PREDICTION OF DYNAMIC RESPONSE OF A MULTI-POINT MOORED VESSEL EXPOSED TO LOADS INDUCED BY WAVE, CURRENT, WIND AND PASSING BY VESSEL

A Project Report Submitted in partial fulfillment of the requirements for the award of the degree of

Bachelor of Technology in Naval Architecture and Ocean Engineering

By Amitava Guha NA04B003

Under the guidance of Dr. P. Krishnankutty

DEPARTMENT OF OCEAN ENGINEERING INDIAN INSTITUTE OF TECHNOLOGY MADRAS CHENNAI -600036

CERTIFICATE This is to certify that the thesis entitled Prediction of dynamic response of a multi-point moored vessel exposed to loads induced by wave, current, wind and passing by vessel submitted by Amitava Guha (NA04B003) in partial fulfillment of the requirements for the award of the degree of Bachelor of Technology in NAVAL ARCHITECTURE AND OCEAN ENGINEERING is a record of bonafide work carried out by him in the Department of Ocean Engineering, Indian Institute of Technology Madras. The contents of this thesis have not been submitted to any other University or Institute for the award of any Degree or Diploma.

Dr. P. Krishnankutty Associate Professor (Guide) Department of Ocean Engineering IIT Madras

Prof. R. Sundaravadivelu Head of Department Department of Ocean Engineering IIT Madras

Date: Place: Chennai-600036

ACKNOWLEDGEMENT I wish to express my deep sense of gratitude and sincere appreciation to my guide Dr. P. Krishnankutty, Associate Professor, Department of Ocean Engineering, IIT Madras, for his valuable guidance, keen interest and critical evaluation of the work. His constant encouragement has been very helpful during the course of my project work. I wish to acknowledge and thank Sheeja Janardan and Dinesh (PhD scholar), for their constant support throughout the duration of the project. I would also like to thank all my friends in particular Amit Ghosh and Anirudh J for their valuable suggestions and help.

Abstract
A vessel mooring arrangement is very important in harbor region. The selection of mooring lines and related equipments are based on the loads coming on them because of environmental factors like wind, current, wave and also due to passing by vessels. This study describes the method to calculate

environmental loads coming on a moored vessel and calculation of loads experienced by the mooring lines due to environmental loads as well as loads coming due to passing by vessels. A two dimensional Computational Fluid Dynamics (CFD) model was also made to study the uid activities induced by passing ship and its impact to moored vessel. This model successfully captured details of ship-ship interaction as they evolve in time, taking full account of the viscous ow physics. In this report basic elements of the simulation model and the usability of sliding mesh techniques are discussed.

Contents
I Dynamic Response of a multi-point moored vessel 1
1 Introduction 2 Theory
2.1 Environmental Loads . . . . . . . . . . . . . . . . . . . . . . . 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.2 Soil Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 4
4 4 5 5 6 6 6 7 7 9 12 13 14 15

Water Depth and Water Levels

Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . Currents . . . . . . . . . . . . . . . . . . . . . . . . . . Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Static Wind And Current Loads 2.2.1 Wind Load 2.2.1.1 2.2.1.2 2.2.1.3 2.2.2

. . . . . . . . . . . . . . . . . . . . . . . .

Lateral Wind Load . . . . . . . . . . . . . . . Longitudinal Wind Load . . . . . . . . . . . . Wind Yaw Moment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Current Load 2.2.2.1 2.2.2.2

Lateral Current Load . . . . . . . . . . . . . . Longitudinal Current Load . . . . . . . . . .

2.2.2.3 2.3

Current Yaw Moment

. . . . . . . . . . . . .

17 19 19 21 22 22 23 23 26

Wave Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.1 2.3.2 2.3.3 2.3.4 Basin Oscillations . . . . . . . . . . . . . . . . . . . . . Lateral Wave Load . . . . . . . . . . . . . . . . . . . .

Longitudinal Wave Load . . . . . . . . . . . . . . . . . Wave Yaw Moment . . . . . . . . . . . . . . . . . . . .

2.4

Loads due to passing by vessel . . . . . . . . . . . . . . . . . . 2.4.1 2.4.2 Theoretical Formulation . . . . . . . . . . . . . . . . .

Equation of Motion . . . . . . . . . . . . . . . . . . . .

3 Numerical Estimation
3.1 3.2 Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vessel Details 3.2.1 3.2.2 3.3 . . . . . . . . . . . . . . . . . . . . . . . . . . .

31
31 32 32 34 35 35 35 36 37 37 37 38 40 40

Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . Bulk Carrier . . . . . . . . . . . . . . . . . . . . . . . .

Environmental Load Calculation . . . . . . . . . . . . . . . . . 3.3.1 Wind Loads . . . . . . . . . . . . . . . . . . . . . . . . 3.3.1.1 3.3.1.2 3.3.1.3 3.3.2 Lateral Wind Load . . . . . . . . . . . . . . . Longitudinal Wind Load . . . . . . . . . . . . Wind Yaw Moment . . . . . . . . . . . . . .

Current Load 3.3.2.1 3.3.2.2 3.3.2.3

. . . . . . . . . . . . . . . . . . . . . . .

Lateral Current Load . . . . . . . . . . . . . . Longitudinal Current Load Current Yaw Moment . . . . . . . . . .

. . . . . . . . . . . . .

3.3.3

Wave Load

. . . . . . . . . . . . . . . . . . . . . . . .

ii

3.3.3.1 3.4 3.5 3.6

Wave load calculation using SEAWAY

. . . .

41 43 46 49

Loads due to passing by vessel . . . . . . . . . . . . . . . . . . Moored Vessel Displacement Calculation Load on the mooring rope . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

4 Result and Conclusion

4.1 Forces 4.1.1 4.1.2 4.1.3 4.1.4 4.2 4.3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . Current . . . . . . . . . . . . . . . . . . . . . . . . . .

50
50 50 50 51 51 52 54

Wave . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passing by vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Displacement of the moored ship

Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

II Passing ship eect on moored vessel using CFD 55

5 Introduction 6 Procedure
6.1 6.2 6.3 The Sliding Mesh Technique . . . . . . . . . . . . . . . . . . . Geometry and Grid Generation . . . . . . . . . . . . . . . . .

56 57
57 58 59

Setting up the problem . . . . . . . . . . . . . . . . . . . . . .

7 Result and Conclusion

7.1 7.2 7.3 Comparison of results with theoretical values . . . . . . . . . . Application of Sliding Mesh Technique in 3D . . . . . . . . . . Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

62
66 69 71

iii

List of Figures
2.1 2.2 2.3 2.4 2.5 2.6 Static mooring load denition. . . . . . . . . . . . . . . . . . . Wind yaw moment coecient curve. 3D Fully closed basin. . . . . . . . . . . . . . . 7 13 20 24 27 27

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Co-ordinate system in moored-passing ship. Conventional Mooring Arrangement.

. . . . . . . . . . . . . .

Idealized Mooring Arrangement. . . . . . . . . . . . . . . . . .

