SOUAT & INTERACTION

Capt. Mohsen Al-Qasrawi

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 Introduction

• A ship's directional stability and manoeuvrability change considerably as a

function of the available UKC. Especially in natural waterways (rivers,
estuaries) where the water extent may vary significantly, both over the
channel and over the tidal cycle, a ship's manoeuvring characteristics may be
subjected to essential changes transit through the canal.
• The UKC is the responsibility of the Master who must ensure that the vessel
remains afloat at all times.
• It is essential that prior starting a voyage masters aware that their vessels
have adequate under keel clearance during all stages of the voyage.

Capt. Mohsen Al-Qasrawi

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 Bernoulli’s principle

• According to Bernoulli’s principle, there is relation between the pressure and

velocity at different part of moving in compressible fluid. To express this principle
in its simplest form, we can state that:-
• “At points in a moving fluid where the velocity is high, the pressure is low and
where the velocity is low, the pressure is high.
Capt. Mohsen Al-Qasrawi
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 Definition
• Shallow Water: Is defined when the depth of water is less than
twice the draught of the vessel.
• Confined Water: Is defended as any area where the available width
of water is less than ten times the beam of the vessel.
• Open Water: It is the area, which is not confined or shallow water
is to be consider as an open water.
• Squat: Is the bodily sinkage of a ship in the water when under way
and making way, squat is most noticeable in shallow water. Its value
will very proportionally to the square of the speed of the vessel.

Capt. Mohsen Al-Qasrawi

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 Why and how does squat effect take place ?
• The ships float in water because of one simple reason. There is no net force acting on the ship.
Now it is not that there are no forces acting on the ship. But all these forces are equal and
opposite in nature.
• Two of these forces that act in opposite directions are gravitation force and buoyancy. Force of
gravity like to sink the ship and force of buoyancy likes to make it float. Force of gravity
continue to sink the vessel until force of buoyancy becomes equal to force of gravity.
• Even when we add a weight (cargo) on a floating ship, the gravitation force increases. This will
cause the ship to sink up to a point when force of buoyancy (that increases as per
the Archimedes principle) becomes equal to the gravitation force.

Capt. Mohsen Al-Qasrawi

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 What is 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.

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• When navigating in channels or areas with restricted depth, the effect of
increased draught due to squat must be taken into account.
• It must be borne in mind that this effect will increase with speed and is
greater when the channel is also restricted in breadth.
• The handling characteristics of the vessel may appreciably deteriorate when
navigating in shallow water, in narrow channels or when navigating in close
proximity to other vessels.
• Squat can occur with a moored vessel, in an ebb tide, alongside a jetty. Tide
speed along the stationary vessel produces components of bodily sinkage and
trimming effects.
• The two combined give ship squat for a stationary vessel. This should be
considered when calculating UKC alongside. Particular allowance should also
be given to the effects of sea and swell when the vessel is engaged in
operations at an offshore mooring such as a SBM.

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1. The most critical effect is when the depth of water is less than
twice the draught of the vessel.
2. The position of longitudinal center of buoyancy (LCB) determines
the trimming effect and has a direct relation to the squat value.
3. The value of the squat is influenced by the square of the speed of
the vessel (speed2).
4. The greater the speed, the greater the squat value.
5. The type of bow influences the wave making and consequently
also the pressure distribution of the under water volume.
6. Vessel with a large block coefficient (Cb) are more inclined to the
effects from squat.
7. Vessels trimmed by the bow are more influenced by squat than
vessels trimmed by the stern.
Capt. Mohsen Al-Qasrawi
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 How can squat be evidenced
1. Wave making increases, especially at the forward end of the ship.
2. Ship becomes more sluggish to maneuver.
3. Draught indicators on the bridge or echo-sounders will indicate changes in
the end draughts.
4. 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.
5. 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%.
6. The ship may start to vibrate suddenly.
Capt. Mohsen Al-Qasrawi
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7. Any rolling, pitching and heaving motions will all be reduced as
the 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.
8. 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.
9. Turning circle diameter (TCD) increases. TCD in shallow water
could increase 100 %.
10.Stopping distances and stopping times increase, compared to
when a vessel is in deep waters.
11.Effectiveness of the rudder decreases.
The first and the main thing to do is: REDUSE SPEED.
Capt. Mohsen Al-Qasrawi
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 Inequalities of sea bottom
• Similarly inequalities of the bottom
can cause these force to come into
play despite the fact that the ship is
equidistant from both bank. If the
channel is deeper on one side than
on the other, if the bank is steeper
on one side, or if the vessel passes
over shoal suction and cushion will
appear suddenly due to the river
bed restricting the flow of water.
This is similar to smelling the
ground, and dangerous sheers may
suddenly be taken.
Capt. Mohsen Al-Qasrawi
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 Vessel in narrow waters such as River or canals

