dissertation, Stellenbosch University.

Talstra, H., Bliek, A.J., 2014. Loads on moored ships due

to passing ships in a straight harbour channel, in:

PIANC World Congress, 2014, San Francisco,

USA.

Uliczka, K., Böttner, C.-U., Kastens, M., Eloot, K.,

Delefortrie, G., Vantorre, M., Candries, M., Lataire,

E. (Eds.), 2016. Conference proceedings of the 4th

International Conference on Ship Manoeuvring in

Shallow and Confined water (MASHCON) with

non-exlusive focus on ship bottom interaction, 23-

25 May 2016, Hamburg, Germany. p. 334.

van der Molen, W., Moes, J., Swiegers, P.B., Vantorre,

M., 2011. Calculation of forces on moored ships due

to passing ships, in: Proceedings of the 2nd

MASHCON, 2011, Trondheim, Norway. pp. 369–

374.

Van Zwijnsvoorde, T., Ruiz, M.T., Lataire, E., 2019.

Sailing in Shallow Water Waves With the Dtc

Container Carrier: Open Model Test Data for

Validation Purposes, in: Proceedings of 5th

MASHCON, 2019, Ostend, Belgium. pp. 1–20.

Vantorre, M., Delefortrie, G., 2013. Behaviour of ships

approaching and leaving locks: open model test data

for validation purposes, in: Proceedings of the 3rd

MASHCON, 2013, Ghent, Belgium. pp. 337–352.

Vantorre, M., Eloot, K., 2009. Conference proceedings of

the 1st International Conference on Ship

Manoeuvring in Shallow and Confined Water

(MASHCON), with non-exclusive focus on bank

effects, 13-15 May, 2009, Antwerp, Belgium.

Vantorre, M., Eloot, K., Delefortrie, G., Lataire, E.,

Candries, M. (Eds.), 2013. Proceedings of the 3rd

International Conference on Ship Manoeuvring in

Shallow and Confined Water (MASHCON) with

non-exlusive focus on ship behaviour in locks , 3 -

5 June 2013, Ghent, Belgium. Flanders Hydraulics

Research, p. 376.

Vantorre, M., Eloot, K., Delefortrie, G., Lataire, E.,

Candries, M., Verwilligen, J., 2017. Maneuvering in

Shallow and Confined Water, in: Encyclopedia of

Maritime and Offshore Engineering. pp. 1–17.

https://doi.org/10.1002/9781118476406.emoe006

Vantorre, M., Verzhbitskaya, E., Laforce, E., 2002. Model

test based formulations of ship-ship interaction

forces. Sh. Technol. Res. 49, 124–141.


Wictor, E., van den Boom, H., 2014. Full scale

measurements of passing ship effects, in: PIANC

World Congress, 2014, San Fransisco, USA.

11 AUTHORS BIOGRAPHY

Thibaut Van Zwijnsvoorde, civil engineer, PhD student

at the division of Maritime Technology at Ghent

University. He has carried out the model tests in waves in

the scope of the SHOPERA project. His experience

includes research on probabilistic calculations of ship

responses in waves and studies of moored vessels in

Flemish ports.

Guillaume Delefortrie, PhD, naval architect, is expert

nautical researcher at Flanders Hydraulics Research and

visiting professor at Ghent University. He is in charge of

the research in the Towing Tank for Manoeuvres in

Confined Water and the development of mathematical

models based on model tests. He has been secretary of the

27th and 28th ITTC Manoeuvring Committee and is

chairman of the 29th ITTC Manoeuvring Committee.

Evert Lataire, PhD, naval architect, is professor and head

of Maritime Technology division at Ghent University. He

has written a PhD on the topic of bank effects mainly

based upon model tests carried out in the shallow water

towing tank of FHR. His fifteen year experience includes

research on ship manoeuvring in shallow and confined

water such as ship-ship interaction, ship-bottom

interaction and ship-bank interaction.


