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 class as BKI.
Keywords—About four key words or phrases in
alphabetical order, separated by commas.
hull of the ship will occur [4].
To minimize effect of collision to the ship, the ship
is strengthened with longitudinal strength and
transverse strength [5]. When working load of the
ship is below the design load, ship structureswill be
safe and do not undergo buckling/plasticcollapse
[6],[7],[8].
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.
Sometimes, the collision literally ripped the hull and
allows water to flood ship compartments and
eventually make it sinking.It caused by material
properties of quay much stronger than a ship. The
quay is designed with robust construction [1] to
withstand heavy loads as load from seaside, load from
deck, load from landside [2]. Meanwhile when the
ship is berthing to the port, the quay receive action
which is caused by ship berthing, ship motion and
due to traction of the ship (Fig 1). Action caused by
ship berthing is calculated from the berthing energy
of ships, meanwhile action caused by ship motion is
calculated by motion calculation by appropriately
setting wave forces, wind pressure forces, and water
current pressure forces [3].If the contact of the ship in
the area of unsupported fender, hence the damage to
Fig.1 Illustration of Ship Berthing [9]
This research simulates the ship when collided with
the quay by using Finite Element Analysis(FEA)
software to describe the effect of collision at the
stiffners and others ship construction.The finite
element analysis or sometimes it is called finite
element method (FEM), is a computational technique
used to obtain approximate solutions of boundary
value problemsin engineering. Common FEA
applications are used to solve problems of mechanical
engineering, structural (stress analysis),
static/dynamic, linear/nonlinear, fluid flow etc.
FEA can be used to optimize the weight of offshore
vessels [10]. In addition, it can be used to analyze
global strength of offshore vesssel [11]. Meanwhile,
FEA in the fluids field usingCFD approach for
instance to analize ship resistance of ship [12], to,
simulate free surface flow in container [13]. Related
FEA analysis in fluid has been conductedby Geeri, et
 The 2016 International Conference on Science and Technology

al. [14], Gordo, et al. [16], and Kim, et al. [15]. regions of the twobodies. The total elastic potential
energy of the two bodies canbe expressed, in their
II. RELATED WORKS nodal displacements, as (4)
Researchers have been conducted some researchs  
1
2
 
 1 T  K1   1    1 T  C1  1   1 T 
regarding collision between two object, but colllision
betwen ship hull to the quay is still a little discussion.  
M 1   1  . 1  2 T  K 2   2    2 T  C 2 
2
Recently, Liu and Soares estimate strength of outer
  
x
hull of tanker due to minor collision [16]. Meanwhile
. 2  2   M 2  2   P d
T 
(4)
Prabowo et al. analize the influence parameter using 0
finite element methods in the case of collsion To solve nodal displacement use (5) [23]
between ship to ship [17]. The effect of collision of
underwater Glider-ship is analized by using finite K~   
i i t t  Ri t t (5)
elementby Drucker et al. [18]. Then to understand the
impact of explotion underwater to ship hull,
where
Szturomki reveal that at pressure ranging 12 Mpa will
cause deformation and crack on a ship. If the pressure K~   θ
i
6
2
Δt 2
M i   3 Ci   K i ,
θΔt
increase to 16 MPa, extensive crack will occur and
Ri t t   Pt  ( 1) t Li   M i 
the ship can sink [19]. This effects cause a serious
stability problems due to the damage in the hull [20],  6
  2 2  i t 
6 
θΔt
    
 i t  i
 
t
[21]. Collision in the ocean also occur in the offshore θ Δt
structure for example between ship to jacket leg [22].  3
 C i   
 i t  2 i t  θΔt   
i t
 θΔt 2 
III. METHODS
The main reason of losses when berthing where For the computation of the impact force use (6)
either part or whole energy gives off in the area of [23]
contact ship- berth is impact [4]. The quay absorbs a L1 T  1 t t  L2 T   2 t t   Pt t  (6)
part of ship’s kinetic energy as (1) and simplified in
(2) [3]. To calculate the nodal displacement column vector
 1 t t , velocity column vector 1 t t , and
  m 0
2
mV 2 a2 K2
E 1  2   mV 0 2  acceleration column vector 1 t t , at instant t  t 
2  K  r2  K r 2
2
, we use (7) to (9).
K 2r 2
(1)
K 2  r2
 