3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8

Setup used in calculation. Tanker Body Plan.

. . . . . . . . . . . . . . . . . . . .

31 33 34 42 43 44 45 45

. . . . . . . . . . . . . . . . . . . . . . . .

Bulk Carrier Body Plan. . . . . . . . . . . . . . . . . . . . . . SEAWAY screenshot. . . . . . . . . . . . . . . . . . . . . . . . Passing ship variable denition. . . . . . . . . . . . . . . . . .

Surge force on moored ship due to passage of ship. . . . . . . . Sway force on moored ship due to passage of ship. . . . . . . . Yaw moment on the moored ship due to passage of ship. . . .

4.1 4.2 4.3

Surge displacement. . . . . . . . . . . . . . . . . . . . . . . . . Sway displacement. . . . . . . . . . . . . . . . . . . . . . . . . Yaw displacement. . . . . . . . . . . . . . . . . . . . . . . . .

52 53 53

iv

6.1 6.2 6.3 6.4

Two passing trains in a tunnel. Bulk Carrier Mesh Tanker Mesh

. . . . . . . . . . . . . . . . .

57 58 59 59

. . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Grid display of two merged cases.

7.1

Velocity Contour as the passing ship approaches the moored ship. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

7.2

Velocity Contour as the passing ship overlaps with the moored ship. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 64

7.3 7.4

Velocity Contour as the passing ship leaves the moored ship. Pressure Contour as the passing ship approaches the moored ship. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

64

7.5

Pressure Contour as the passing ship overlaps with the moored ship. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 65

7.6 7.7

Pressure Contour as the passing ship leaves the moored ship. Velocity Filled Contour as the passing ship overlaps with the moored ship. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

66 68 68 69 70 70 71

7.8 7.9

Non-dimensional Surge Force. Non-dimensional Sway Force.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.10 Non-dimensional Yaw Moment.

7.11 Bulk Carrier Mesh. . . . . . . . . . . . . . . . . . . . . . . . . 7.12 Tanker Mesh. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.13 3D sliding mesh velocity contour.

List of Tables
2.1 2.2 2.3 Selection of

wz .

. . . . . . . . . . . . . . . . . . . . . . . . . .

11 18 18

AR for

propeller drag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Current moment eccentricity ratio variables.

3.1 3.2

Main particulars of Tanker.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

33 34

Main Particulars of Bulk Carrier.

vi

Part I Dynamic Response of a multi-point moored vessel

Chapter 1 Introduction
A vessels mooring arrangement is very important in harbor region. The environmental loads coming due to wind, wave, and current may cause mooring line failure and sudden vessel movement. A passing by vessel also imparts considerable loads on the moored vessel. Such an accident can result in costly damage to cargo handling equipment or other near by vessels and structures, oil or chemical pollution, and personal injuries and fatalities. The dynamic response of the moored vessel under various loads is studied and an idealized mooring system has been analyzed. The forces due to wind and current are calculated using empirical formulae [2]. Loads due to waves present in the harbor and ships hydrodynamic particulars is estimated using SEAWAY , a frequency-domain ship motions PC program based on the linear strip theory software. The hydrodynamic interaction forces coming to the

moored vessel due to a passing ship is calculated using a FORTRAN code based on potential theory. The major force components are surge, sway and yaw. The maximum

values of these forces are important for mooring line design.

For berthed

tankers, the cargo handling manifolds allow a maximum movement of only

3.0

m in surge and 3 m in sway, OCIMF, (1978). The displacement of the

moored vessel is calculated by solving second order dierential equations of motion in surge, sway and yaw directions. An application is developed in

MathCad which can be used to get ship displacement for various environmental conditions and dierent mooring rope dimensions.

Chapter 2 Theory
2.1 Environmental Loads

Environmental site conditions such as bottom soil characteristics, water depth, water levels, winds, current, and waves are important to mooring design. Design criteria for water level, wind, current, and wave characteristics should be selected using probabilistic methods for safe/economical mooring design.

2.1.1 Soil Conditions

Anchor design is dictated by seaoor soil conditions. For example, pile and dead weight anchors can be designed for rock or hard soil conditions, whereas drag anchors generally can not. Detailed soil investigations are required to develop a safe anchor design.

2.1.2 Water Depth and Water Levels

Water depth and water-level uctuations have a direct bearing on the maximum allowable vessel draft, mooring line geometry, and area available for maneuvering. Harbor sedimentation can reduce water depth and should be considered where appropriate.

2.1.3 Wind
Wind is a necessary design condition for nearly every mooring installation. Loads imparted by winds are idealized as static (i.e., steady state) in many design applications, but wind can impart considerable dynamic loading in some cases. Design wind speeds must be determined on the basis of loTyp-

cal wind conditions, preferably from long-term wind measurements.

ically, recorded wind data must be adjusted for elevation, duration, and over-land/over-water eects to represent conditions at the mooring site. Design winds are normally corrected to a standard elevation of 10m and standard wind duration. Wind speeds depend on duration, the largest gust associated with the shortest duration. Selection of the appropriate windIn

speed duration has evolved on the basis of analytics and experience.

reality, a wind eld is characterized by a spectrum of wind speeds (i.e., a wind eld with a range of speeds and durations). A vessel may or may not respond to individual wind gusts, depending on whether the frequency of the gust coincides with the natural period of the moored vessel system.

2.1.4 Currents
Current of any appreciable magnitude can dominate mooring design; hence, it is highly desirable to align a mooring with prevailing currents. can also dictate maneuvering into a mooring. Current

Tidal currents are common

in a harbors and estuaries and are best estimated on the basis of direct measurements. Current speeds may be estimated using physical or numerical models where measurements are not available. Current speed and direction vary during the tidal cycle. Maximum tidal currents are generally used in design.

2.1.5 Waves
Wave loading can dictate mooring design, especially in the open ocean. A mooring located in a protected harbor may also be exposed to sea and swell. Design wave conditions are best estimated from long-term measurements taken at the mooring site. Such measurements, however, are seldom available and it is often necessary to resort to analytical wave hindcast studies. Waves generated by storm activity have periods in the range 6 to 20 seconds. Long waves, which may be a factor in mooring design, have periods ranging from 20 seconds to several minutes.

2.2

Static Wind And Current Loads

Winds and currents impart a longitudinal load, lateral load, and yaw moment to a moored vessel. These loads can be estimated using empirical formulas

derived from numerous experiments and theoretical derivations. vention for wind and current direction are shown in Figure 2.1:

Sign con-

Figure 2.1: Static mooring load denition.

2.2.1 Wind Load

The following paragraphs summarize wind load formulas presented in U.S. Navy (1985).

2.2.1.1 Lateral Wind Load

Lateral wind load is determined using the equation:

1 2 Fyw = a Vw Ay Cyw fyw (w ) 2

where

(2.1)

Fyw

is the lateral wind load,

a Vw Ay Cyw fyw (w )

the mass density of air, the wind velocity, the lateral projected area of ship, the lateral wind force drag coecient, and is the shape function.

