SHIP SQUAT

SHIP SQUAT

When a ship proceeds through water, she pushes water ahead of her. In order not
to leave a 'hole' in the water, this volume of water must return down the sides and
under the bottom of the ship. The streamlines of return flow are speeded up under
the ship. This causes a drop in pressure, resulting in the ship dropping vertically in
the water.

As well as dropping vertically, the ship generally trims for’d or aft. The overall
decrease in the static under keel clearance, for’d or aft, is called Ship Squat. It is
not the difference between the draughts when stationary and the draughts when
the ship is moving ahead.

If the ship moves forward at too great a speed when she is in shallow water, say
where this static even-keel under keel clearance is 1.0 to 1.5 meters, then
grounding due to excessive squat could occur at the Bow or at the Stern.

For full-form ships such as Supertankers or OBO vessels, grounding will occur
generally at the BOW. For fine-form vessels such as Passenger Liners or Container
Ships the grounding will generally occur at the STERN. This is assuming that they
are on even keel when stationary. It must be generally, because in the last two
decades, several ship types have tended to be shorter in LBP and wider in Breadth
Moulded. This has lead to reported groundings due to ship squat at the bilge
strakes at or near to Amidships when slight rolling motions have been present.

Salient points

 Squat is the decrease in under-keel water, that is, the difference between her
under-keel clearances when making way and when stopped over the water.
 It is not the increase in draft as visually read or as shown on draft indicators.
 Bernoulli’s theorem states that in any moving fluid, the sum of the potential
energy, the kinetic energy and the pressure energy is a constant.
 As the water flows aft at greater speed, its kinetic energy increases.
 According to Bernoulli’s theorem, when the kinetic energy of the water
increases, its pressure energy must reduce.
 Since the ship is supported by the pressure energy of the water, as the pressure
energy has reduced, the ship sinks to a longer draft.
 In addition to the bodily sinkage that occurs, the ship also trims by the head or
by the stern.
 With a static even keel trim, full form vessels such as tankers and bulk carries
with Cb more than 0.7 trim by the head.
 Fine form vessels such as passenger ships and containers vessels with Cb less
than 0.7 trim by the stern.

Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (5/14) 1

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 The overall decrease in under –keel clearance due to sinkage and trim is the
squat forward or aft.

The factors that affect the amount of squat

1) The ships speed over the water

 The squat varies approximately directly as the speed over the water in
knots squared.
 Squat occurs even when the ship is moored, if a tide is running.
 Hence squat should be taken into account when conducting draft surveys.
 Also, when loading to a particular draft, squat could result in under
loading if the drafts are read when a tide is running.

2) The block coefficient, Cb

 The squat varies directly as the Cb. The Cb values generally vary from
about 0.85 for very large tankers to about 0.75 for bulkers, about 0.7 for
general cargo vessels to about 0.6 or less for passenger vessels and
container ships.

3) The blockage factor, S

 The blockage factor, S, is the ratio between the immersed cross sectional
are of the vessel and the cross sectional area of the water in the canal.

S = b x Static Draft / B x depth of Water

where
‘b’ is the breadth of the ship and
‘B’ is the width of the canal.
 Even in open waters, this factor is to be considered using the width of
influence ‘B’ in place of the width of the canal B.
 The width of influence ‘B’ in open waters is obtained as
‘B’ = [ 7.7 + 20 (1-Cb)2] b
where ‘b’ is the breadth of the ship.
 The ‘B’ value in open waters varies from about 8 b for large tankers to
about 9.5 b for general cargo vessels to about 12 b for container and
passenger ships.
 In open waters where the depth of water to draft of ship ratio is about
1.2, the value of the blockage factor S will be around 0.1.

4) The static under keel clearance

 The lesser the under-keel clearance, the more is the squat because the
stream lines of return flow aft of the water, past the vessel increases due
to the reduced clearance under the vessel.

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 This increases the kinetic energy and therefore further reduces the
pressure energy of the water.
 Thus as the ratio of depth of water to draft to ship reduces, the squat
increases.

5) The at rest trim of the vessel

 The squat at the bow increases to a greater extant if her at rest trim was
by the head.
 The squat at the stern will increase to a greater extent if her at rest trim
was by the stern. The calculated maximum squat should therefore be
applied to the greater of the two end drafts to obtain the minimum under
keel clearance.

6) Passing another ship in a river or canal

 When the ship is passing or overtaking another vessel in a river or canal,
the squat can increase up to twice the normal value as the combined
blockage factor, S, becomes the sum of the blockage factor of each ship.

7) The squat increases if the ship is close to the bank of a river or canal.

8) Formulae
 From the analysis of many measured squat values on ships and results of
ship model tests some empirical formulae have been developed for
satisfactorily estimating the maximum squat is confined and one waters.
 Obviously the squat is greater in confined waters and lesser in open
waters.
 For a vessel at an even keel static trim when the ratio of the depth of
water to the draft of ship is in the range of 1.1 to 1.4, the maximum
squat in open or confined waters may be predicted fairly accurately by
either of the expressions:-

(i) Maximum squat = Cb x S0.81 x V2.08

20
in the above expressions:
‘S’ is the blockage factor.
‘V’ is the ship’s speed over the water in knots.

 Other approximate formulae are:-

Maximum squat in open waters = Cb x V2
100
Maximum squat in confined waters
Where S is between 0.1 and 0.265 = Cb x V2
50

Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (5/14) 3

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Both the above approximate formulae slightly over estimate the maximum squat
thereby erring on the safer side.