1. When the vessel doesn’t keep to the middle of the fairway, on the side
closest to the shore, a reduction of water level will occur and the velocity of
the water flow will increase and its pressure decrease.
2. Due to the difference in water level and consequently the difference in
pressure, the vessel will be pushed towards the closest shore.
3. In the figure above the dotted line shows the vessel in a floating position
when at rest ( not moving).
4. As the vessel approaches the side of the fairway the suction becomes
greater.
5. Reducing the speed will, here too, avoid the vessel from running into
the shore.
Capt. Mohsen Al-Qasrawi
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• Ship-ship interaction varies:
➢The faster the ship moves, the worse interaction becomes.
➢The greater the side separation between ships, the better.
➢The smaller the under keel clearance, the bigger the effect.

Capt. Mohsen Al-Qasrawi

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 Interaction
• Interaction can and dose exist in many different situations and disregard of it
has caused many accidents.
• Interaction is more liable to occur:
➢ When a vessel enters shallow waters.
➢ In narrow waters such as canals and rivers.
➢ In close proximity of land or shoals.
➢ In vessels meeting end-on passing too close.
➢ In a vessel overtaking anther vessel too close.
➢ In vessel negotiating a band in a canal or fairway.

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1. Interaction on a single vessel:
• The streamline passing near the body of the vessel are being diverted into
slightly curved paths.
• It can thus be seen that the paths of the water are longer near the body and
therefore their speed increased and their pressure decreased creating a
suction along the body of the vessel.

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2. Interaction with two vessels:
• Amidships, between both vessel, the streamlines are crowded together.
• The velocity of the water is thus increased and the pressure decreased, MORE
than on the outer parts of the vessel.
• Between both vessels a zone of reduced pressure is created and consequently
an attraction or suction between them.

Capt. Mohsen Al-Qasrawi

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 THE EFFECT OF TUGS
1. As the tug approaches the larger
vessel to collect the towline, its bow is
repelled by the shoulder of the larger
vessel.
2. Counter helm is applied to correct
the outward motion of the tug.
3. As the tug moves ahead under the
bow of the larger vessel, it
experiences an attraction to the larger
vessel accentuated by the tug carrying
the counter helm.
4. Unless immediate action is taken by
the helmsman on the tug, the two
vessels could collide, with the tug
passing in front and under the larger
vessel’s bow.
Capt. Mohsen Al-Qasrawi
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 Interaction
When two vessels are moving at high speed on opposite courses and passing close to
each other, the pressure builds up at the bow section between the two vessels; this
causes them to swing off course and their sterns to come close together, with the
possibility of collision.
A similar interaction occurs when two vessels are moving in the same direction; the
bows of the two vessels will swing away in opposite direction.

Capt. Mohsen Al-Qasrawi

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 Vessel meeting “End-On” passing too close
• Two vessel meeting “end-on” and passing very close, will In positions
A and A’ both have the water flow running faster on their starboard
side with a reduced water pressure. They will both have a reduction
of the water level on their starboard side, with a tendency to be pushed
towards the shore. As the distance between both vessel gets narrows,
the currents between them will increase in speed and their pressure will
decrease but both currents which run in an opposite direction between
them will compensate each other.
In that position ( both vessel aboard) both vessel will normally be pushed
away from each other.
Conclusion.
Two vessel meeting end-on may pass each other quite close with no risk
to collide Furthermore they will run clear from each other in a very
short time.

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• The interaction is more dangerous when a large vessel is overtaking a smaller vessel.
• The water pressure builds up at the bow of the large vessel, pushing the stern of the small
vessel away and causing the small vessel to swing across the path or towards the side of
the large vessel.
• This interaction also affects a vessel moving near a shoal, the ship will tend to swing away
from the shoal.

Capt. Mohsen Al-Qasrawi

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Capt. Mohsen Al-Qasrawi
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 How to control the ship in narrow channel to avoid sheering
▪ Steer the ship at deepest point (actual center) of the channel.
▪ The sheer should be corrected immediately (Rudder and Engine).
▪ Use the anchor of the side towards the vessel sheering & hold at short stay ( 1-2 shackles
on the water).
▪ Keep the maximum maneuvering room.
▪ Minimum steering speed.