The lateral wind-force drag coecient depends on the hull and superstructure area of the vessel:

Cyw = 0.92

Vs VR

As + Ay

VH VR

AH

(2.2)

where

Cyw Vs VR As

is the lateral wind-force drag coecient, the average wind velocity over a superstructure, the average wind velocity at 10 m above sea level the lateral projected area of the hull.

The following formulas are also used:

Vs = VR

hs hR

1 7

(2.3)

VH = VR
where

hH hR

1 7

(2.4)

hs hH hR

height of super structure above water line, is the height of the hull, is the height above sea level the wind velocity is taken (10m).

The shape function for lateral load,

fyw (w ),

is given as:

fyw (w ) =

5w sin w sin20 1 1 20

(2.5)

2.2.1.2 Longitudinal Wind Load

Longitudinal wind load is determined using the following equation:

1 2 Fxw = a Vw Ax Cxw fxw (w ) 2

where

(2.6)

Fxw a Vw Ax Cxw fxw (w )

is the longitudinal wind load, the mass density of air, the wind velocity, the longitudinal projected area of a ship, the longitudinal wind force drag coecient, and the shape function for a longitudinal load.

The longitudinal wind force drag coecient varies according to vessel type and characteristics. Additionally, a separate wind force drag coecient is

provided for a head wind (over the bow, the stern,

w = 0o )

and a tail wind (over

w = 180o )

conditions.

The head wind (bow) wind-force drag

coecient is designated as coecient is designated

CxwB

and the tailwind (stern) wind-force drag

CxwS .

The following longitudinal wind-force drag coecients are recommended for hull-dominated vessel, such as aircraft carriers, submarines, and passenger liners:

CxwB = 0.4

CxwS = 0.4

(2.7)

For all remaining types of vessel, except for specic deviations, the following are recommended:

CxwB = 0.7

CxwS = 0.6

(2.8)

An increased head wind-force drag coecient is recommended for centerisland tankers:

CxwB = 0.8

(2.9)

For ships with an excessive amount of superstructure, such as cruisers, the recommended tail wind-force drag coecient is

CxwS = 0.8

(2.10)

An adjustment consisting of adding 0.08 to

CxwB

and

CxwS

is recom-

mended for all cargo ships and tankers with cluttered decks. The longitudinal shape function, wind regions.

fxw (w ),

diers over the head and tail

The incident wind angle that produces no net longitudinal

10

Location of
On midships

Table 2.1: Selection of

wz . Superstructure wz (deg)
80 90 100 120

Just forward of midship

Aft of midships Hull-dominated

force, designated of

wz

for zero crossing, separates these two regions. Selection

wz is

determined by the mean location of the superstructure relative to

midships (See Table 2.1). For many ships, including center island tankers,

wz 100o

is typical;

wz 110o

is recommended for warships.

The shape function for the longitudinal load for ships with single, distinct superstructures and hull- dominated ships is given below. (Examples of ships in this category are aircraft carriers and cargo vessels.)

fwx = cos

(2.11)

where

() = (+) =
The value of

90o for wz w 90o 180o wz

w < wz

(w wz ) + 90o for w > wz

fxw (w )is

symmetrical about the longitudinal axis of the vessel. in determining the shape function. for

Therefore, when For example, if

w > 180o , use 360o as w

use

w = 330o ,

360o w = 360o 330o = 30o

w .

11

Ships with distributed superstructures are characterized by a  humped cosine wave. The shape function for a longitudinal load is

5 sin sin 10 fxw (w ) = 1 1 10

(2.12)

where

() = (+) =

90o w w

+ 90o

for

w < wz
900 wz 180o wz
for

90o 180o w w

+ 180o
for

w > wz

As explained above, use

360o w

when

w > 180o .

2.2.1.3 Wind Yaw Moment

The wind yaw moment is calculated using the equation

1 2 Mxyw = a Vw Ay LCxyw (w ) 2
where

(2.13)

Mxyw a Vw Ay L Cxyw (w )

is the wind yaw moment, the mass density of air, the wind velocity, the lateral projected area of a ship, the ship length, the yaw moment coecient

12

The yaw moment coecient is found from the

Wind Yaw Moment Coecient

Curve.

Figure 2.2: Wind yaw moment coecient curve.

2.2.2 Current Load

As in the case of wind, Remery and Van Oortmerssen (1973) and OCIMF (1994) present current load methods. The methods presented below are taken from U.S. Navy (1985) and U.S. Department of Defense (1999).

13

2.2.2.1 Lateral Current Load

Lateral current load is determined from the equation

1 Fyc = w Vc2 LwL T Cyc sin c 2

where

(2.14)

Fyc w Vc

is the lateral current load, the mass density of water,

the current velocity, the vessel waterline length,

LwL T

the vessel draft, the lateral current-force drag coecient, and

Cyc c

the current angle

The lateral current-force drag coecient is given by Seelig et al. (1992):

Cyc = cyc | + (Cyc |1 Cyc | )

T wd

k
(2.15)

where

Cyc | Cyc |1 wd k is

is the limiting value of the limiting value of

Cyc

for a large value of

wd , T

Cyc

for

wd T

= 1,

the water depth, and a coecient that ranges from 2 to 5. A value of 2 can be used for a wide range of ships and barges.

14

The deepwater value,

Cyc |

is given as

Cyc | = 0.22 x

(2.16)

where

x=
where

L2 wL AM BV

(2.17)

LwL AM B V Cyc |1
is given as

is the length at the waterline, the cross-sectional area at the ship midsection, the beam, and the ship volume,

Cyc |1 = 3.2

(2.18)

2.2.2.2 Longitudinal Current Load

The longitudinal current load is determined using the equation

Fxc = Fx f orm + Fx f riction + Fx prop

(2.19)

where

Fxc Fxf orm

is the total longitudinal current load, the longitudinal current load due to form drag,

15

Fxf riction Fxprop

the longitudinal current load due to friction drag, and the longitudinal current load due to propeller drag.

Form drag is given by

1 Fx f orm = w Vc2 BT Cxcb cos c 2
where (2.20)

Cxcb

is the total longitudinal current-force form drag.

Friction drag is given by

1 Fx f riction = w Vc2 SCxca cos c 2
Where (2.21)

the wetted surface area of the hull,

S = 1.025LBP (CB B + 1.7T ),

Cxca

is the longitudinal current-force friction drag coecient.

Cxca

is computed as follows:

Cxca =

0.075 (log Rn 2)2

(2.22)

where

Rn =
water(1.4

Vc LwL cos c is the Reynolds number [

is the kinematic viscosity of

105 f t2 /s)]

16

Propeller drag is the form drag of a vessel's propeller with a locked shaft. Propeller drag is given by the equation

1 Fx prop = w Vc2 Ap Cprop cos c 2

Where

(2.23)

Ap

is the propeller expanded (or developed) blade area and

Cprop Ap
is given by

is the propeller drag coecient = 1.0.