 At this point, a consideration may arise as to the depth of water, which can
be considered shallow.
 This depends on the depth of influence of the ship, which is approximately
5/Cb x draft.
 In depths above the depth of influence the ship may be considered in shallow
waters.
 The depth of influence is more than 5 times the draft, though the ship’s
squat may commence to increase slightly at such depths it is not of much
consequence.
 The increase in squat is significant when the depth to draft ratio is less than
2.
 It is much more pronounced and of consequence when this ratio is less than
1.5
 The best course of action to reduce squat is to reduce the ship’s speed,
because the squat varies directly as the ship’s speed squared.
 Halving the speed will reduce the squat to a quarter.
 However, the fact that manoeuvering which is already sluggish in shallow
waters may deteriorate further should also be considered when reducing the
speed.

Signs that a ship has entered shallow water

 Maximum Ship Squat increases.

 Mean bodily sinkage increases.
 Ship will generally develop extra trim by the bow or the stern.
 Wave-making increases, especially at the forward end of the ship.
 Ship becomes more sluggish to manoeuvre - To quote a pilot, “almost like being
in porridge.”
 Draught indicators on the Bridge or echo-sounders will indicate changes in the
end draughts.
 Propeller rpm indicator will show a decrease. If the ship is in 'open water'
conditions i.e. without breadth restrictions, this decrease may be up to 15% of
the Service rpm in deep water. If the ship is in a confined channel, this decrease
in rpm can be up to 20% of the Service rpm.
 There will be a drop in speed. If the ship is in open water conditions this
decrease may be up to 35%. If the ship is in a confined channel such as a river
or a canal then this decrease can be up to 75%.
 The ship may start to vibrate suddenly. This is because of the entrained water
effects causing the natural hull frequency to become resonant with another
frequency associated with the vessel.

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 Any Rolling, Pitching and Heaving motions will all be reduced as ship moves
from deep water to shallow water conditions. This is because of the cushioning
effects produced by the narrow layer of water under the bottom shell of the
vessel.
 The appearance of mud could suddenly show in the water around the ship’s hull
say in the event of passing over a raised shelf or a submerged wreck.
 Turning Circle Diameter (TCD) increases. TCD in shallow water could increase
100%.
 Stopping distances and stopping times increase, compared to when a vessel is in
deep waters.
 Effectiveness of the rudder helm decreases.
 Width of the wake increases considerably.

Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (5/14) 5

 SHIP SQUAT

FOR CALCULATING SQUAT

 Assume
b = breadth of ship.
B = breadth of river or canal OR width of influence in open waters
H = depth of water.
T = ship's even-keel static draft.
Cb = block co-efficient.
V = ship speed relative to the water or current.

 S = Blockage factor = Cross section Ship = b X T

Cross Section Canal BXH

 If the ship is in open waters then B can be calculated by using below

given formula & is called width of influence.

B = [7.7 + 20 (1-Cb)2] b

 Maximum squat is given by = Cb x S0.81 x V2.08 (in metres)

20

9) Two short cut formulae with some restrictions are also used, they are

A) Applicable only for open water conditions where H/T is within 1.1 to 1.4

 Maximum squat = Cb x V2 in metres

100

B) Applicable only to confined channels where S = 0.1 to 0.265

 Maximum squat = Cb x V2 in metres

50

Note: The first formula is more accurate & preferred than the short cut formulae as
it has no restrictions.

The solved example below sums up both the methods.

Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (5/14) 6

 SHIP SQUAT

Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (5/14) 7

 SHIP SQUAT

Wall or bank effect

7.3.1 Bernoulli’s law and continuity law

In order to understand the effect of a solid bank or wall on the behaviour of moving
ship along it, it is necessary to study pressure distribution around ship's hull and
relevant basic laws governing flow phenomena.

Continuity law: Velocity x cross section = const

V1 x S1 = V2 x S2 = const.
Consequence: if cross section decreases, velocity increases and vice versa
Bernoulli’s law: static pressure + dynamic pressure = const.
Static pressure = atmospheric pressure + head of water
Dynamic pressure = C x velocity squared
Consequence: if velocity increases, dynamic pressure increases and static
pressure and head of water decreases and vice versa.

Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (5/14) 8

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SUCTION FORCE

When the ship is moving close to a solid wall or bank suction force is created
drawing the ship closer to the bank. This is because of reduced cross section,
accelerated flow and reduced pressure in the space between the ship and bank.

Suction force is proportional to the speed of the ship squared and inversely
proportional to the distance from the bank.

Suction forces calculated for example ship are shown below:

SUCTION FORCE (Tanker 148000 Dwt)

Distance a Speed Force
(m) (Kn) (Ton)
50 5 21
10 83
30 5 31.6
10 124.5
5 5 63
10 250

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RESTRICTED WATER EFFECT

Suction force together with bow cushion effect make stern to move closer to the
bank. Rudder is to be used to counter this effect.

Because of the proximity of the bank ship takes a sheer and suction force moves
close to the stern.

Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (5/14) 10

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USING SUCTION FORCE TO THE ADVANTAGE

PASSING THROUGH NARROW PASSAGE

Entering the passage closer to the bank helps turning to starboard as needed. If the
ship is entering closer to the island, suction is in the wrong quarters and opposes
turning to starboard.

Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (5/14) 11

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ENTERING OR LEAVING SHALLOW BANK

When the ship is entering a shallow bank then due to restricted cross-section and
reduced pressure under bow portion of the ship trim to bow may occur and the ship
may hit the bottom with the bow.

When the ship is leaving shallow bank and entering deep-water area, the opposite
may occur and the ship may hit the bottom with the stem.

Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (5/14) 12