SQUAT

Squat may be considered as the apparent increase in draught

that results from the reduction in water pressure acting
normal to the hull when the ship is making way.
To understand the cause of squat the following needs to be
considered.
Equation of continuity
Applies to a liquid where flow is steady and streamlined. The
equation of continuity states that:
- if a liquid flows through a pipe of varying cross sectional
area the mass of liquid entering the pipe in any given time
will equal the mass of liquid leaving the pipe in the same
time.
In other words: mass flow through the pipe will remain
constant since mass can neither be created or destroyed.
Mass flow at any point in the pipe is the product of the liquid
density (), the cross sectional area (A) and the liquid velocity
(V).
i.e. Mass flow = AV
where: Mass flow is expressed in Kg/sec;
 is expressed in Kg/m3;
A is expressed in m2;
V is expressed in m/sec.
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Consider the pipe shown:

1 2 3

1A1V1 2A2V2 3A3V3

To satisfy the equation of continuity the value of mass flow at

all points must remain constant.

i.e. Mass flow = 1A1V1 = 2A2V2 = 3A3V3

and since the density of the liquid does not change it follows
that if cross sectional area decreases then velocity must
increase and vice-versa.

Bernoulli’s Theorem
This considers the principle of conservation of energy which
states that:

- when a fluid flows at a steady rate through a pipe it’s total

energy remains constant, since energy cannot be created or
destroyed.

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At any point in a pipe the total energy is a given combination
of:

* Potential Energy - Energy due to height or position;

* Pressure Energy - Energy due to pressure, and;
* Kinetic Energy - Energy due to movement.

If considering fluid flow in a horizontal pipe, potential energy

may be assumed constant and can be ignored. Therefore total
energy can be considered to equal the sum of pressure energy
and kinetic energy.

i.e. Total Energy = Pressure Energy + Kinetic Energy

In considering movement of liquids, it is the mass flow per unit

volume which is of interest, so the conservation of energy
equation is better stated in terms of pressure.

At any point in a pipe, the total pressure is the sum of the static
pressure and dynamic pressure, measured in Pascals (N/m2)

Static Pressure (PS) + Dynamic Pressure (½V2) = Total

Pressure (PT)

To satisfy Bernoulli’s theorem total pressure must remain

constant at all points along the pipe, such that any rise in
dynamic pressure will be accompanied by a reduction in static
pressure and vice-versa. Consider the diagram:
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 STATIC PRESSURE DYNAMIC PRESSURE
(acting normal to flow)
Consideration of the above diagram shows that for a steady
flow of fluid through the restricted section velocity increases as
static pressure decreases and vice-versa.

Thus, according to Bernoulli’s theorem, any rise in velocity

will result in an increase in dynamic pressure and a reduction
in static pressure and vice-versa.

It is the level of static pressure which will govern the amount

a ship will squat, since it is pressure acting normal to the hull
that ‘supports’ the ship in the water.

Consideration of the formula for dynamic pressure:

Dynamic Pressure = ½V2

it can be assumed that squat varies approximately as the square

of the speed i.e. squat  V2

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Ship moving at slow speed
Dynamic pressure low since flow of water along hull slow but
static pressure acting normal to hull relatively high.

Ship moving at full speed

Dynamic pressure high due to fast flow of water along the hull
which causes static pressure acting normal to the hull to be
relatively low. Surrounding water is less able to support the
ship so the ship will squat, resulting in increased draught.

Static pressure normal

to hull reduced

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 FACTORS AFFECTING SQUAT IN DEEP WATER
The main factors that influence the amount of squat and
direction of squat in deep water are:

1. Ship speed
Squat will vary approximately with the square of speed
(consider the formula for dynamic pressure).

2. Block coefficient
Consider two ships each the same length and moving at the
same speed through the water.
1

2
It takes the same amount of time for a water molecule to pass
along the length of both ships (1 to 2). But, distance travelled
by the molecule is greater for the ship with the higher block
coefficient so the flow must be faster along this ship, which
results in a lesser static pressure acting normal to the hull.
Therefore, the larger the CB; the more the ship will squat.

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3. Ships proportional dimensions
In a similar way to CB, the proportion of the ship’s main
dimensions will influence squat such as:
length to depth ratio; length to breadth ratio and breadth to
depth ratio.

4. LCB position
Ships with LCB forward of amidships tend to squat more by
the head and those with LCB aft of amidships more by the
stern.

5. Still water trim

A ship initially on even keel will usually squat more by the
head (trim by the head). A ship heavily trimmed by the stern
will squat more by the stern (trim further by the stern).
It is difficult to generalise about all ships since other factors
may be of influence such as appendages like spectacle frames,
A-brackets etc. which will create turbulence effects.

Other factors might include:

6. Stem/bow type
7. Altering course (which may cause trim to change)
8. Reversing the propeller
9. Turbulence caused by hull roughness
10. List

etc.

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 INCREASED EFFECTS IN SHALLOW WATER
When water depth reduces to about half the draught squat
effect increases significantly causing likelihood of bottom
damage if speed is not checked.

As in the flow of a liquid in a pipe with a constriction, speed of

flow between the seabed and the ship’s hull will increase
markedly resulting in reduced pressures acting normal to the
hull resulting in increased squat effect.

Reduced static pressure

Additional factors to consider in shallow water include:

1. Blockage factor
The effective width of free water in a narrow channel/canal.
This causes reduced static pressures at the hull sides in addition
to those below the hull causing greatest squat effects.

Consider the diagrams:

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 Low static pressure will surround
the hull completely in this situation.
SLOW DOWN!

Low static pressure will occur at the

hull sides, causing squat.
SLOW DOWN!

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2. Effects on stability
Under bottom suction caused by reduced static hull pressures
can cause increased heel due to wind/turning effects or
unexpected heel as shown.
WIND WIND

In this situation the static pressure under the starboard side is

decreased but under the port side is increased causing the ship
to heel further!

Unexpected heel may also occur if shoaling occurs on one side

of the ship near the edge of a channel.

If this happens: SLOW DOWN! Check position!

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3. Type of bottom
In shallow water squat may be increased when passing over
rock or large pebbles. With a ‘soft’ seabed such as fine sand
water flow will extend to ‘within’ the seabed, causing flow to
reduce in speed, thus static pressure may be maintained to some
degree.

But don’t count on it! If in doubt always slow down!

4. Strong tidal currents

It is the speed through the water that must be considered. If a
ship is tied alongside and a strong current is flowing the same
effects will become apparent. This is particularly relevant when
conducting draught surveys during which large inaccuracies in
draught readings may occur if underkeel clearance is limited.

Shallow water will also seriously affect the manoeuvring

characteristics of a ship:
* When underkeel clearance is very small the
directional stability of the ship will be dangerously
increased requiring very large and early rudder
movements to achieve relatively small alterations
of course.
* Stopping distances are greatly increased in still
water.
* Turning circle advance and transfer is increased
but may be unnoticed because rate of turn
(deg/min) may be unchanged.
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