Ap =
Where

AT pp 0.838

(2.24)

AT pp

is the total projected propeller area:

AT pp = AR is
found from Table 2.2

LwL B AR

(2.25)

2.2.2.3 Current Yaw Moment

The current yaw moment is determined using the equation

Mxyc = Fyc
where

ec LwL LwL

(2.26)

17

Table 2.2:

Vessel Type

AR for

propeller drag.

Destroyer Cruiser Carrier Cargo Tanker Submarine

AR 100 160 125 240 270 125

Table 2.3: Current moment eccentricity ratio variables. Ship a (Y-Intercept) b (Slope per degree) SERIES 60 FFG 0.291 0.201 -0.00353 -0.00221 Full hull form typical of cargo ships  Rounded hull Typical of surface warships CVE-55 SS-212 0.168 0.244 -0.00189 -0.00255 Old attack aircraft carrier Old submarine Notes

Mxyc
ec LwL

is the current yaw moment and is the ratio of eccentricity

ec can be calculated using the equation: LwL

ec = a + bc f or0o < c < 180o LwL

(2.27)

ec = a {b (360o c )} f or180o < c < 360o LwL

Values of

(2.28)

and

can be found from Table 2.3

18

2.3

Wave Loads

Wave loads on a ship moored in a harbor basin can be found by considering the harbor oscillations. In a wave basin, waves of various frequency and

amplitudes are present. The wave whose frequency of oscillation is equal to the natural period of oscillation of the ship will have maximum eect on the ship. To nd out the harmonics of such wave we need to study the

Basin

Oscillations.

2.3.1 Basin Oscillations

A body of water such as a lake or a harbor that is open to sea will have a fundamental resonant frequency and related higher harmonic frequencies at which it will oscillate, if excited. This oscillation is simply the reection of a wave back and forth in the water body. Typically this wave has a relatively long period and low amplitude. The fundamental and harmonic frequencies of basin oscillation are dened by the basin geometry that controls the speed and pattern of the wave propagation.

3D Basin Oscillations
Basins having widths and lengths of comparable size can develop complex patterns of resonant oscillation. The character of these oscillations can be demonstrated by the equations for the periods and water surface congurations for resonant oscillations in rectangular basin.

19

Figure 2.3: 3D Fully closed basin.

A solution for the free oscillations must satisfy the three-dimensional Laplace equation,

d2 d2 d2 + + =0 dx2 dy 2 dz 2

(2.29)

And the following boundary conditions at the water surface, side walls, and bottom, respectively

1 g

d dt

|z = 0

(2.30)

u=

d =0 dx

|x = 0, A

(2.31)

v=

d =0 dy

|y = 0, B

(2.32)

w=

d =0 dz

|z = d

(2.33)

Assuming shallow water conditions the solution is

20

=H

g nx my cos cos sin (t) 2 A B

(2.34)

Where n, m (integers 0,1,2,3 ...) dene the various modes of oscillation. The water surface time-history is

H nx my cos cos cos (t) 2 A B

(2.35)

Application of the continuity equation leads to the equation for the fundamental and harmonic periods of oscillation.

Tnm

2 = gd

n A

m + B

1 2

(2.36)

2.3.2 Lateral Wave Load

Lateral wave load can be expressed as:

Fy wave (t) = Foy wave sin (e t + y )

Where

(2.37)

Fy wave (t) Foy wave e y

is the lateral wave load on the ship is the lateral force amplitude is the encountering frequency is the phase dierence

21

2.3.3 Longitudinal Wave Load

Longitudinal wave load can be found using the formulae:

Fx wave (t) = Fox wave sin (e t + x )

Where

(2.38)

Fx wave (t) Fox wave e x

is the longitudinal wave load on the ship is the longitudinal force amplitude is the encountering frequency is the phase dierence

2.3.4 Wave Yaw Moment

Wave yaw moment is given as:

Mxy wave (t) = Moxy wave sin (e t + xy )

Where

(2.39)

Mxy wave (t) Moxy wave e is xy is

is the wave yaw moment on the ship is the yaw moment amplitude the encountering frequency the phase dierence

22

2.4

Loads due to passing by vessel

If a moving ship passes close to a moored ship, hydrodynamic loads are imparted on the moored ship. These loads must be resisted by the mooring

system and include time varying surge and sway forces, as well as timevarying yaw moments. To estimate these forces and moments a study has been done by K.S.Varyani and P. Krishnankutty

(Department of Naval Ar-

chitecture and Marine Engineering, Universities of Glasgow and Strathclyde, Henri Dyer Building, 100 Montrose St., Glasgow G4 0LZ, Scotland, UK).

2.4.1 Theoretical Formulation

The study is done for the estimation of surge and sway forces and yaw moment induced on a moored ship due to passing by vessel. One ship is considered stationary and another ship is passing by. The hydrodynamic interaction problem between a moored ship and the passing ship are formulated using a slender body theory with the following assumptions.

The transverse dimensions of the ships (beam and draft) are quite small compared to its length, but can be of dierent forms

The passing ship moves at a constant speed and is parallel to the moored ship

The uid is inviscid and incompressible, the ow is irrotational

The disturbances at the free surface are neglected (treated as a rigid boundary)

23

Figure 2.4: Co-ordinate system in moored-passing ship.

The co-ordinate co-ordinate

(xm , ym , zm ) is xed at the center of the moored ship and the

are xed at the passing by vessel. Any variable with

(xp , yp , zp )

sux m represents those related to moored ship and variables with sux p refer to the passing by ship.(See Figure 2.4) In addition to the governing (Laplace) equation applied to the uid domain, the following boundary conditions also need to be satised.

nm np

=0

on moored ship

xp = U n p

on passing ship

The velocity potential function of the ow eld is estimated using the singularity distribution technique and subsequently the ow velocity components along the moored ship induced by the passing ship are determined. The interaction potential in the unsteady Bernoulli equation gives the pressure distribution and integration of this pressure over the surface gives the net forces on the moored ship.

24

U 2 X (, ) = 2

Sm (xm )
Lm

Lp

Sp (xp ) (xp xm + ) (xp xm + )2 + 2

1.5 dxp dxm

(2.40)

U 2 Y (, ) = 2

Sm (xm )
Lm

Lp

Sp (xp ) (xp xm + )2 + 2

dxp dxm

(2.41)

The yaw moment obtained from the slender body theory, Wang, is

U 2 N (, ) =

xm Sm (xm ) + Sm (xm )
Lm

Lp

Sp (xp ) (xp xm + )2 + 2

dxp dxm

(2.42) The above equations are for the deepwater case. When the water depth becomes less than twice the draft of the ship, the shallow water eect has to be considered. The bottom condition for an assumed constant water depth of -h is represented by as

= 0.The interaction forces and moment can be written

U 2 X (, , z ) = 2 n=

Sm (xm )
Lm

Lp

Sp (xp ) (xp xm + ) (xp xm + )2 + 2 + 4 2 h2

1.5 dxp dxm

(2.43)

U 2 Y (, , z ) = n=

Sm (xm )
Lm

Lp

Sp (xp ) (xp xm + )2 + 2 + 4 2 h2

dxp dxm
(2.44)

25

U 2 N (, , z ) = n=

xm Sm (xm ) + Sm (xm )
Lm
(2.45)

Lp

Sp (xp ) (xp xm + )2 + 2 + 4 2 h2

dxp dxm

Where

Sm

is the mid-ship section area of the moored ship,

Sm

and

Sp

are

the sectional area slopes of the moored and passing ships, of images.

is the number

A FORTRAN code has been written using these theoretical assumptions and formulas to calculate the surge and sway forces and yaw moment on the moored ship.

