Book contents
- Frontmatter
- Contents
- Preface
- List of symbols
- 1 INTRODUCTION
- 2 RESISTANCE AND PROPULSION
- 3 WAVES
- 4 WAVE RESISTANCE AND WASH
- 5 SURFACE EFFECT SHIPS
- 6 HYDROFOIL VESSELS AND FOIL THEORY
- 7 SEMI-DISPLACEMENT VESSELS
- 8 SLAMMING, WHIPPING, AND SPRINGING
- 9 PLANING VESSELS
- 10 MANEUVERING
- APPENDIX: Units of Measurement and Physical Constants
- References
- Index
10 - MANEUVERING
Published online by Cambridge University Press: 15 September 2009
- Frontmatter
- Contents
- Preface
- List of symbols
- 1 INTRODUCTION
- 2 RESISTANCE AND PROPULSION
- 3 WAVES
- 4 WAVE RESISTANCE AND WASH
- 5 SURFACE EFFECT SHIPS
- 6 HYDROFOIL VESSELS AND FOIL THEORY
- 7 SEMI-DISPLACEMENT VESSELS
- 8 SLAMMING, WHIPPING, AND SPRINGING
- 9 PLANING VESSELS
- 10 MANEUVERING
- APPENDIX: Units of Measurement and Physical Constants
- References
- Index
Summary
Introduction
High standards for maneuverability are required for high-speed vessels to operate, particularly in congested areas, where emergency maneuvers may be necessary to avoid collisions. An important aspect is training of personnel who operate the vessels. A maneuvering simulator is then a useful tool. This requires mathematical models that reflect the very different physical features of the various categories of high-speed vessels. The maneuvering characteristics of a vessel are documented in terms of turning circle maneuver, zigzag (Z) maneuver and crash astern test. The IMO (International Maritime Organization) maneuvering criteria from 2002 for ships longer than 100 m are described in Table 10.1.
Figures 10.1 and 10.2 define a turning circle maneuver and a zigzag maneuver, respectively. The course changing ability of the ship is expressed by the turning circle maneuver. The ability to bring the ship to a straight course is determined by the zigzag maneuver. The crash astern test is illustrated in Figure 10.20. Later, in section 10.5, we give examples of a turning circle maneuver, zigzag maneuver, and crash astern test.
The hydrodynamics clearly differ between high-speed maneuvering on one hand and low-speed maneuvering and dynamic positioning on the other hand. Let us assume calm water conditions and divide the hydrodynamic loads on the hull into potential and viscous flow effects, as we did for ship resistance (see Chapter 2). However, an interaction exists in reality between these two effects.
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- Information
- Hydrodynamics of High-Speed Marine Vehicles , pp. 390 - 434Publisher: Cambridge University PressPrint publication year: 2006