APPENDIX 1 : MEASUREMENT EQUIPMENT TOWING TANK

d1 50 mm d4 1140 mm

d2 1000 mm d5 20 mm

d3 700 mm

d1 1137 mm

d2 295 mm

d1 50 mm d4 1530 mm

d2 1000 mm d5 75 mm

d3 835 mm d6 20 mm

d1 50 mm d4 1530 mm

d2 1000 mm d5 75 mm

d3 835 mm d6 978 mm


APPENDIX 2 : MODEL TEST DELIVERED DATA SERIES

Table 6. Time series given in ASCII output file : passing ship (C04)

variable unit Description

t s time (t = 0 s equals start regime window)

x0 m Long. position ship model

y0 m Trans. position ship model

V m/s Ship velocity

z mm Mean sinkage of the ship

trim mm/m Trim motion

zVF mm Sinkage fore pp, centreline

zVA mm Sinkage aft pp, centreline

Table 7. Time series given in ASCII output file : moored ships (C0P and T0Y)


t s time (t = 0 s equals start regime window)

x0 m Long. position ship model

y0 m Trans. position ship model

z mm Mean sinkage of the ship

trim mm/m Trim motion

zVF mm Sinkage fore pp, centreline

zVA mm Sinkage aft pp, centreline

X N Surge force

Y N Sway force

N Nm Yaw moment

K Nm Roll moment

Yf N Lateral force fore pp

Ya N Lateral force aft pp

Table 8. Time series given in ASCII output file : wave gauges.


WG1 mm Wave gauge stern moored 1

WG2 mm Wave gauge side moored 1



WG5 mm Wave gauge bow moored 1

WG6 mm Wave gauge stern moored 2




WG10 mm Wave gauge bow moored 2

WG11 mm Start built-in bank

WG12 mm Middle built-in bank

WG13 mm End built-in bank


APPENDIX 3 : SIGNAL ANALYSIS TEST 1


APPENDIX 4 : VISUALISATION OF TIME TRACES MODEL TESTS

For each test described in Table 3, a visualisation is given in this appendix. One test is described in two pages with results.

One page giving measurements on the passing ship and a second page with the measurements on the moored ship. The

content of the test visualisation is briefly introduced here:

General information (heading)

Test parameters are given on the top left. It gives

test name (FHR test ID)

ship passing ship, moored ship 1 or moored ship 2

W total width of the section

Vpas passing speed in full scale

dpas1 dpas moored ship 1 (x0 = 23.0 m)

dpas2 dpas moored ship 2 (x0 = 43.0 m)

UKC under keel clearance passing ship

Top right gives a schematic representation of the towing tank set-up, including the bank position, the track of the passing

ship and the position of the moored ships. The following wave gauges are added to the layout :

sheet passing ship WG11, WG12, WG13

sheet moored ship 1 WG1, WG2, WG3, WG4, WG5

sheet moored ship 2 WG6, WG7, WG8, WG9, WG10

Sinkage and Forces : representation 1

Hull forces and sinkage* measured on the ships, as function of the position (x0) of the passing ship

forces : X, Yf, Ya

sinkage : zf, za

* For the passing ship, only the sinkages are plotted


Hull forces and sinkage* measured on the ships, as function of the position (x0) of the passing ship

forces : X, Ym , N/LPP, K/B *

sinkage : zh, trim

* For the passing ship, only the sinkages are plotted

Wave gauge readings

The bottom plot shows the wave gauge readings in function of the position of the passing ship. The data of the wave

gauges are displayed on the top right in the towing tank layout. The readings are translated in steps of 5 mm in order to

present all results in one plot.

