IMO presented the standard for ship’s manoeuvrability which every ship is recommended to satisfy. Although it specifies a full load and even keel condition as the condition at which the standard applies, practically, ships are operated under various loading conditions of cargo. From this viewpoint, the authors have conducted manoeuvring tests of a container ship under five loading conditions with different combinations of the draft and trim, and one of the authors established the manoeuvring mathematical model of the ship for each condition so far. This study focuses on the course-keeping performance of the same ship under these loading conditions under wind disturbance. It is the aim of this study to discuss both the influences of loading condition and wind condition simultaneously on the check helm and attitude of the ship while maintaining the target course. For this purpose, the arrangement of containers and their weight distribution were designed as exact as possible. For example, the ship with a trim by bow, which is commonly preferred for fuel efficiency, needs to have a larger check helm for course keeping, especially under the condition of wind disturbance diagonally from behind. This kind of knowledge would be useful for safe navigation.
The impact pressure induced by slamming can imply physical damage on a ship. The high probability of the slamming impact is on the bow part in the actual sea state. In this present study, the slamming induced pressure on the bow flare of a ship have been investigated through the experiment. The experiment was schemed by the dropping test based on free-falling body in the wave tank, wherein the bow of the ship model was inclined in several impact angles 0° to 30° to the free-water surface. To measure slamming impact pressure acting on the bow flare, the piezoelectric sensors S1, S2, S3, S4 were attached to the bow section and installed on a computer. As the obtained results, the impact pressure on bow flare occurred in a short time duration caused by slamming. The discrepancy of the peak impact pressure between ship model weight of 2.42 kg and 7.29 kg for the impact angle 0° is 70.36% S1, 69.52% S2, 68.97% S3, and 68.34% S4. For the relative impact angle of 30°, the discrepancy is 67.02% S1, 65.73% S2, 58.51% S3, and 48.21% S4. The tendency of the peak pressure coefficient at the sequenced impact points S1, S2, S3, S4 is similar for all impact angles 0°, 10°, 20°, and 30°. The peak pressure coefficient due to the full load condition is highest in the nearest bottom part, and the peak pressure coefficients due to the lightship condition highest in the nearest bottom part caused by the small impact angle.
Impact is a collision between two objects of force in a short time of period. Research on hull impact SPOB 3500 DWT using element method up to Ansys Explicit Dynamics software. In this study, two variations models were used, when impact where the jetty is not equipped with fenders and jetty equipped with fenders. Value of plate thickness is 10 mm, and with a speed variation of 0.5 m/s 1 m/s and 2 m/s. Using element-based applications to determine damage based on deformation values on the SPOB 3500 DWT body when crashing jetty and hull damage after jetty that is not equipped with fenders and fenders equipped at speed variations. . The force values that have been calculated with speeds of 0.5 m/s, 1m/s and 2m/s are 3.52 MN, 7.04 MN, and 14.07 MN, respectively. With the deformation values in the model of the ship hitting a jetty that is not equipped with fenders which are calculated at a speed of 0.5 m/s, 1m/s and 2m/s, respectively, they are 0.53011 mm, 1.0594 mm, and 2.1184 mm. And the value of deformation on the model of the ship hitting a jetty equipped with fenders which is calculated at a speed of 0.5 m/s, 1m/s and 2m/s, respectively, is 0.36511 mm, 0.7357 mm, and 1.4939 mm.
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