MARINE GUIDANCE NOTE

MGN 18 (M)

DANGERS OF INTERACTION
Note to Owners, Masters, Pilots and Tug-Masters

This Note supersedes Merchant Shipping Notice No.930

Summary
This note draws attention to the effects of hydrodynamic interaction on vessel manoeuvrability and
describes some incidents which illustrate the dangers.

Key Points:-

• Understand that sudden sheering may occur when passing another vessel at close range
• Appreciate the need to reduce speed in narrow channels
• Be aware of the dangerous effects on tugs when manoeuvring close to larger vessels
• Be aware that unexpected turning moments may result when stopping in shallow, confined basins
• Appreciate the need to make appropriate allowances for squat
• Note the results of laboratory work

1. Hydrodynamic interaction continues to be a 3. PASSING VESSELS

major contributory factor in marine casualties and When vessels are passing there are two situations:
hazardous incidents. Typical situations involve (i) overtaking and (ii) the head-on encounter.
larger vessels overtaking smaller ones in narrow (i) Overtaking: Interaction is most likely to prove
channels where interaction has caused the vessels dangerous when two vessels are involved in an
to collide and, in one case the capsize of the smaller overtaking manoeuvre. One possible outcome is
vessel with loss of life. that the vessel being overtaken may take a sheer
into the path of the other. Another possibility is
2. Situations in which hydrodynamic interaction that when the vessels are abeam of one another
is involved fall into the following categories:- the bow of each vessel may turn away from the
bow of the other causing the respective sterns to
(a) Vessels which are attempting to pass one swing towards each other. This may also be
another at very close range. This is usually due to accompanied by an overall strong attractive force
their being confined to a narrow channel. between the two vessels due to the reduced
(b) Vessels which are manoeuvring in very close pressure between the underwater portion of the
company for operational reasons, particularly hulls. There are other possibilities, but the effect
of interaction on each vessel during the
when the larger vessel has a small under-keel
overtaking manoeuvre will depend on a number
clearance.
of factors including the size of one vessel relative
(c) Vessels with a small under-keel clearance to the other, the smaller of the two vessels feeling
which stop rapidly, when approaching an the greater effect.
enclosed basin, resulting in unexpected sheering.
Included in this category is the reduced effect of (ii) The head-on encounter: In this situation
accompanying tugs which may sometimes be interaction is less likely to have a dangerous effect
experienced in these circumstances. as generally the bows of the two vessels will tend
to repel each other as they approach. However,