As the passing ship needs to accelerate from standstill to her regime speed, an acceleration wave (acc.wave) is

generated which travels from the ship model through the tank and could generate interference with the measurements

at the moored ships. The wave will also reflect at the harbour and wave maker (despite of damping elements in place

during the test series). An estimation of this long wave travelling through the tank is made based on the shallow water

wave speed and perfect reflections at x0 = -2.8 m (harbour) and x0 = 71.0 m (wave maker)

𝑉wave = √𝑔 ∙ ℎ

The first meeting between moored ship and this acc.wave is assumed to happen when the heave motion (z) of the

moored ship shows its first maximum. This is plotted using a vertical dashed line, labeled {acc.wave}. After this

encounter, the wave continues to travel (at speed Vwave), reaching the ship again after traveling (for ship 1) from ship1

to the wave maker at the end of the tank and back. Subsequently, the wave continues to travel from ship 1 to the

harbour and back. An analogous reasoning can be made for ship 2. From these traveling distances, a travel time is

computed and used to compute the corresponding passing ship position which coincides with this event. This is plotted

using a vertical dashed line, labeled {refl1, refl2, refl3,…}


C0406S01_CI3900ship

W

Vpas

dpas1

dpas2

UKC

passing ship

10 B

12 kn FS

3.92 B

4.00 B

50 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG11 WG12 WG13

0 10 20 30 40 50 60 70

-6

-4

-2

0

2

4

6

sin

kag

e (m

m)

Sinkage : representation 1

zfza

0 10 20 30 40 50 60 70

-6

-4

-2

0

2

4

6

Sin

kag

e (m

m)

; tr

im (

mm

/m)


zhtrim

0 10 20 30 40 50 60 70 x0 (m)

-10

-5

0

5

10

wat

er e

leva

tio

n (

mm

)

Wave gauge readings

WG11 -5 mmWG12WG13 +5 mm


C0406S01_CI3900ship

W

Vpas

dpas1

dpas2

UKC

moored ship 1

10 B

12 kn FS

3.92 B

4.00 B

50 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG1WG 2-3-4WG5

0 10 20 30 40 50 60 70 x0 (m)

-2

-1

0

1

2

Fo

rce

(N)

-4

-2

0

2

4

sin

kag

e (m

m)


acc.

wav

e

refl

1

XYfYazfza

0 10 20 30 40 50 60 70 x0 (m)

-2

-1

0

1

2

Fo

rce

(N)

-2

-1

0

1

2

Sin

kag

e (m

m)

; tr

im (

mm

/m)

Forces and Sinkage : representation 2

acc.

wav

e

refl

1

XYmN/lppK/Bzhtrim

0 10 20 30 40 50 60 70 x0 (m)

-15

-10

-5

0

5

10

15

wat

er e

leva

tio

n (

mm

)

Wave gauge readings

WG1 -10 mmWG2 -5 mmWG3WG4 +5 mmWG5 +10 mm


C0406S03_CF1402ship

W

Vpas

dpas1

dpas2

UKC

passing ship

10 B

6 kn FS

1.42 B

1.50 B

10 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG11 WG12 WG13

0 10 20 30 40 50 60 70

-2

-1

0

1

2

sin

kag

e (m

m)


zfza

0 10 20 30 40 50 60 70

-2

-1

0

1

2

Sin

kag

e (m

m)

; tr

im (

mm

/m)


zhtrim

0 10 20 30 40 50 60 70 x0 (m)

-10

-5

0

5

10

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406S03_CF1402ship

W

Vpas

dpas1

dpas2

UKC

moored ship 1

10 B

6 kn FS

1.42 B

1.50 B

10 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG1WG 2-3-4WG5

0 10 20 30 40 50 60 70 x0 (m)

-2

-1

0

1

2

Fo

rce

(N)

-3

-2

-1

0

1

2

3

sin

kag

e (m

m)


acc.

wav

e

refl

1

relf

2

refl

3

XYfYazfza

0 10 20 30 40 50 60 70 x0 (m)

-2

-1

0

1

2

Fo

rce

(N)

-1

-0.5

0

0.5

1 Sin

kag

e (m

m)

; tr

im (

mm

/m)


acc.

wav

e

refl

1

relf

2

refl

3

XYmN/lppK/Bzhtrim

0 10 20 30 40 50 60 70 x0 (m)

