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Geometrical characterization of ship structural design
Published in C. Guedes Soares, T.A. Santos, Trends in Maritime Technology and Engineering Volume 1, 2022
R. Machado, J.M. Gordo, M. Ventura
To significantly represent the shipbuilding industry worldwide, the established database comprises data collected from the midship section drawings of 15 ships built in shipyards from across the globe. For each of the entries of the significant ship database, the following data was gathered: Ship typeLength between perpendiculars ( LPP)BreadthScantling draughtWeb frame spacing ( l)
Comparison between Simulator Modelled and Empirical Ship Squat Prediction
Published in Adam Weintrit, Tomasz Neumann, Advances in Marine Navigation and Safety of Sea Transportation, 2019
M. Baric, L. Grbic, R. Mohovic, D. Mohovic
where: V – ship speed (m/s),Vcr – critical ship speed (m/s),Lpp – ship length between perpendiculars,B – ship breadth,h – water depth.
Very efficient ship-to-ice interaction simulations using user-subroutine of a commercial finite element code
Published in C. Guedes Soares, Developments in the Collision and Grounding of Ships and Offshore Structures, 2019
D. Han, J. Choung, K.-J. Paik, H.S. Kim
The model test for a Korean research icebreaker, ARAON, was carried out in the brash ice condition by Korea Research Institute of Ships & Ocean engineering (KRISO). The length between perpendiculars was 95.0 m and the ship model was scaled down by 18.667 times. The model test conditions were given in Table 3. Experimental data were collected in 1/100 second and information such as the friction coefficient used in the experiment can be found in (Jeong et al., 2017).
A comparison of two ship performance models against full-scale measurements on a cargo ship on the Northern Sea Route
Published in Ships and Offshore Structures, 2021
Zhiyuan Li, Christopher Ryan, Luofeng Huang, Li Ding, Jonas W. Ringsberg, Giles Thomas
The empirical equations to account for the ice resistance induced by large ice floes are given below and more details have been given by Riska et al. (1997). where hE is equivalent ice thickness, B is ship breadth, T is ship draught, L is ship length (between perpendiculars), Lpar is the length of the parallel midbody at waterline, Lbow is the length of the foreship at waterline and ϕ is the stem angle at centerline. The coefficient values are f1 = 0.23, g1 = 18.9, f2 = 4.58, g2 = 0.67, f3 = 1.47, g3 = 1.55, f4 = 0.29.
Simulation of a ship operating in an open-water ice channel
Published in Ships and Offshore Structures, 2021
Luofeng Huang, Minghao Li, Tuomas Romu, Azam Dolatshah, Giles Thomas
A three-dimensional computational domain was established using the Star-CCM+ software, as illustrated in Figure 3, and the domain size is sufficiently large to model an ocean condition (Huang et al. 2019a, 2019b). The lower part of the domain is filled with water and the remainder is filled with air. The hull is fixed across the waterline according to its design draught. On each side of the ship, an ice sheet is placed at a distance (2/W, where W denotes the channel width) from the ship central line, with 90% of ice thickness (h) immersed in water (assuming ice density equals to 900 kg/m3). The water was initialised as flowing with a uniform velocity (Uwater) against the bow of the hull, and a constant velocity condition is applied to the inlet boundary to maintain a stable water flow entering the domain. The same initial and boundary velocity was also applied to the ice surfaces. Thus, a relative velocity exists between the ship and water/ice, where Uwater indicates the advancing speed of the ship in calm water. The ship speed may be converted to Froude number , where g and are respectively gravitational acceleration and ship length between perpendiculars. The ship surface and ice surface are defined as non-slip walls, and the fixed-dynamic-pressure condition is applied to the outlet, with the zero-gradient condition applied to other boundaries.