2.4.2 Equation of Motion

The motion of the moored vessel is calculated by solving equation of motion. To simplify the calculation the conventional mooring system (Figure 2.5) is idealized to heading/stern lines and breast lines which are treated parallel and perpendicular to the centerline of the moored ship always (Figure 2.6). All ropes are considered of same length and diameter and also made of same material. In this arrangement solving the equation of motion in both directions can be done independently. This system can be treated similar to the spring mass system with damping. The motion in x direction can be written as:

26

Figure 2.5: Conventional Mooring Arrangement.

Figure 2.6: Idealized Mooring Arrangement.

27

X (t) = m + mx
where

d2 x dx dx + Dx | | + kx x 2 dt dt dt

(2.46)

Dx = 0.5Aws Ctx Aws = Lm (1.7Tm + CB Bm ) kx = (b d2 nr )

x

where

X (t)

is the interaction force as a function of (t, m) in surge direction,

m mx

is the mass of the moored ship, is the added mass of the moored ship in x direction,

Dx

is the drag or damping coecient in longitudinal motion,

kx Ctx Aws

is the rope spring constant, is the total resistance coecient in surge, is the density of water, is the wetted surface area of the moored ship,

Lm , Bm , Tm

are length, breadth and draft of the moored ship,

CB

is the block coecient of the moored ship

28

b d nr x

is the breaking load of the mooring rope is the rope diameter is the number of ropes is the elongation of the stern/head lines

By substituting all the forces due to wind, wave, current and passing ship the second order dierential equation is solved to get the surge displacement. The loads coming on the mooring rope can be estimated by multiplying with x displacement. Similarly the equation of motion for the sway and yaw direction can be written as:

kx

Y (t) = m + my

dy dy d2 y + Dy | | + ky y 2 dt dt dt

(2.47)

Dy = 0.5Aws Cty

(2.48)

ky =

b d2 nr y

(2.49)

N (t) = I + I

d2 d d + D | | + k dt2 dt dt

(2.50)

2 D = Dy lb

(2.51)

2 k = ky lb
29

(2.52)

While estimating the breast line forces, the resultant eect of sway and yaw displacements are considered.

ys = y +

lb 2

(2.53)

yb = y
where

lb 2

(2.54)

Y (t) and N (t) are the interaction sway force and yaw moment as a I
is the mass moment of inertia of the moored ship about

function of time t, z-axis,

my

is the added mass of the moored ship in sway,

is the added mass

moment of inertia of the ship about z-axis, the moored ship in sway and yaw, coecient in sway and yaw modes, constants in sway and yaw modes,

and

are the displacement of

Dy

and

are the drag or damping

ky Cty

and

are the rope spring or restoring

is the total resistance coecient of the

moored vessel at its translation speed in sway,

is elongation of the breast

lines and lb is the spacing between stern and bow breast lines.

30

Chapter 3 Numerical Estimation

3.1 Setup

Figure 3.1: Setup used in calculation.

31

The calculation is done for assumed environmental conditions in a closed basin with shallow water depth.

Wind

Wind Velocity = 20knot Wind angle = 145deg

Current

Current Velocity = 3knot Current angle=20deg

Passing ship

Velocity of passing ship = 4m/s (7.4knot ) Separation distance between the centerline of two ships = 40m

3.2

Vessel Details

3.2.1 Tanker
The tanker is a double hull crude oil carrier of dead weight 90,000 t. Service speed of the vessel is 14.5 knots. The ship is used to carry crude oil

from Kharg (IRAN) to Vadinar (INDIA). In this study mooring analysis and dynamic response is estimated for this vessel.

32

Table 3.1: Main particulars of Tanker.

Main Particulars

Type of vessel Length Between Perpendiculars (LBP ) Waterline Length (LW L ) Breadth (B ) Depth (D ) Draft (T ) Block Coecient (CB ) Midship Coecient (Cm ) Displacement () WL spacing Station spacing STN 8 to STN 15 is parallel middle body

Tanker 230m 238m 42m 20.1m 13.36m 0.831 0.997 110594 tonne 2.0m 11.5m

Figure 3.2: Tanker Body Plan.

33

3.2.2 Bulk Carrier

The bulk carrier is used as a passing by vessel in this analysis. particulars of the vessel are listed below. The main

Table 3.2: Main Particulars of Bulk Carrier. Main Particulars Type of vessel Length Between Perpendiculars (LBP ) Breadth (B ) Depth (D ) Draft (T ) WL spacing Station spacing Bulk Carrier 175m 31.1m 16 12m 1m 17.5m

Figure 3.3: Bulk Carrier Body Plan.

34

3.3

Environmental Load Calculation

Environmental loads on the moored ship are calculated using the method described in the theory section.

3.3.1 Wind Loads

Wind load is calculated for the following assumed environmental condition Wind angle (w ) =

145o 20knot

Average wind velocity at 10m above sea level (VR ) = Density of air (a ) =

1.29kg/m3 17m 250m2

Height of super structure above waterline (hs ) = Lateral projected area of super structure (As ) = Location of super structure = Aft of midship

Height above sea level where air velocity is taken (hR ) =

10m

3.3.1.1 Lateral Wind Load

Lateral wind load is calculated as: Wind velocity
s (DT )+ h 2 10 1 8

Vw = VR

= 21.08knot Vs = VR
1 7

Average wind velocity over super structure Average wind velocity over hull Lateral projected area of hull

hs hR

1 7

= 21.57knot

VH = VR

hH hR

= 18.90knot

AH = LBP (D T ) A y = AH + As = 1800m2

Vs VR

Total Lateral projected area of ship

As +

Lateral wind-force drag coecientCyw

= 0.92

VH VR

AH
=0.856

Ay

Shape function for lateral load

fyw (w ) =

5w sin w sin20 1 1 20

= 0.599

35

Substituting

a = 1.29kg/m3 Vw = 21.08knot = 10.85m/s Ay = 1800m2 Cyw = 0.856 fyw (w ) = 0.599

We get Lateral wind load

1 2 a Vw Ay Cyw fyw (w ) = 70.17kN Fyw = 2

3.3.1.2 Longitudinal Wind Load

Longitudinal wind load is calculated as: Wind angle

(w ) = 145o Ax = B (D T )+[{hs (D T )} B ] =

Longitudinal projected area of the ship

714m2
Longitudinal wind-force drag coecient For the given tanker Hence

Cxw =

CxwS

o if w > 90

CxwS = 0.68and CxwB = 0.78

Cxw = 0.68 fxw (w ) = cos = 0.773

Shape function

Substituting

a = 1.29kg/m3 Vw = 10.85m/s Ax = 714m2

36

Cxw = 0.68 fxw (w ) = 0.773

We get Longitudinal Load

1 2 Fxw = 2 Ax Cxw fxw (w ) = 28.51kN a Vw

3.3.1.3 Wind Yaw Moment

Wind yaw coecient Cxyw (jw) is read from the Table 2.2 for Stern-Island Vessel.