-15

-10

-5

0

5

10

15

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406S21_CG1900ship

W

Vpas

dpas1

dpas2

UKC

passing ship

6 B

8 kn FS

1.92 B

2.00 B

50 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG11 WG12 WG13

0 10 20 30 40 50 60 70

-4

-2

0

2

4

sin

kag

e (m

m)


zfza

0 10 20 30 40 50 60 70

-3

-2

-1

0

1

2

3 Sin

kag

e (m

m)

; tr

im (

mm

/m)


zhtrim

0 10 20 30 40 50 60 70 x0 (m)

-10

-5

0

5

10

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406S21_CG1900ship

W

Vpas

dpas1

dpas2

UKC

moored ship 1

6 B

8 kn FS

1.92 B

2.00 B

50 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG1WG 2-3-4WG5

0 10 20 30 40 50 60 70 x0 (m)

-2

-1

0

1

2

Fo

rce

(N)

-4

-2

0

2

4

sin

kag

e (m

m)


acc.

wav

e

refl

1

relf

2

XYfYazfza

0 10 20 30 40 50 60 70 x0 (m)

-2

-1

0

1

2

Fo

rce

(N)

-2

-1

0

1

2

Sin

kag

e (m

m)

; tr

im (

mm

/m)


acc.

wav

e

refl

1

relf

2

XYmN/lppK/Bzhtrim

0 10 20 30 40 50 60 70 x0 (m)

-15

-10

-5

0

5

10

15

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406S21_CG1900ship

W

Vpas

dpas1

dpas2

UKC

moored ship 2

6 B

8 kn FS

1.92 B

2.00 B

50 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG6WG 7-8-9WG10

0 10 20 30 40 50 60 70 x0 (m)

-2

-1

0

1

2

Fo

rce

(N)

-3

-2

-1

0

1

2

3

sin

kag

e (m

m)


acc.

wav

e

refl

1

relf

2

refl

3

XYfYazfza

0 10 20 30 40 50 60 70 x0 (m)

-2

-1

0

1

2

Fo

rce

(N)

-2

-1

0

1

2

Sin

kag

e (m

m)

; tr

im (

mm

/m)


acc.

wav

e

refl

1

relf

2

refl

3

XYmN/lppK/Bzhtrim

0 10 20 30 40 50 60 70 x0 (m)

-15

-10

-5

0

5

10

15

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406S32_CF0700ship

W

Vpas

dpas1

dpas2

UKC

passing ship

4 B

6 kn FS

0.67 B

0.75 B

20 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing shipWG11 WG12 WG13

0 10 20 30 40 50 60 70

-5

0

5

sin

kag

e (m

m)


zfza

0 10 20 30 40 50 60 70

-4

-2

0

2

4 Sin

kag

e (m

m)

; tr

im (

mm

/m)


zhtrim

0 10 20 30 40 50 60 70 x0 (m)

-10

-5

0

5

10

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406S32_CF0700ship

W

Vpas

dpas1

dpas2

UKC

moored ship 1

4 B

6 kn FS

0.67 B

0.75 B

20 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG1WG 2-3-4WG5

0 10 20 30 40 50 60 70 x0 (m)

-5

0

5

Fo

rce

(N)

-6

-4

-2

0

2

4

6

sin

kag

e (m

m)


acc.

wav

e

refl

1

relf

2

refl

3

XYfYazfza

0 10 20 30 40 50 60 70 x0 (m)

-5

0

5

Fo

rce

(N)

-3

-2

-1

0

1

2

3

Sin

kag

e (m

m)

; tr

im (

mm

/m)


acc.

wav

e

refl

1

relf

2

refl

3

XYmN/lppK/Bzhtrim

0 10 20 30 40 50 60 70 x0 (m)

-15

-10

-5

0

5

10

15

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406S32_CF0700ship

W

Vpas

dpas1

dpas2

UKC

moored ship 2

4 B

6 kn FS

0.67 B

0.75 B

20 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG6WG 7-8-9WG10

0 10 20 30 40 50 60 70 x0 (m)

