Estimation of stopping ability of full-scale ship using free-running model

Ueno, Michio; Suzuki, Ryosuke; Tsukada, Yoshiaki

doi:10.1016/j.oceaneng.2016.12.001

Cited by 12 publications

(5 citation statements)

References 15 publications

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“…Their results indicate that the track reach is within 4 to 16 ship lengths L for different thrust reverse time t r and astern to ahead power ratio. In the same context, a free-running model is presented in Reference [27] for the estimation of full-scale stopping ability in which the experimental validation results are in accordance with those obtained by Reference [26].…”

Section: Vessel Maneuverabilitysupporting

confidence: 64%

AIS-Based Multiple Vessel Collision and Grounding Risk Identification based on Adaptive Safety Domain

Bakdi

Glad

Vanem

et al. 2019

JMSE

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The continuous growth in maritime traffic and recent developments towards autonomous navigation have directed increasing attention to navigational safety in which new tools are required to identify real-time risk and complex navigation situations. These tools are of paramount importance to avoid potentially disastrous consequences of accidents and promote safe navigation at sea. In this study, an adaptive ship-safety-domain is proposed with spatial risk functions to identify both collision and grounding risk based on motion and maneuverability conditions for all vessels. The algorithm is designed and validated through extensive amounts of Automatic Identification System (AIS) data for decision support over a large area, while the integration of the algorithm with other navigational systems will increase effectiveness and ensure reliability. Since a successful evacuation of a potential vessel-to-vessel collision, or a vessel grounding situation, is highly dependent on the nearby maneuvering limitations and other possible accident situations, multi-vessel collision and grounding risk is considered in this work to identify real-time risk. The presented algorithm utilizes and exploits dynamic AIS information, vessel registry and high-resolution maps and it is robust to inaccuracies of position, course and speed over ground records. The computation-efficient algorithm allows for real-time situation risk identification at a large-scale monitored map up to country level and up to several years of operation with a very high accuracy.

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Section: Vessel Maneuverabilitysupporting

confidence: 64%

AIS-Based Multiple Vessel Collision and Grounding Risk Identification based on Adaptive Safety Domain

Bakdi

Glad

Vanem

et al. 2019

JMSE

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“…The work assumed the fractions to vary in values based on ship speed and propeller RPM combinations. A better approach was shown by Ueno, Suzuki, and Tsukada (2017) who performed an estimation of full-scale ship-stopping ability using a free-running model. The work assumed wake fraction (1-w) as a function of maneuvering motion represented by β-xP'r(L/V) whilst thrust deduction fraction treated as a whole factor of propeller properties (1-t)KT assumed as a function of advance ratio J.…”

Section: Figure 5 Past Studies On Various Hull-propeller Interactions...mentioning

confidence: 99%

“…Avoiding further inaccuracies in the modeling, Voorde (1974) then assumed the factor to be constant and employed a value of (1-t) = 0.824 for determining the targeted ship stopping ability and expressed the wake fraction from propeller thrust and torque using Equation 10 and Equation 11 In a recent work of estimation of full-scale ship-stopping ability via a free-running model test equipped with an auxiliary thruster, Ueno, Suzuki, and Tsukada (2017) assumed wake factor (1-w) in astern maneuver as a constant value as in conventional maneuvering of straight course for simplicity. Meanwhile, the thrust deduction factor t is treated as a whole function of the coefficient of longitudinal force induced by reversing propeller denoted by (1-t) KT.…”

Section: Figure 6 Thrust Deduction Fraction Properties Throughout Sto...mentioning

confidence: 99%

“…Despite the claim, there is a strong possibility that design-based wake and thrust deduction fractions employed in the model contributed to the error in the prediction as found in other works detailed earlier. Ueno, Suzuki, and Tsukada (2017) revealed that similarity in the propeller reversing condition defined in the modular mathematical model employed could not be ensured by the thruster fitted in the ship model. After some modification to J and speed parameters, the simulation of the Full Astern stopping test from Slow Ahead (SAH) of the target ship of KVLCC1 using the model developed underestimated the head reach of the same ship as ITTC (2011) benchmark data by 15.95 %.…”

Section: Figure 6 Thrust Deduction Fraction Properties Throughout Sto...mentioning

confidence: 99%

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Enhancing A Reliable Ship Performance Evaluation in Dynamic Maneuvering Conditions – A Gap Analysis

Sunarsih¹,

Jadmiko²,

Zaman³

et al. 2023

IJTech

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Ship and propeller interaction greatly affect ship maneuvering performance and behavior. In steady ahead operation, the interaction properties remain unchanged due to steady ship-propeller operations. In dynamic operations, such as stopping, the properties vary considerably based on the ship and propeller speed combinations. Past researches and practices use a simplistic assumption of single and constant value resembling steady ahead operation due to the lack of knowledge and data on the properties. Up to very recently, researchers in the field and related areas refer to the one and only work from more than five decades ago. The current research presents an insight to disclose the properties features, efforts, and progressions made in the field to the extent of challenges bottlenecking the development. The work broadens the analysis of the implication and inadequacy of the current circumstance toward appropriateness, accuracy, and validity of the research and related studies in the field.

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“…Previous studies on the stopping ability of ships have focused primarily on methods using maneuvering mathematical models (Nakato et al, 1976;Yoshimura, 1994). Recent studies have investigated methods for estimating the stopping ability of full-scale ships using the free-running model test or computational fluid dynamics (Ueno et al, 2017;Sun et al, 2018). However, few studies have reviewed methods for improving the stopping ability of ships through full-scale maneuvering trials using azimuth propellers.…”

Section: Introductionmentioning

confidence: 99%

Study on Stopping Ability of a Ship Equipped with Azimuth Propeller

Park

Kim

et al. 2020

J. Ocean Eng. Technol.

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This study was conducted using the research vessel NARA of Pukyong National University. The general arrangement and specifications of NARA are shown in Fig. 1 and Table 1, respectively. NARA was equipped with two Rolls-Royce US 155 contra-rotating propellers (CRPs), which were azimuth propellers equipped with a pair of CRPs. The appearance and specifications of the azimuth propeller of NARA are shown in Fig. 2 and Table 2, respectively.

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Estimation of stopping ability of full-scale ship using free-running model

Cited by 12 publications

References 15 publications

AIS-Based Multiple Vessel Collision and Grounding Risk Identification based on Adaptive Safety Domain

AIS-Based Multiple Vessel Collision and Grounding Risk Identification based on Adaptive Safety Domain

Enhancing A Reliable Ship Performance Evaluation in Dynamic Maneuvering Conditions – A Gap Analysis

Study on Stopping Ability of a Ship Equipped with Azimuth Propeller

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