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this can lead indirectly to a critical situation. It disappears. There is thus a strong tendency to
may increase any existing swing and also be develop a sheer towards the vessel, and unless the
complicated by secondary interaction such as helm (which will have been put towards the
bank-rejection from the edge of a channel. vessel to counter the previous effect) is
immediately reversed and engine revolutions
In all cases it is essential to maximise the distance rapidly reduced, the tug may well drive herself
between the two vessels. The watchkeeper on the under the vessel’s bow. A further effect of
larger vessel should bear in mind the effect on interaction arises from the flow around the larger
adjacent smaller vessels and take necessary care vessel acting on the underbody of the smaller
when manoeuvring. vessel causing a consequent decrease in effective
4. INTERACTION IN NARROW CHANNELS stability, and thus increasing the likelihood of
When vessels intend to pass in a narrow channel, capsize if the vessels come into contact with each
whether on the same or opposing courses, it is other. Since it has been found that the strength of
important that the passing be carried out at a low hydrodynamic interaction varies approximately
speed. The speed should be sufficient to maintain as the square of the speed, this type of manoeuvre
control adequately but below maximum for the should always be carried out at very slow speed.
depth of water so that in an emergency extra If vessels of dissimilar size are to work in close
power is available to aid the rudder if necessary. company at any higher speeds then it is essential
If a reduction in speed is required it should be that the smaller one keeps clear of the hazardous
made in good time before the effects of interaction area off the other’s bow.
are felt. A low speed will lessen the increase in
6. STOPPING IN SHALLOW BASINS
draught due to squat as well as the sinkage and
A vessel in very shallow water drags a volume of
change of trim caused by interaction itself.
water astern which can be as much as 40% of the
Depending upon the dimensions of both the
displacement. When the vessel stops this
vessel and the channel, speed may have to be
entrained water continues moving and when it
restricted. When vessels are approaching each
reaches the vessel’s stern it can produce a strong
other at this limiting speed interaction effects will
and unexpected turning moment, causing the
be magnified, therefore a further reduction in
vessel to begin to sheer unexpectedly. In such
speed may be necessary. Those in charge of the
circumstances accompanying tugs towing on a
handling of small vessels should appreciate that
short line may sometimes prove to be ineffective.
more action may be required on their part when
The reason for this is that the tug’s thrust is
passing large vessels which may be severely
reduced or even cancelled by the proximity of the
limited in the action they can take in a narrow
vessel’s hull and small underkeel clearance. This
channel. Regardless of the relative size of the
causes the tug’s wash to be laterally deflected
vessels involved, an overtaking vessel should
reducing or even nullifying the thrust. The
only commence an overtaking manoeuvre after
resultant force on the hull caused by the
the vessel to be overtaken has agreed to the
hydrodynamic action of the deflected flow may
manoeuvre.
also act opposite to the desired direction.
5. MANOEUVRING AT CLOSE QUARTERS
7. EFFECT ON THE RUDDER
When vessels are manoeuvring at close quarters
It should be noted that in dealing with an
for operational reasons, the greatest potential
interaction situation the control of the vessel
danger exists when there is a large difference in
depends on the rudder which in turn depends on
size between the two vessels and is most
the flow of water round it. The effectiveness of the
commonly experienced when a vessel is being
rudder is therefore reduced if the engine is
attended by a tug. A dangerous situation is most
stopped, and putting the engine astern when a
likely when the tug, having been manoeuvring
vessel is moving ahead can render the rudder
alongside the vessel, moves ahead to the bow to
ineffective at a critical time. In many cases a
pass or take a tow-line. Due to changes in drag
momentary increase of propeller revolutions
effect, especially in shallow water, the tug has
when going ahead can materially improve
first to exert appreciably more ahead power than
control.
she would use in open water to maintain the same
speed and this effect is strongest when she is off 8. GENERAL
the shoulder. At that point hydrodynamic forces Situations involving hydrodynamic interaction
also tend to deflect the tug’s bow away from the between vessels vary. In dealing with a particular
vessel and attract her stern; but as she draws situation it should be appreciated that when a
ahead the reverse occurs, the stern being strongly vessel is moving through the water there is a
repulsed, and the increased drag largely positive pressure field created at the bow, a
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smaller positive pressure field at the stern and a shortly afterwards rolled over and capsized,
negative pressure field amidships. The effects of possibly also affected by the large stern wave
these pressure fields can be significantly increased carried by the larger vessel into which the smaller
where the flow of water round the vessel is one entered, beam on, as she dropped back.
influenced by the boundaries of a narrow or
shallow channel and by sudden local constrictions 2. MANOEUVRING WITH TUGS