Cxyw (w ) = 0.0835
Yaw Moment due to wind

1 2 Ay LCxyw (w ) = 2626kN m Mxyw = 2 a Vw

3.3.2 Current Load

3.3.2.1 Lateral Current Load
Lateral current loadFyc

V 2 L T Cyc sin c =1 2 w c wL

Where

Density of water Current velocity Current angle

w = 1025kg/m3 Vc = 3knot

c = 20o LwL = 238m

Length at waterline Draft

T = 13.36m

37

Lateral current-force drag coecient

Cyc = cyc | +(Cyc |1 Cyc | )

T k wd

Cyc |1 = 3.2 x = 16m

L2 wL AM BV

Cyc | = 0.22 x = 0.582 k = 2 wd =

substituting these values we get

Cyc = 2.407

Lateral current load

Fyc = 3200kN

3.3.2.2 Longitudinal Current Load

The longitudinal current load is determined using the equation

Fxc = Fx f orm + Fx f riction + Fx prop

(3.1)

where

Fxc

is the total longitudinal current load,

Fxf orm Fxf riction

the longitudinal current load due to form drag, the longitudinal current load due to friction drag, and

Fxc = Fx f orm + Fx f riction + Fx prop

(3.2)

Fxprop

the longitudinal current load due to propeller drag.

Form drag
1 Fx f orm = w Vc2 BT Cxcb cos c 2 Cxcb = 0.1
38 (3.3)

Form drag force

Fx f orm = 64.45kN

Friction drag is given by

1 Fx f riction = w Vc2 SCxca cos c 2
(3.4)

S = 13583m2

Cxca =
where

0.075 3 2 = 1.817 10 (log Rn 2)

(3.5)

Rn =

Vc LwL cos c

= 2.655 108 is the Reynolds number [ 105 f t2 /s)] Fx f riction = 28.35kN

is the kinematic

viscosity of water(1.4

Frictional drag force

Propeller Drag
Propeller drag is given as

1 Fx prop = w Vc2 Ap Cprop cos c 2

Propeller expanded (or developed) blade area Total projected propeller area For Tanker

(3.6)

Ap =

AT pp 0.838

AT pp =

LwL B AR

AR = 270(See

Table 2.2)

Substituting we get: Propeller drag force

AT pp = 37m2

Ap=44.2m2

Fx prop = 50.7kN

39

Longitudinal current load

Fxc = Fx f orm + Fx f riction + Fx prop = 64.4kN

28.35kN 50.7kN = 143.5kN

3.3.2.3 Current Yaw Moment

The current yaw moment is determined using the equation

Mxyc = Fyc

ec LwL LwL

(3.7)

ec can be calculated using the equation: LwL

ec = a + bc f or0o < c < 180o LwL

ec = a {b (360o c )} f or180o < c < 360o LwL a = 0.291and b = 0.00353

For for SERIES 60 ship(See Table 2.3) and current yaw moment

c = 20o

we get

ec LwL

= 0.22

Mxyc = 1.678

105 kN m

3.3.3 Wave Load

In a harbor waves of dierent amplitude and frequency are present. Out of these waves the waves having a frequency near to the natural frequency of oscillation of the ship will have the maximum eect. We can determine the harmonics of such waves as:

Basin Oscillation frequency

Length of the basin

A = 3 103 m

40

Width of the basin Depth of the basin

B = 1 103 m d = 16m Tnm =

2 gd n 2 A
1 2

Period of oscillation monics of oscillation.

m 2 B

where n and m are har-

Fundamental frequency of basin oscillation n=1 and m=1 Ships natural frequency of oscillation

e =

2 Tnm

= 0.041rad/secfor

ship =

k m

= 0.219rad/sec

The maximum eect will be seen when the frequency of oscillation of the basin will be near to the natural frequency of oscillation of the ship. By

substituting various values of m and n we can achieve the harmonics when the basin will oscillate with the same frequency of that of the ships natural frequency. By substituting n=12 and m=4 gave frequency of basin oscillation = 0.223rad/sec. The water surface time history is given as:

H 2

cos

nx A

cos

my B

cos (t)

3.3.3.1 Wave load calculation using SEAWAY Introduction to SEAWAY

Seaway is a frequency-domain ship motions PC program based on the linear strip theory to calculate the wave-induced loads, motions, added resistance and internal loads for six degrees of freedom of displacement ships and yachts, barges, semi-submersibles or catamarans, sailing in regular and irregular waves.

41

Figure 3.4: SEAWAY screenshot.

Output obtained from SEAWAY

From the output le of the SEAWAY program results are extracted for the wave frequency same as the natural frequency in sway mode of the moored ship. Force/Moment Amplitude Surge Sway Yaw 0 Phase Added mass

271.4o 88.8o 84.2o

117tonne 209.9tonne 149tonne m2

7.1435 103 kN 5.496 103 kN m

Wave Loads
Fx wave = 0kN
42

Fy wave = 7.1435 103 sin 0.223t + 88.8o

kN 180

Mxy wave = 5.496 103 sin 0.223t + 84.2o

kN m 180

3.4

Loads due to passing by vessel

The forces coming on the moored vessel due to the passing by vessel is calculated using a code prepared in FORTRAN.

Figure 3.5: Passing ship variable denition.

Inputs:

Separation distance (h) = 40m Passing Water ship speed (U) = 7.4 knots (4m/s) depth (d) = 16m

43

Results: The surge and sway force and yaw moment is plotted against the longitudinal separation distance between two ships.

Figure 3.6: Surge force on moored ship due to passage of ship.

44

Figure 3.7: Sway force on moored ship due to passage of ship.

Figure 3.8: Yaw moment on the moored ship due to passage of ship.

45

3.5

Moored Vessel Displacement Calculation

The displacement of the ship is calculated by solving Equation of Motion in all surge, sway, and yaw directions. The forces applied on the moored ship are calculated as explained above. Other terms such as stiness coecient and damping factors are estimated by assuming an idealized mooring condition. The added mass of the ship in all directions are obtained from SEAWAY output.

