The 2016 International Conference on Science and Technology

Numerical Simulation of Ship Collision to the Quay

Ronad Mangasi Hutauruk1 and Pareng Rengi2
1
Fishing Technology Department, Faculty of Fisheries and Marine Science
University of Riau
E-mail: ronald.mhutauruk@gmail.com
2
Fishing Technology Department, Faculty of Fisheries and Marine Science
University of Riau
E-mail: parengrengi72@gmail.com

Abstract— Flooding on vessel occur due to various
causes for instance impact event between ship to ship, ship
to berth/break water, ship to bottom, explosion and
material failure. The goal of the researh is to make
collision simulation of small boat construction to dealing
with flooding triggered by damage hull after impact. Boat
is transform to be a model with complete structure and
imposed water velocity in rough water. Then the vessel is
simiulated by ANSYS Explicit Dynamics to perform
damage of structure in the hull of the boat. Maximun stress
occur around the draft of the boat right at the site of
impact. Maximum stress reach 290 MPa and effect any
related structure as frame, stringer, bracket and shell. To
minimize damage by impact, the structure of the vessels
must be supported with more efficient girder as regulated
by classas BKI.
Keywords—About four key words or phrases in
alphabetical order, separated by commas.
area of unsupported fender, hence the damage to hull
of the ship will occur. (Galor, 2012)
To minimize effect of collision to the ship, the ship
is strengthened with longitudinal strength and
transverse strength (Yao, 1999). When working load
of the ship is below the design load, ship
structureswill be safe and do not undergo
buckling/plastic collapse (Gordo, Soares, & Faulkner
, 1996), (Ozkok, 2013), (Bin, Zhiqiang, Jin, &
Zhaolong, 2016).
Generally class provides load calculation to ensure
the ship is safety from buckling and other failure of
structure as well as the ship is not in jeopardy
condition though to the extreme condition as sagging
and hogging.

I. INTRODUCTION
When the ship berths to the port of destination, it
needs a good commucation with the ship master to
the port operator to avoid ship damage as a result of
collision to the quay. In addition, in the case of severe
wind and bad weather as external force of ship, some
vessels in the port tend to crash toward the wharf orto
other vessels. Its collision willdamage the vessels due
to tremendous forces created by slamming with the
quay or other vessel. The most common and
expensive damage occurs on the ship hull. Fig. 1 Illustration of Ship Berthing (Association, 1991)
Sometimes, the collision literally ripped the hull and
allows water to flood ship compartments and This research simulates the ship when collided with
eventually make it sinking. It caused by material the quay by using Finite Element Analysis (FEA)
properties of quay much stronger than a ship. The software to describe the effect of collision at the
quay is designed with robust construction (Richwien, stiffners and others ship construction. The finite
2008) to withstand heavy loads as load from seaside, element analysis or sometimes it is called finite
load from deck, load from landside (Chopra & Patel, element method (FEM), is a computational technique
2015). Meanwhile when the ship is berthing to the used to obtain approximate solutions of boundary
port, the quay receive action which is caused by ship value problems in engineering. Common FEA
berthing, ship motion and due to traction of the ship applications are used to solve problems of mechanical
(Fig 1). Action caused by ship berthing is calculated engineering, structural (stress analysis),
from the berthing energy of ships, meanwhile action static/dynamic, linear/nonlinear, fluid flow etc.
caused by ship motion is calculated by motion FEA can be used to optimize the weight of offshore
calculation by appropriately setting wave forces, vessels (Elhewy, Hassan, & Ibrahim, 2016). In
wind pressure forces, and water current pressure addition, it can be used to analyze global strength of
forces (OCDI, 2009). If the contact of the ship in the offshore vesssel (Costache & Jagite, 2014).
 The 2016 International Conference on Science and Technology