(e.g. shoals), by the presence of another vessel or The second category is illustrated by a casualty
by an increase in vessel speed. An awareness of involving a 1,600 GT cargo vessel in ballast and a
the nature of the pressure fields round a vessel harbour tug which was to assist her to berth. The
moving through the water and an appreciation of mean draughts of the vessel and the tug were 3
the effect of speed and the importance of rudder and 2 metres respectively. The tug was instructed
action should enable a vessel handler to foresee to make fast on the starboard bow as the vessel
the possibility of an interaction situation arising was proceeding inwards, and to do this she first
and to be in a better position to deal with it when paralleled her course and then gradually drew
it does arise. During passage planning depth ahead so that her towing deck was about 6 metres
contours and channel dimensions should be off, abeam of the vessel’s forecastle. The speed of
examined to identify areas where interaction may the two vessels was about 4 knots through the
be experienced. water, the vessel manoeuvring at slow speed and
the tug, in order to counteract drag, at 3/4 speed.
9. SQUAT As the tow line was being passed the tug took a
Squat is a serious problem for vessels which have sheer to port and before this could be countered
to operate with small under-keel clearances, the two vessels touched, the vessel’s stern striking
particularly when in a shallow channel confined the tug’s port quarter. The impact was no more
by sandbanks or by the sides of a canal or river. than a bump but even so the tug took an
The “Mariners’ Handbook” (NP 100) contains immediate starboard list, and within seconds
further information on squat. The Admiralty capsized. One man was drowned.
Sailing Directions also give specific advice for
squat allowances for deep draught vessels in 3. STOPPING IN A SHALLOW BASIN
critical areas of the Dover Strait. In the third category a VLCC was nearing an oil
berth in an enclosed basin which was approached
EXAMPLES OF ACCIDENTS CAUSED BY by a narrow channel. The VLCC stopped dead in
HYDRODYNAMIC EFFECTS the water off the berth while tugs made fast fore
and aft. An appreciable time after stopping the
1. OVERTAKING IN A NARROW CHANNEL
VLCC began to turn to starboard without making
This casualty concerns a fully loaded coaster of
any headway. The efforts of the tugs to prevent
500 GT which was being overtaken by a larger
the swing proved fruitless and the starboard bow
cargo vessel of about 13,500 GT. The channel in
of the tanker struck the oil berth, totally
the area where the casualty occurred was about
demolishing it.
150 metres wide and the lateral distance between
the two vessels as the overtaking manoeuvre RESULTS OF LABORATORY WORK
commenced was about 30 metres. The speeds of
the two vessels were initially about 8 and 11 knots 1. Extensive laboratory work has been carried out
respectively. When the stem of the larger vessel on the combined effects of hydrodynamic
was level with the stern of the smaller vessel the interaction and shallow water (i.e. depth of water
speed of the latter vessel was reduced. When the less than about twice the draught) and the
bow of the smaller vessel was level with the following conclusions, which have been borne out
midlength point of the larger vessel the bow by practical experience, are among those reached:
started to swing towards the larger vessel. The
helm of the smaller vessel was put hard to (a) The effects of interaction (and also of bank
starboard and speed further reduced. The rate of suction and rejection) are amplified in shallow
swing to port decreased and the engine was then water.
put to full ahead but a few seconds later the port
side of the smaller vessel, in way of the break of (b) The effectiveness of the rudder is reduced in
the foc’sle head, made contact with the starboard shallow water, and depends very much on
side of the larger vessel. The angle of impact was adequate propeller speed when going ahead. The
about 25° and the smaller vessel remained at minimum revolutions needed to maintain
about this angle to the larger vessel as she first steerage way may therefore be higher than are
heeled to an angle of about 20° to starboard and required in deep water.

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(c) However, relatively high speeds in very characteristics as the depth of water under the
shallow water must be avoided due to the danger keel changes. In particular, when the under-keel
of grounding because of squat. An increase in clearance is very small a marked loss of turning
draught of well over 10% has been observed at ability is likely.
speeds of about 10 knots, but when speed is
reduced squat rapidly diminishes. It has also been (f) A large vessel with small under-keel clearance
found that additional squat due to interaction can which stops in an enclosed basin can experience
occur when two vessels are passing each other. strong turning forces caused by the mass of
entrained water following it up the approach
(d) The transverse thrust of the propeller changes channel.
in strength and may even act in the reverse sense
to the normal in shallow water. (g) The towing power of a tug can be reduced or
(e) Vessels may therefore experience quite even cancelled when assisting a larger vessel with
marked changes in their manoeuvring small under-keel clearance on a short towline.

MSAS(A)
Navigation & Communications
Marine Safety Agency
Spring Place
105 Commercial Road
SOUTHAMPTON
SO15 1EG

Tel 01703 329138

Fax 01703 329204

February 1998

MNA 53/43/001
An executive agency of the Department of the
© Crown Copyright 1998
Enviroment, Transport and the Regions