Moored ship particulars

Mass of the ship

m = 110594tonnes mx = 117tonnes my = 209.9tonnes I = 3.65 108 tonnes

Added mass of the ship in surge

Added mass of the ship in sway

Mass moment of inertia of the ship about z axis

m2
Added mass moment of inertia

Ia = 149tonne m2

Mooring Rope Particulars

Type: Steel cable 6x19 construction group with ber or steel core

Breaking load of the rope

b = 1.77 106 kN/m2

Diameter of the rope

d = 0.045m nr = 2

Number of mooring lines

46

Percentage of elongation

= 1%

Rope length lr

= 60m = 115m Ctx =

0.075 (log Rn 2)2

Spacing between two breast lines lb

Total resistance coecient of the moored ship in surge

0.0026
Total resistance coecient of the moored ship in sway

Cty = 0.9

Damping and stiness coecient

Aws = 1.025LBP (1.7T + CB B ) = 13583m2

Dx = 0.5Aws Ctx = 1.94 104 kg/m

Dy = 0.5Aws Cty = 6.275 106 kg/m

2 D = Dy lb = 8.298 1010 kgm

x = lr = 0.6

y = lr = 0.6

b d2 nr = 1.195 107 kg/s2 kx = x

47

ky =

b d2 nr = 1.195 107 kg/s2 y

2 k = ky lb = 1.58 108 kN m

Forces and Moments

The total forces experienced by the moored ship is X(t) = Wind longitudinal load + Current longitudinal Load+ Wave longitudinal Load+ Longitudinal load due to passing by vessel Y(t) = Wind lateral load + Current lateral Load+ Wave lateral Load+ Lateral load due to passing by vessel N(t) = Wind yaw moment + Current yaw moment + Wave yaw moment+ Yaw moment due to passing ship

Equation of motion
The equations of motion in surge, sway and yaw direction is solved using an application developed in

MathCAD.
d2 x dx dx + Dx | | + kx x 2 dt dt dt
(3.8)

X (t) = m + mx

Y (t) = m + my

d2 y dy dy + Dy | | + ky y 2 dt dt dt

(3.9)

N (t) = I + I

d2 d d + D | | + k dt2 dt dt

(3.10)

48

3.6

Load on the mooring rope

The loads coming on the mooring rope are calculated as described in section 2.4.2. Initial calculation is done by considering rope diameter as Maximum surge displacement Maximum sway displacement Maximum yaw angle

45mm.

xmax = 0.075m ymax = 2.5m

max = 0.18deg = xmax kx = 35.8kN

Load on the longitudinal mooring lines Load on the breast line

ys = ymax + lb max = 2.86m

ky ys = 34185kN

yb = ymax lb max = 2.14m

ky yb = 25552kN

49

Chapter 4 Result and Conclusion

4.1 Forces

4.1.1 Wind

Lateral wind load =

70.17kN 28.51kN

Longitudinal wind load =

Wind yaw moment =

2626kN m

4.1.2 Current

Lateral current load =

3200kN 143.54kN

Longitudinal current load =

Current yaw moment =

1.678 105 kN m

50

4.1.3 Wave

Lateral wave load

Fx wave = 0kN
Fy wave = 7.1435103 sin 0.223t + 88.8o 180 kN

Longitudinal wave load

Wave yaw moment

Mxy wave = 5.496 103 sin 0.223t + 84.2o 180 kN m

4.1.4 Passing by vessel

Lateral load due to passing by vessel Separation Distance (m) -400 -170 0 170 400 Sway Force (kN) 0 -1150 2100 -1150 0

Longitudinal load due to passing by vessel Separation Distance (m) -400 -90 0 90 400 Surge Force (kN) 0 -800 0 800 0

Yaw moment due to passing by vessel

51

Separation Distance (m) -400 -190 -50 0 50 190

Yaw Moment (kN-m) 0 45000 -150000 0 160000 -50000

4.2

Displacement of the moored ship

The displacement of the moored tanker from its initial position is calculated by solving

Equation of Motion

considering various loads coming on the ship.

The surge, sway and yaw motions of the ship for the case when mooring rope diameter is

45mm

are shown below.

Figure 4.1: Surge displacement.

52

Figure 4.2: Sway displacement.

Figure 4.3: Yaw displacement.

53

4.3

Conclusion

The above analysis shows that the maximum displacement of the moored ship in sway direction is sway, OCIMF, (1978). handling.

2.5m.

For tankers allowed displacement is

3min

Hence the mooring arrangement is safe for cargo

54

Part II Passing ship eect on moored vessel using CFD

55

Chapter 5 Introduction
Passing ship engage moored vessel through pressure pulse and wave trains. These eects are more prominent in conned waters. At shallow water, the eect of vortices and viscosity may be critical to ship-ship interaction. These factors, which are normally left out from potential theory base codes, can be taken care of in viscous CFD models. In this exercise a moored ship (Tanker) and a passing by vessel (Bulk Carrier) is modeled in 2-dimension. The moored tanker was xed in its place and the Bulk Carrier was given a constant forward velocity of 4m/s. The

passing of ship was observed from its initial position which is more than three hundred meters behind the moored tanker (distance between midship to midship) to its nal position which is more than three hundred meters forward of the moored tanker. The modeling is done in Gambit 2.3.16 and Fluent 6.2.16 solver is used for computations.

56

Chapter 6 Procedure
6.1 The Sliding Mesh Technique

Sliding mesh model can be used to get a time-accurate solution rather than a time-averaged solution in unsteady ow eld. The sliding mesh model is the most accurate method for simulating ows in multiple moving reference frames, but also the most computationally demanding. This method can be used to model translating sliding mesh zones (e.g. two cars or trains passing in a tunnel, as shown in Figure 6.1).

Figure 6.1: Two passing trains in a tunnel.

In the sliding mesh technique two or more cell zones are used.

(If you

57

generate the mesh in each zone independently, you will need to merge the mesh les prior to starting the calculation). Each cell zone is bounded by at least one interface zone where it meets the opposing cell zone. The interface zones of adjacent cell zones are associated with one another to form a grid interface. The two cell zones will move relative to each other along the grid interface.

6.2

Geometry and Grid Generation

The geometry of the two ships, tanker and bulk carrier are created separately along with a domain area. The two domains crated are meshed in Gambit and merged together later in Fluent. To create the 2-dimensional model of the ship, co-ordinates at the waterline was found from the respective oset table. Domain around the ship is created keeping in mind, the separation distance between the centerlines of the two ships and the longitudinal space required to /capture the ow patterns in aft and bow regions of both ships (See Figure 6.2 and Figure 6.3 ). As you can see the region near the boundary of the ships are given smaller cell size than the far eld to get a ner mesh near ship region. Total number of cell is 77523.

Figure 6.2: Bulk Carrier Mesh

58

Figure 6.3: Tanker Mesh

6.3

Setting up the problem

After creating the two separate mesh les, one of them is brought in Fluent by

[File]>[Read]> [Case]

and the other one is merged to it by See Figure 6.4).

[Grid]

>[Zone]>[Append Case File] (

Figure 6.4: Grid display of two merged cases.

