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Prediction of ship manoeuvrability of an 8000 TEU containership in deep and shallow water: mathematical modelling and captive model testing
Eloot, K.; Vantorre, M.; Delefortrie, G. (2006). Prediction of ship manoeuvrability of an 8000 TEU containership in deep and shallow water: mathematical modelling and captive model testing, in: Marine simulation and ship manoeuvrability: proceedings of the international conference MARSIM 2006, Terschelling, The Netherlands, 25-30 June 2006. pp. M-3-1 - M-3-9
In: (2006). Marine simulation and ship manoeuvrability: proceedings of the international conference MARSIM 2006, Terschelling, The Netherlands, 25-30 June 2006. Maritime Institute Willem Barentsz (MIWB): Terschelling. different pagination pp., more

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Document type: Conference paper

Keywords
    Container ships; Deep water; Manoeuvrability; Mathematical models; Prediction; Shallow water; Testing; Marine

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Abstract
    The Flemish waterways authorities are permanently concerned about safety of navigation to the Flemish harbours in order to maintain their present position in the European shipping market. Special attention is paid to the effect of the constant growth of ship dimensions, especially in the container trade, on the safety of shipping traffic. Access to and manoeuvring in harbours are characterised by a great diversity of kinematical and control parameters. In 2004-2005 a captive model test program has been executed with a 4.3 m model of an 8000 TEU containership (scale 1:81) combining three distinguished drafts and three under keel clearances from deep to very shallow water. This test program covering all possible combinations of ship velocities and propeller telegraph positions has been used to evaluate hull, propeller and rudder forces to be incorporated in a manoeuvring simulation model applicable in the four quadrants of operation. The influence of combinations of draft and under keel clearance on the first quadrant of operation (forward motion, propeller ahead) will be discussed based on the characteristic dimensions of a turning circle. Sinkage and trim are remarkably influenced by the ship’s draft and increase generally with decreasing under keel clearance. The increasing straight-line stability with decreasing ship’s draft, especially observed in very shallow water, is probably caused by this squat dependence and the velocity dependent hull force components. Although the rudder is not fully immersed at the smallest draft, differences in rudder forces and correlation parameters are concluded to be small. Finally, as some uncertainties exist about the scale effects, a sensitivity analysis has to be executed in the future to give some insight into the dependence of the mathematical model on individual force components.

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