To avoid the side effect between two ships

Distance = L1 + L2 Where : L1 = first ship L2 = second ship

2
OR.
• The Minimum distance between two parallel ship’s most be at least half of the length of the
longer ship.
Capt. Mohsen Al-Qasrawi
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 Vessel overtaking one another too close

• As both vessel come aboard of one anther, strong

currents will develop between them, which will make
overtaking a real hazard.
• In position (i) both vessel tend to have their bows to
deflect inward as a result of both vessel being attracted
to the shore.

Position (i)
Capt. Mohsen Al-Qasrawi
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 Vessel overtaking one another too close
• In positions (II), when both vessel are aboard of
one anther, strong current will develop between
them, and both vessel will experience a serious
decrease of the water level between them.
The currents between the two vessel run in the same
direction ( and sense) with an important increase in
speed and a decrease in pressure.
• Both vessels will be attracted to each other.
The smaller vessel will be more influenced then the
larger one with a real chance of running into her
starboard shore.
Capt. Mohsen Al-Qasrawi
Position (II) 24
 Vessel overtaking one anther to close (III)
• In position III, vessel B is sufficiently clear from vessel A. Vessel A being
rather close to her starboard shore will still experience an attraction from her
stern which she should correct by the proper helm action. Vessel B will also
experience a slight increase in speed.
• The main rule here is to engage in clear conversation by VHF with the vessel
being overtaken and to agree on the best procedure the overtaking should be
negotiated. The overtaking vessel must also make the
proper sound signal as prescribed in rule 34 © of the
colregs or as prescribed in the local regulations.
If no proper action is taken both vessels will be sucked to
each other and the overtaken vessel will as we already
saw, be sucked be the stern and run aground in de shoulder
on her starboard side.
Capt. Mohsen Al-Qasrawi
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Capt. Mohsen Al-Qasrawi
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Capt. Mohsen Al-Qasrawi
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 The movement effect the moored ship
▪ Heave: Is the line vertical (up/down) motion, excessive downward heave can
swamp a ship.
▪ Sway ( roll ): Is the linear lateral (side-to-side or port-starboard) motion. This
motion is generated directly either by the water and wind currents exerting
forces against the hull or by the ship's own propulsion; or indirectly by the
inertia of the ship while turning. This movement can be compared to the
vessel's drift from its course.
▪ Surge: Is the linear longitudinal (front/back or bow/stern) motion imparted
by maritime conditions.
▪ Yawing ‫االنحراف‬
▪ Swaying ‫التارجح‬
▪ Surging ‫االرتفاع‬

Capt. Mohsen Al-Qasrawi

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 THE EFFECT OF PASSING A MOORED SHIP
• Such a vessel will surge considerably, to and from
in the wash of a passing ship.
• The speed of the latter must therefore be reduced
whenever a vessel is to be passed close by at, say a
river berth.
• The surging is due to the cushioning and suction
effects existing at a travelling ship's bow and stern.
• There is also the fore-and-aft flow of water down
her side to be considered. shows the movements to
which a moored ship will be subject.
• Due to the speed of the travelling ship, the moored
vessel cannot be considered a fixed object in that it
will repel or attract the former's bow and stern.

Capt. Mohsen Al-Qasrawi

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• On the contrary, the moored vessel is
regarded as a floating object which is
subjected to these sheering forces.
• Strictly speaking, ship A should have her
lines tended during the passage of B, and
the latter should proceed as slowly as
possible in order to keep her wave-making
to a minimum.
• Ship 'B' must also be kept well clear of the
other bank so that she does not take a
colliding sheer into' A’.
• The forces acting here are known as
interaction and can be very dangerous in
close-quarters situations when ships are
overtaking, passing , steaming abreast or
picking up a tug at speed.
Capt. Mohsen Al-Qasrawi
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 Bow Cushion and Bank Suction
• In a restricted channel, when the vessel is sailing close to a solid wall or bank
or shore line. The bow is pushed away from the bank, an effect known as bow
cushion, and the vessel is bodily attracted toward the bank, an effect known
as bank suction. The bow cushion results from high pressure buildup
between the bank and the bow of the ship, and the bank suction is caused by
loss of pressure and increased velocity of water in the restricted space
between the vessel and the bank.