Meanwhile, FEA in the fluids field using CFD calculated by using (3).
approach for instance to analize ship resistance of
ship (Ahmed, Yaakob, Rashid, & Elbatran, 2015), to, RX k 
1
 aU k 2 AT C X
simulate free surface flow in container 2
(Atreyapurapu, Tallapragada, & Voona, 2014). 1
  aU k AL CY
2
RYk (3)
Related FEA analysis in fluid has been conducted by 2
Geeri, et al. (Geeri, Surendra, & Krishnamurthy, 1
  aU k AL L pp C M
2
RYk
2013), Gordo, et al. (Gordo, Soares, & Faulkner , 2
1996), and Kim, et al. (Kim, Kim, Mohd, & Paik,
2013). The deformation on two colliding bodies is
generated from the transformation of their initial
II. RELATED WORKS kinetic energy into deformation energy (Huang &
Researchers have been conducted some researchs Zou, 1995). Deformation first occurs on the local
regarding collision between two object, but colllision contact regions of the two bodies. The total elastic
betwen ship hull to the quay is still a little discussion. potential energy of the two bodies can be expressed,
Recently, Liu and Soares estimate strength of outer in their nodal displacements, as (4)
hull of tanker due to minor collision (Liu & Soares,  
1
2
 
 1 T  K1   1    1 T  C1  1   1 T 
2016). Meanwhile Prabowo et al. analize the
influence parameter using finite element methods in  
M 1   1  . 1  2 T  K 2   2    2 T  C 2 
2
the case of collsion between ship to ship (Prabowo,
  
x
. 2  2   M 2  2   P d
Bae, Sohn, & Zakki, 2016). The effect of collision of T 
(4)
underwater Glider-ship is analized by using finite 0
elementby Drucker et al. (Drucker, Steglich, To solve nodal displacement use (5) (Huang &
Merckelbach, Werner, & Bargmann, 2016). Then to Zou, 1995)
understand the impact of explotion underwater to
ship hull, Szturomki reveal that at pressure ranging 12 K~   
i i t t  Ri t t (5)
Mpa will cause deformation and crack on a ship. If
the pressure increase to 16 MPa, extensive crack will
where
occur and the ship can sink (Szturomski, 2015). This
effects cause a serious stability problems due to the K~   θ
i
6
2
Δt 2
M i   3 Ci   K i ,
θΔt
  Pt  ( 1) t Li   M i 
damage in the hull (Fernandez, 2015), (Hasanudin &
Ri t t
Chen, 2015). Collision in the ocean also occur in the
offshore structure for example between ship to jacket  6
  2 2  i t 
6 
θΔt
    
 i t  i
 θ Δt 
t
leg (Sumiwi, Afrizal, & Handayanu, 2014).

III. UNITS
 3
 C i   
 i t  2 i t  θΔt   
i t
 θΔt 2 
The main reason of losses when berthing where
either part or whole energy gives off in the area of For the computation of the impact force use (6)
contact ship- berth is impact (Galor, 2012). The quay (Huang & Zou, 1995).
absorbs a part of ship’s kinetic energy as (1) and (2) L1 T  1 t t  L2 T   2 t t   Pt t  (6)
(OCDI, 2009).
To calculate the nodal displacement column vector
  m 0  1 t t , velocity column vector 1 t t , and
2
mV 2 a2 K2
E 1  2   mV 0 2 
K  r2 K r accleration column vector 1 t t , at instant t  t  ,
2
2   2
K 2r 2 we use (7) to (9).
(1)
K 2  r2

1
E fk 
2
M sk Vbk C mk C ek C sk C ck (2)
2

Besides, the wind loads acting on ship is affect the

energy transferred to the ship. The wind load is
 The 2016 International Conference on Science and Technology

 
1 t t 
6
 t
3 2
  i t t   i t  - 2   i t
6
 t

 
3  
 1    i t , (7)
Please note that the references at the end of this
  document are in the preferred referencing style. Give
all authors’ names; do not use “et al.” unless there are
 