1 t t 
6
 3 t 2
  i t t   i t  -
6
 2 t
  i t
1
E fk   3
 
2
M sk Vbk C mk C ek C sk C ck (2)  1   i t , (7)
2 
 

Besides, the wind loads acting on ship is affect the  

1 t t  
 i t 

2
t
   
i t t  i t , (8)
energy transferred to the ship. The wind load is
calculated by using (3).  1 t t  
  i t  t i t 
t 2 
6
 
 i t t  2 i    (9)
t

1
RX k   aU k 2 AT C X All the equations will be used to predict the force
2
1
acts in the ship. The ship dimension refer to previous
  aU k AL CY
2
RYk (3) research [21] as follow:
2
1
  aU k AL L pp C M
2
RYk Length Over All (LOA) = 49.73 m
2
Length Perpendiculars (LPP) = 45.00 m
The deformation ontwo colliding bodies is Breadth (B) = 9.00 m
generated from the transformation oftheir initial Height (H) = 4.00 m
kinetic energy into deformation energy Draft (T) = 2.60 m
[23].Deformation first occurs on the local contact Service Speed (Vs) = 12.00 knot

Fig. 2 Lines plan of ship [21]
The lines plan of the ship is given in Fig. 2. Then
The parallel middle body of the ship is modelled and
developped by using ANSYS Design Modeler. It is
assumed that the parallel middle body is the largest
part effected by the collision to the quay. Paralel
middle body equipped with stiffeners where its
dimension’s is obtained and calculated from the rules
given in the class. The midship section is shown in
Fig. 3.
Fig. 3 Midship Section of the ship
The magnitude of force exerted to the parallel
middle body calculated by using equation (3). Before
the force is given to the model, FEA be checked
systematically for the following possible errors:
 fixed nodes and nodes without stiffness
 intermediate nodes on element edges not
connected to the element
 trusses or beams crossing shells
 double elements
 extreme element shapes (element edge aspect
ratio and warped elements)
 incorrect boundary conditions
The 2016 International Conference on Science and Technology
IV. RESULT AND DISCUSSIONS
A collision accident can effect and lead to costly
consequences in loss of lives, damage to property
and/or environment [29]. Human error is the cause of
the majority of ship collision accidents. Contact
damage to the parallel middle body side structures
occurs in the form of local denting of plating
between stiffeners, buckling of deck beams,
permanent deformation in side frames, stringers
and local buckling in decks, frames and web
frames. To obtain the information of effect of the
collision to the quay, the the entire parallel middle
body shall be modelled including all structural
elements.
Statistic of mesh to the parallel middle body of the
ship is Nodes 83214 and element 77927. The mesh
size should be decided considering proper stiffness
representation and load distribution [27]. The
meshing process is given in Fig. 4.
Fig. 4 Typical mesh used for global finite element analysis
Maximum stress due to collision of the ship to the
quay is 290 MPa and effect any related structure as
frame, stringer, brackets. Meanwhile Equivalent
Stress (von-Misses) at the incident reach 1,45 x 103
Mpa. The effect of the stress can be seen in the side
of the shell to the quay as shown in Fig. 5. The graph
of Masimum Principal Stress is given in Fig. 6.
 The 2016 International Conference on Science and Technology

A
Fig. 6 Maximum Principal Stress during collision

According to this theory failure will occur when the

maximum principal stress in a system reaches the
value of the maximum strength at elastic limit in
simple tension. For this case when the vessel in the
bad weather conditions, the vessel suffers damage
and required extensive repairs. A collision with low
kinetic energy can result in permanent deformations
of side structures instead of rupture of side shell [29].
Then the ship must take into account the class rule to
keep the ship is not in dire condition.

B
V. CONCLUSION
A collision accident can effect and lead to costly
consequences in loss of lives, damage to property
and/or environment. Human error is the cause of the
majority of ship collision accidents.Acknowledgment.
During severe wind, the ship sufferred naximum
stress 290 MPa and effect any related structure as
frame, stringer, bracket and shell. Equivalent Stress
(von-Misses) at the incident reach 1,45 x 103 Mpa.
The effect of the stress can be seen in the side of the
shell to the quay. To minimize damage by impact, the
structure of the vessels must be supported with more
efficient girder as regulated by class as BKI.

C
ACKNOWLEDGEMENT
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.
Fig. 5 Equivalent Stress Distribution (A). Equivalent Elastic
Strain Distribution (B). Side View of Equivalent Elastic Strain
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