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Capt. Mohsen Al-Qasrawi
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 Cushion Effect
• When a vessel enters shallow water, she experiences a restricted flow of
water under the keel, which causes an apparent increase in the velocity of
water around the vessel relative to the ship’s speed. Consequently, an increase
in the frictional resistance from the ship’s hull will result.
• If the increase in the velocity of water is considered in relation to the pressure
under the hull form, a reduction of pressure will be experienced, causing the
ship to settle deeper in the water. The increase in the frictional resistance of
the vessel, together with the reduction of pressure, may result in the ship
‘smelling the bottom’. A cushion effect may be experienced, causing an initial
attraction towards shallow water, followed by a more distinct ‘sheer’ away to
deeper water.

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 Vessel in close proximity to land or a shoal
• A vessel navigating close to the shore or a sandbank or shoal, will also be influenced by a
difference in water pressure on the side closest to the shallow.
• On this side, the vessel will also undergo a suction.
• As the turning point of the a vessel moving ahead lays
about 1/4 for the bow, the stern of the vessel will be
attracted to the shoal. If nothing is done to counter
this suction, the vessel will sheer and there is a great
chance that she will run a ground on the other side of
the channel, unless the necessary measures are taken
in time:-
- Reduce the speed.
- Put the rudder on the opposite side from the sheer.
Capt. Mohsen Al-Qasrawi
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 The Effect of Bends
• The use of bank cushion and suction in navigating bends has already
been mentioned.
• For reasons which we are about to discuss, it is better, where
possible, to avoid passing other vessels within a very narrow bend.
Both are subjected to sheering.
• In narrow, waters the strength of stream varies greatly, and the
vessel may well become out of control if her ends are subjected to
opposing or differing currents.
• The water usually runs fastest in the middle of a straight run and in
the concave bank of a bend.
• Off the convex bank, known as the point, slack water or even reverse
currents may be found. A vessel is shown rounding a bend to port
against the stream.
• As she leaves the straight reach and enters the bend the current is
flowing along her side aft, but on to her port bow forward. This,
unless bold correcting helm is used, will cause her to take a sheer to
starboard. When heading against the stream it is advisable to keep
within the bend and as far away from the point as possible. Bank
cushion will then assist in correcting the sheer, if any.
Capt. Mohsen Al-Qasrawi
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• This, unless bold correcting helm is used, will cause her to
take a sheer to starboard.
• When heading against the stream it is advisable to keep
within the bend and as far away from the point as
possible.
• Bank cushion will then assist in correcting the sheer, if
any.
• A vessel is also shown rounding a bend to port with the
stream astern of her.
• As she changes her course, the stream aft catches her port
quarter, causing her to sheer to port.
• When heading downstream it is advisable to keep close to
the point, so that bank sheering forces assist in
preventing a sheer.
• The most dangerous situation arises when a vessel is
heading downstream and executing a bend to starboard.
• The current catches her starboard quarter as she turns,
sheering her to starboard. If now the engines are reversed
(because the ship is perhaps out of control) the swing to
starboard is aggravated and the ship will come athwart
the stream.
Capt. Mohsen Al-Qasrawi
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1. What are the factors that affects Squat ?
The main factor is ship speed Vκ. Squat varies approximately with the
speed squared. In other words, we can take as an example that if we halve
the speed we quarter the squat.
2. Block coefficient Cb Squat varies directly with Cb.
3. blockage factor ‘S’.
4. The presence of another ship in a narrow river will also affect squat, so
much so, that squats can double in value as they pass/cross the other
vessel.
5. Type of bow. This influences the bow wave produced and the distribution of
pressure.
6. Position of the longitudinal center of buoyancy (LCB):
➢ If the LCB is aft of midship, 'squat' by the stern should be expected.
➢ If the LCB is forward of midship, 'squat' by the head should be expected.
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 Block coefficient of a ship
• Block coefficient is the ratio of vessel’s underwater volume (Displacement) to
the volume of a box that this could fit in.
• Again it all depends upon how much water a moving ship pushes forward.
• Which ship will push more water while moving. A box shaped vessel or a
vessel like this in the picture below.
• A box shaped vessel will push
more water and hence will have
more squat compared to the ship
in the photo above provided all
other conditions are same.
• So more the block coefficient of
the vessel, more will be the squat.
Capt. Mohsen Al-Qasrawi
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• Block coefficient (Cb) is the volume (V) divided by the (LWL X BWL XT ).
• Cb = V/ ( LWL * B * T ) .
Where:
• LWL = Length at the waterline from forward most
point of the waterline measured in profile to
the stern most point of waterline.
• BWL = Maximum beam at the waterline.
• (T) or (d)= Draft in the vertical distance from the
bottom of the keel to the waterline.
• If you draw a box around the submerged part of the ship, it is the ratio of the box
volume occupied by the ship.
• It give a sense of how much of the block defined by the LWL,(B),(T) is fitted by the
hull.
• Full forms such as oil tankers will have a high Cb where fine shapes such as
sailboats will have a low Cb.
Capt. Mohsen Al-Qasrawi
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 Squat effect: Trimming of the vessel