1 t t  
 i t 
t 
2
   
 i t t  i t , (8) six authors or more. Use a space after authors' initials.
Papers that have not been published should be cited
 1 t t  
  i t  t i t 
6
 
t 2 
 
 i t t  2 i t (9) as “unpublished” [4]. Papers that have been submitted
for publication should be cited as “submitted for
publication” [5]. Papers that have been accepted for
IV. RESULTS AND DISCUSSIONS publication, but not yet specified for an issue should
be cited as “to be published” [6]. Please give
4.1.Figures and Tables
affiliations and addresses for private communications
Large figures and tables may span both columns. [7].
Place figure captions below the figures; place table
titles above the tables. If your figure has two parts, Capitalize only the first word in a paper title, except
include the labels “(a)” and “(b)” as part of the for proper nouns and element symbols. For papers
artwork. Please verify that the figures and tables you published in translation journals, please give the
mention in the text actually exist. Please do not English citation first, followed by the original
include captions as part of the figures. Do not put foreign-language citation [8].
captions in “text boxes” linked to the figures. Do
not put borders around the outside of your figures. TABLE 1
UNITS FOR MAGNETIC PROPERTIES
Use the abbreviation “Fig.” even at the beginning of a
Conversion from Gaussian and
sentence. Do not abbreviate for “Table”. Symbol Quantity
CGS EMU to SI
The paper is only printed in black-white color.  magnetic flux 1 Mx  108 Wb = 108 V·s
Figure labels should be legible, approximately 9 point
type, center alignment. B magnetic flux density, 1 G  104 T = 104 Wb/m2

magnetic induction
x2 Z2

H magnetic field 1 Oe  103/(4) A/m

strength
x1
z1
N, D demagnetizing factor 1  1/(4)
Z3

Fig. 3Mapping nonlinear data to a higher dimensional feature No vertical lines in Table 1. Statements that serve
space as captions for the entire table do not need footnote
letters.
4.2.References
4.3.Abbreviations and Acronyms
Number citations consecutively in square brackets [
Define abbreviations and acronyms the first time
they are used in the text, even after they have already
been defined in the abstract. Abbreviations that
Japan Port and Harbor Association: incorporate periods should not have spaces: write
Design Calculation Examples of Port and arbour “C.N.R.S.,” not “C. N. R. S.” Do not use
Structures (Vol.1), abbreviations in the title unless they are unavoidable.
pp.117-119,
1992 4.4.Equations
(in Japanese) Number equations consecutively with equation
numbers in parentheses flush with the right margin, as
in (1). First use the equation editor to create the
equation. Then select the “Equation” markup style.
Press the tab key and write the equation number in
parentheses. To make your equations more compact,
you may use the solidus ( / ), the exp function, or

appropriate exponents. Use parentheses to avoid
ambiguities in denominators. Punctuate equations
when they are part of a sentence, as in
r2
 0
F (r ,  ) dr d  [ r2 / (2 0 )]
 Harbor Association: ol. 1 . Japan: Japan Port
 exp ( | z j  z i | ) 1 J 1 ( r2 ) J 0 ( ri ) d .
0
(1)
Be sure that the symbols in your equation have
been defined before the equation appears or
immediately following. Italicize symbols (T might
refer to temperature, but T is the unit tesla). Refer to
“(1),” not “Eq. (1)” or “equation (1),” except at the
beginning of a sentence: “Equation (1) is .....”
4.5.Other Recommendations
Use a zero before decimal points: “0.25,” not “.25.”
Use “cm3,” not “cc.” Indicate sample dimensions as
“0.1 cm  0.2 cm,” not “0.1  0.2 cm2.” The
abbreviation for “seconds” is “s,” not “sec.” Do not
mix complete spellings and abbreviations of units:
use “Wb/m2” or “webers per square meter,” not
“webers/m2.” When expressing a range of values,
write “7 to 9” or “7-9,” not “7~9.”
If you wish, you may write in the first person
singular or plural and use the active voice (“I
observed that ...” or “We observed that ...” instead of
“It was observed that ...”). Remember to check
spelling. If your native language is not English,
please get a native English-speaking colleague to
proofread your paper.
V. CONCLUSION
Although a conclusion may review the main points
of the paper, do not replicate the abstract as the
conclusion. A conclusion might elaborate on the
importance of the work or suggest applications and
extensions.
ACKNOWLEDGMENT
This research are financially supported by Ministry
of Research Technology and Higher Education of
Indonesian under PNBP (Non-Tax Revenue) Fund of
University of Riau, 2016.
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