INTERACTION

Interaction

Behaviour of ships in close proximity of another ship or obstruction is called

interaction. It happens due to hydrodynamics based on Bernoulli’s theorem.

Interaction takes place between one ship and another body due to complex
distribution of dynamic pressure acting on the ship’s hull.

When the pressure fields around the hull change in any way due to the
presence of another vessel or transverse/vertical obstruction an imbalance of
pressure results in net forces (interactive forces).

Bank Effect

The problem in its most simplistic form is the boundary layer of water that
surrounds a ship when it is making headway. Forward of the pivot point a
positive pressure area builds up whilst aft of the pivot point the flow of water
down the ship's side, creates a low pressure area, figure 1. This area extends
out from the ship and in deep open water clear of other traffic is not a problem.

Figure 1 Pressure distribution with headway (simplified) Interaction

If, however, the ship commences to close a vertical obstruction, such as a shoal
or canal bank, the area experiences some degree of restriction and the ship will
be influenced by the resultant forces which build up. It is often thought that the
positive pressure at the bow is the main problem, probably because of the
tendency to relate most channel work to the bow and heading. Looking at figure
2 it can be seen that whilst pressure at the bow is important it is only working
on a short turning lever forward of the pivot point. The low pressure or suction
area is, on the other hand, working well aft of the pivot point and consequently
is a very strong force.

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Figure 2 Bank effect

As a result of the two forces which have developed, the stern of the ship is likely
to be sucked into the bank. It can be very difficult to break out of its hold, the
ship requiring constant corrective rudder and power, sometimes hard over, in
order to control heading. Excessive speed, yet again, is a crucial factor in
creating a 'Bank Effect' problem, because the magnitude of the forces varies
with the square of the ship's speed or water flow.

Squat

So far we have only considered a vertical obstruction in the vicinity of the ship.
Should it also be running in shallow water, depth less than twice the draft, an
additional obstruction exists which can seriously compound the problem. In
figure 3 the ship is running on even keel with a small under keel clearance and,
therefore, water which would normally pass under the ship is now severely
restricted.

Normal steering lever

Figure 3 Shallow water

This results in two things, firstly the build of water ahead of the ship,
longitudinal resistance pushes, the pivot point back from P to PP and the
steering lever is reduced. Secondly the water being forced under the bow, at a
higher speed than normal, creates a low pressure and loss of buoyancy. The ship
will now 'Squat by the Bow' which in turn makes the problem even worse.
Several cases have been reported of large ships running in shallow water and
experiencing bow sinkage of up to 2 metres!

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Figure 4 The effect of squat (water pressure)

In addition to the possibility of grounding forward there also exists the possibility
of losing control and sheering violently out of a channel. If the helmsman allows
a small swing to develop, longitudinal resistance ahead of the ship will be
brought round onto the exposed bow, (as in figure 5) which in turn will
encourage a violent swing in the same direction as the helm. Counter helm to
correct the swing may be sluggish because as we have seen, the steering lever
is reduced. Once the ship does respond, it may now sheer violently the other
way. A chain reaction then sets in, with the ship sheering badly from one side to
the other and failing to respond correctly to the helm. The effect can be
extremely rapid, with the ship out of the channel and aground in just a few
minutes. Excessive speed is the main contributing factor under such
circumstance; reduced speeds are essential to avoid such violent forces building
up.

Figure 5 The effect of squat (helm response)

Trim is also important and in some districts the pilotage authority may refuse to
handle certain ships if they are trimmed by the head and may even request a
small trim by the stern. The latter does, in any case, improve the steering lever
and therefore the handling of a ship, it may also be intended as an allowance for
squat by the bow and very much a decision based upon local knowledge and
experience.

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Shallow Water

It would be wrong to imply that bank effect is only experienced within the
domain of canals and rivers with steep sided banks, as illustrated in figure 6. To
a ship running in shallow water, with adjacent but gently shelving mud or sand
banks, such as low lying estuarial areas, figure 7, the effect can be far more
dangerous and violent.

There are many cases, in the archives of casualty investigation, where

groundings and collisions have occurred in such areas, due to drastic loss of
control, whilst the ship was under the combined influence of shallow water and
bank effect.

One noticeable feature in some of these casualties, is the tendency of the

Master to immediately reduce revolutions, or even stop the engine, when faced
with the ship sheering the wrong way and apparently failing to respond to
progressively larger angles of helm. Whilst this is of paramount importance, if it
is evident that grounding or collision is imminent, in other circumstances it is
suicide. Hard over rudder and a healthy 'kick ahead' are essential to regaining
control.

These are of course generalities and every event is dictated by a set of

unique circumstances.

It is clear that many ships work daily in shallow water without any problems
what so ever, just occasionally however, all the ingredients, shallow water, bank
effect, excessive speed, poor trim, come together and combine in an insidious
manner to create another casualty.

Ship to Ship Interaction

It is clear thus far that a great deal of caution needs to be shown when
operating in narrow and shallow waters. It almost goes without saying, that
extreme care is needed if it is now intended to bring another ship into the same
situation by getting involved in an overtaking or passing situation as well.

Figure 6 Bank configuration - steep sided

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Figure 7 Bank configuration - shallow shelving

Passing

In the interests of both simplicity and clarity the sequence of events during a
'meeting end on' manoeuvre are contained in figures 8, 9 and 10.

1. Maintaining a centre of channel approach

position Both ship’s bows may be pushed
Figure 8 Passing - Phase 1
apart.

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Figure 9 Passing - Phase 2

Figure 10 Passing - Phase 3

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The overtaking operation is shown in figures 11, 12 and 13.

Figure 11 Overtaking - Phase 1 Figure 12 Overtaking - Phase 2

Figure 13 Overtaking - Phase 3

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The following general points should be noted.

a) Prior to the manoeuvre, each ship remains in the centre of the channel for a
long as possible. Failure to do so, could expose either ship to bank effect,
leading to a sheer across the path of the oncoming ship or grounding.

b) Speed should be low to reduce the interactive forces. There is then, plenty of
reserve power for corrective 'kicks ahead'.

c) If the ships pass from deep to shallow water, at any time during the
manoeuvre, the forces will increase drastically and extreme caution should be
exercised.

d) The smaller of two ships and tugs, are likely to be the most seriously
affected. Large ships should be aware of this and adjust their speed
accordingly.

e) Figures 8 to 13 illustrate the anticipated sheers that may develop throughout

each manoeuvre and the maximum corrective helm that may be required, in
this case 35°.

f) The engines should be brought to dead slow ahead for the manoeuvre,
particularly turbine or fixed pitch propeller ships,so that power is instantly
available to control the ship with 'kicks ahead'.

g) On completion of the manoeuvre each ship should regain the centre of the
channel as quickly as possible to avoid any furtherance of bank effect.

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