-4

-2

0

2

4

Fo

rce

(N)

-6

-4

-2

0

2

4

6

sin

kag

e (m

m)


acc.

wav

e

refl

1

relf

2

refl

3

XYfYazfza

0 10 20 30 40 50 60 70 x0 (m)

-4

-2

0

2

4

Fo

rce

(N)

-3

-2

-1

0

1

2

3 Sin

kag

e (m

m)

; tr

im (

mm

/m)


acc.

wav

e

refl

1

relf

2

refl

3

XYmN/lppK/Bzhtrim

0 10 20 30 40 50 60 70 x0 (m)

-15

-10

-5

0

5

10

15

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406SA1_CI4000ship

W

Vpas

dpas1

dpas2

UKC

passing ship

10 B

12 kn FS

4.00 B

2.00 B

50 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG11 WG12 WG13

0 10 20 30 40 50 60 70

-6

-4

-2

0

2

4

6

sin

kag

e (m

m)


zfza

0 10 20 30 40 50 60 70

-6

-4

-2

0

2

4

6

Sin

kag

e (m

m)

; tr

im (

mm

/m)


zhtrim

0 10 20 30 40 50 60 70 x0 (m)

-10

-5

0

5

10

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406SA1_CI4000ship

W

Vpas

dpas1

dpas2

UKC

moored ship 2

10 B

12 kn FS

4.00 B

2.00 B

50 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG6WG 7-8-9WG10

0 10 20 30 40 50 60 70 x0 (m)

-4

-2

0

2

4

Fo

rce

(N)

-4

-2

0

2

4

sin

kag

e (m

m)


acc.

wav

e

refl

1

XYfYazfza

0 10 20 30 40 50 60 70 x0 (m)

-6

-4

-2

0

2

4

6

Fo

rce

(N)

-2

-1

0

1

2 Sin

kag

e (m

m)

; tr

im (

mm

/m)


acc.

wav

e

refl

1

XYmN/lppK/Bzhtrim

0 10 20 30 40 50 60 70 x0 (m)

-15

-10

-5

0

5

10

15

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406SC2_CF3000ship

W

Vpas

dpas1

dpas2

UKC

passing ship

6 B

6 kn FS

3.00 B

1.00 B

20 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG11 WG12 WG13

0 10 20 30 40 50 60 70

-2

-1

0

1

2

sin

kag

e (m

m)


zfza

0 10 20 30 40 50 60 70

-2

-1

0

1

2 Sin

kag

e (m

m)

; tr

im (

mm

/m)


zhtrim

0 10 20 30 40 50 60 70 x0 (m)

-10

-5

0

5

10

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



C0406SC2_CF3000ship

W

Vpas

dpas1

dpas2

UKC

moored ship 2

6 B

6 kn FS

3.00 B

1.00 B

20 %-10 0 10 20 30 40 50 60 70 80

-4

-2

0

2

4

Towing tank layout

closed area

track passing ship

WG6WG 7-8-9WG10

0 10 20 30 40 50 60 70 x0 (m)

-3

-2

-1

0

1

2

3

Fo

rce

(N)

-3

-2

-1

0

1

2

3

sin

kag

e (m

m)


acc.

wav

e

refl

1

relf

2

refl

3

XYfYazfza

0 10 20 30 40 50 60 70 x0 (m)

-5

0

5

Fo

rce

(N)

-2

-1

0

1

2

Sin

kag

e (m

m)

; tr

im (

mm

/m)


acc.

wav

e

refl

1

relf

2

refl

3

XYmN/lppK/Bzhtrim

0 10 20 30 40 50 60 70 x0 (m)

-15

-10

-5

0

5

10

15

wat

er e

leva

tio

n (

mm

)

Wave gauge readings



passing ship effects in shallow and confined water: … · 2009), ship-ship interaction (pettersen...

Documents