➢ If the ship is even keel when stationary:

1. Trim by head if block coefficient is more than 0.70.
2. Trim by astern if block coefficient is less than 0.70.
3. Squat bodily if block coefficient is equal to 0.70.
➢ If the ship is trimmed when stationary:
1. If the static trim is by head, the trimming effect due to squat will also be by
head.
2. If the static trim is by stern, the trimming effect due to squat will also be by
stern.

Capt. Mohsen Al-Qasrawi

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 Blockage factor of the canal and narrow channel

• Blockage factor of the canal and narrow channel Canals and narrow channels
creates a different scenario.
• In a canal, Apart from having shallow water beneath, even the sideways water
flow is restricted. This creates additional low pressure which affects the
squat.
• But how do we know if the blockage factor exists or not.
• Blockage factor is a ratio of ship’s immersed cross
section to the cross section of water within the canal.
• We can calculate the blockage factor by this formula:
• Blockage factor = b x h
BxH
Capt. Mohsen Al-Qasrawi
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 Squat calculation
b = breadth of ship.
B = breadth of river or canal.
H = depth of water.
T = ship’s even-keel static draft.
Cb = block co-efficient.
Vk = ship speed relative to the water or current.
S = blockage factor.

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 Method one
• If ship is in open water conditions:
then the formula for B becomes.
• B = {7.7 + 20 (1 – Cb)2} X b , known as the ‘width of influence’

• Blockage factor S = b * T
B*H
• Maximum squat (m) = Cb * S0.81 * Vk 2.08
20
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 Method two

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• A supertanker operating in open water conditions is proceeding at a speed of 11 knots.
Her Cb = 0.830, static even-keel draft = 13.5 m with a static under keel clearance of 2.5 m.
Her breadth molded is 55 m with LBP of 320 m.
• Calculate the maximum squat for this vessel at the given speed via two methods, and her
remaining UKC(under keel clearance) at Vk of 11 kts.
• B = {7.7 + 20 (1 – Cb)2} X b
• B = {7.7 + 20 (1 - Cb)2} X b
• B = {7.7 + 20 (1 - 0.830)2} X 55
• B = 455m
• S = b* T = 55 X 13.5 = 0.102
B*H 455 X (13.5 + 2.5 )

• Method 1
• Maximum squat (m) = Cb * S0.81 * Vk 2.08
20
• Maximum squat (m) = 0.830 * 0.157 * 146.59 = 0.95 m
20
Capt. Mohsen Al-Qasrawi
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• Method 2
• Maximum squat (m) = Cb * Vk 2
100
• Maximum squat (m) = 0.830 * (121) 2
100
• Maximum squat (m) = 1.0043 m

• Average squat (m) = 0.95 + 1.0043 = 0.98 m

2
• remaining under keel clearance:
• Y2 = y0 – maximum squat = 2.50 - 0.98 = 1.52 m @ Vk of 11knots.

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 Examples

• A container ship has a Cb of 0.575 and is proceeding upriver at a speed (V) of

6 kts.
• A general cargo ship has a Cb of 0.700 and is proceeding upriver at a speed
(V) of 5 kts.

• A supertanker has a Cb of 0.825 and is proceeding upriver at a speed (V) of 7

kts.

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Advantages can be gained from calculating the maximum
squat
• The ship operator will know which speed to reduce to in order to
ensure the safety of the vessel.
• The ship officers could load the ship up an extra few centimeters
(except of course where load-line limits would be exceeded).
• If the ship grounds due to excessive squatting in shallow water, then
apart from the large repair bill, there is the time the ship is ‘out of
service’.
• When a vessel goes aground there is always a possibility of leakage
of oil resulting in compensation claims for oil pollution and fees for
cleanup operations following the incident. These costs eventually
may have to be paid for by the ship owner.
Capt. Mohsen Al-Qasrawi
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