1. The solver was set to model unsteady ow by

[Dene]>[Models]

>[Solver]>(TimeUnsteady).

59

2. The viscous model was set to k-omega by

[Dene]>[Models]>[Viscous]

>(Modelk-omega (2 eqn)) & (k-omega modelSST).

3. Water was selected as material from

[Dene]>[Materials]>(Fluent

databasewater-liquid(h2o<l>)) copy then close.

4. Boundary conditions:

(a) Both ship zones were dened as

xed wall. Velocity Inlet

with

(b) Inlet and outlet of both domains were set to zero velocity and

Outow

respectively.

(c) The interface zone of both domains was set as from

Interface.

Then

[Dene]>[Grid Interfaces]

two interfaces were joined to cre-

ate a single interface zone. (d) The other remaining wall was set as (e) In the bulk carrier uid panel,

Wall with specied shear zero.

is set to

Material Name

Water

and

Motion type

was set to

Moving Mesh

and given a x-velocity of and

4ms1 .

The tanker uid was given

Material-water

Motion

type-Stationary.
5. Solve options:

(a)

[Solve]>[Controls]>[Solution] (Set all Under-Relaxation factors

to

0.3

and

Discritization

to

Presto!

for

Pressure

and

Second Orwas

der Upwind
set to

for everything else. ).

Pressure-Velocity Coupling

PISO

(b) Initialize the problem setup by

[Solve]>[Initialize]>[Initialize].

60

(c) Monitor residuals from

[Solve]>[Monitors]>[Residual]>(Plot).

6. Animation setup:

(a)

[Solve]>[Animate]>[Dene] (Animation Sequence-4,

for every

10 Time step and then set separate window for velocity contour and pressure contour with lled and non lled display. Set a destination folder for each of them).

7. Save the case and data le from

[File]>[Write]>[Case and Data].

Also set the autosave option to write the case and data les automatically after specied intervals so that they can be read later to get results. To set autosave go to

[File]>[Write]>[Autosave]>(Autosave
Do not

Case File Frequency: 10;Autosave Data File Frequency: 10).

check Overwrite Existing Files since in sliding mesh the grid moves in each time step, so to get the result we need to read each case and data le separately.

8. Now start iterating from

[Solve]>[Iterate]>(Time: Time Step Size(s)=0.25,

Number of Time Steps=800).

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Chapter 7 Result and Conclusion

This study gave us a clear picture of ow patterns created by a passing ship in harbor region. The velocity and pressure contours at dierent time intervals show the changes occurred during the passage of the ship (see Figure 7.1 to Figure 7.6 ) . This simulation also shows the vortices created by the moving ship. The surge and sway force and yaw moment was calculated assuming prismatic ship shape with depth equal to draft of the tanker (13.36m). This simulation successfully captured the trend of the surge and sway force and yaw moment. But there are some limitations of 2-dimensional study as:

The ship has a ne bow and aft shape which is not taken into care in 2-D model. Because of the prismatic shape the sway force applied on the ship has increased.

Bulk Carrier and Tanker have dierent drafts which are not taken care of.

The shallow water also aects the ow considerably which is not pos-

62

sible to model in 2D.

Figure 7.1: Velocity Contour as the passing ship approaches the moored ship.

Figure 7.2: Velocity Contour as the passing ship overlaps with the moored ship.

63

Figure 7.3: Velocity Contour as the passing ship leaves the moored ship.

Figure 7.4: ship.

Pressure Contour as the passing ship approaches the moored

64

Figure 7.5: Pressure Contour as the passing ship overlaps with the moored ship.

Figure 7.6: Pressure Contour as the passing ship leaves the moored ship.

65

Figure 7.7:

Velocity Filled Contour as the passing ship overlaps with the

moored ship.

7.1

Comparison of results with theoretical values

The results from the simulation were compared with the forces and moments calculated applying potential theory. The trend of the surge (Figure 7.8

),sway ( Figure 7.9 ) and yaw (Figure 7.10 ) was found similar in both cases. Non dimensionalizing factors used are:

X =
66

X
U Sm Lm 2

Y =

Y
U Sm Lm 2

N = Lm
where

N
U Sm Lm 2

X ,Y ,N
respectively,

are non dimensionalized surge and sway force and yaw moment

is the mass density of water, is the velocity of the passing by vessel, is the wetted surface area of the ship and, is the length of the moored ship,

Sm Lm

Since the potential theory does not account for the viscosity, the attraction forces are more in the CFD model. The potential theory gave us

a symmetrical force and moment curve while the CFD simulation gave an asymmetric curve. This is because while in approach phase the water near the moored ship was in still condition, but after the ship passes by the water was disturbed and turbulence was created which is taken into account in CFD model.

67

Figure 7.8: Non-dimensional Surge Force.

Figure 7.9: Non-dimensional Sway Force.

68

Figure 7.10: Non-dimensional Yaw Moment.

7.2

Application of Sliding Mesh Technique in 3D

To apply sliding mesh technique in three dimensional model two separate meshes are generated for the tanker and the bulk carrier. First of all using the oset table a three dimensional model was prepared using 3D modeling software

Solid Works.

Then they are imported into

ANSYS ICEM CFD

10.0 and meshed.

The Tanker and Bulk Carrier mesh are shown below.

69

Figure 7.11: Bulk Carrier Mesh.

Figure 7.12: Tanker Mesh.

70

The two models are read in Number of cells are

Fluent as described in the 2D case.

0.2sec

Total

726210.

Velocity contour after

is shown below.

Figure 7.13: 3D sliding mesh velocity contour.

The sliding mesh technique is very resource consuming process and 3D simulation requires a lot of memory space. Also the size of the domain used in this simulation is not enough to capture the ow pattern of the uid region correctly. Due to unavailability of required computational facility and also due to time constrains the simulation could not be completed.

7.3

Conclusion

This 2D simulation shows the uid patterns created by a passing by vessel and its eect on a nearby moored ship. The forces coming on the moored

71

ship was estimated and compared with theoretical results. It also shows that the sliding mesh technique can be used to simulate a passing ship condition and can be applied to a three dimensional model to get more accurate results.

72

References
[1] Erick T. Huang and Hamn-Ching Chen,  Passing

Ship Eects on Moored

Vessels at Piers.
[2] John Headland and Eric D. Smith,  Oshore Engineers,New York.

Moorings , Moatt & Nichol

[3] Krishnankutty,P., Varyani,K.S.,2005.  Modication

of ship hydrodynamic

interaction forces and moment by underwater ship geometry .Department

of Naval Architecture and Marine Engineering, Universities of Glasgow and Strathclyde, Glasgow , Scotland, UK.

[4] Ragesh. T.R.,  Design

of a 90,000 t dwt double hull crude oil tanker of

,Department of Ship Technology, Cochin Uni-

service speed 14.5 knots 

versity of Science and Technology.

[5] Sorensen.R.M.,  Basic

Coastal Engineering 

73