Huigang Ma
Current Organizations / Institutes
The organizations/institutes from the scholar's latest article
Research Subjects
Huigang Ma has a total of 6 co-authors. Here are the top co-authors by number of shared publications:
- Anbin Li
Department of Civil and Environmental Engineering, The University of Auckland, Auckland, New Zealand
1 shared publication - Genguang Zhang
College of Water Resources and Architectural Engineering, Northwest A & F University, Yangling, China
1 shared publication - Jiaqiang Zhang
School of Hydraulic and Environmental Engineering, Changsha University of Science and Technology, Changsha 410114, China
1 shared publication - Xiaoping Liu
School of Hydraulic and Environmental Engineering, Changsha University of Science and Technology, Changsha 410114, China
1 shared publication - Ximin Zhang
Key Laboratory of Agricultural Soil and Water Engineering in Arid and Semiarid Areas, Ministry of Education, Northwest A & F University, Weihui Road, Yangling 712100, China
1 shared publication - Yuanhao Yu
College of Water Resources and Architectural Engineering, Northwest A&F University, Yangling, Xianyang 712100, China
1 shared publication
Latest Publications
- Open Access
Hydrodynamic Characteristics at Intersection Areas of Ship and Bridge Pier with Skew Bridge
Ships sailing in the area of a bridge are vulnerable to the influence of complex water flow, due to the complex flow pattern around the bridge pier. Ships often crash into bridge piers, leading to serious economic losses and threating personal safety. Based on the common forms of piers of skew bridges, the hydrodynamic problems encountered during ship–bridge interactions in the area of a skew bridge were studied using particle image velocimetry-based flume testing, physical model testing, and numerical simulation. The influence of the flow angle of attack of a round-ended pier on the force and center of gravity of a ship moving on both sides of a pier is discussed under various ship–bridge transverse spacings. The results show that as a ship passes through the bridge area, the bow roll moment exhibits three peak values: ‘positive’, ‘negative’, and ‘positive’, and the curve of the center of gravity position forms the shape of a ‘straw hat’. With an increase in the flow angle of attack of the pier, the negative peak value and the second positive peak value of the bow roll moment of the ship passing through the back flow side of the pier become greater than those on the upstream side. Moreover, the ship’s navigation attitude is more unstable compared to that upstream, and the ship is at risk of colliding with the pier and sweeping. The width of the restricted water area, determined by the hydrodynamic action between the ship and bridge in the skew bridge area, is the same as that determined by the critical lateral velocity. For the ship class referred to in this study, the current code can also be used in channel design, to safeguard ship and personal safety with piers with a large flow angle of attack.
Open AccessHydrodynamic Characteristics at Intersection Areas of Ship and Bridge Pier with Skew Bridge
Ships sailing in the area of a bridge are vulnerable to the influence of complex water flow, due to the complex flow pattern around the bridge pier. Ships often crash into bridge piers, leading to serious economic losses and threating personal safety. Based on the common forms of piers of skew bridges, the hydrodynamic problems encountered during ship–bridge interactions in the area of a skew bridge were studied using particle image velocimetry-based flume testing, physical model testing, and numerical simulation. The influence of the flow angle of attack of a round-ended pier on the force and center of gravity of a ship moving on both sides of a pier is discussed under various ship–bridge transverse spacings. The results show that as a ship passes through the bridge area, the bow roll moment exhibits three peak values: ‘positive’, ‘negative’, and ‘positive’, and the curve of the center of gravity position forms the shape of a ‘straw hat’. With an increase in the flow angle of attack of the pier, the negative peak value and the second positive peak value of the bow roll moment of the ship passing through the back flow side of the pier become greater than those on the upstream side. Moreover, the ship’s navigation attitude is more unstable compared to that upstream, and the ship is at risk of colliding with the pier and sweeping. The width of the restricted water area, determined by the hydrodynamic action between the ship and bridge in the skew bridge area, is the same as that determined by the critical lateral velocity. For the ship class referred to in this study, the current code can also be used in channel design, to safeguard ship and personal safety with piers with a large flow angle of attack.