The Vessel Maneuvering Characteristics - Lab Report Example

Vessel to manoeuvre Student name Lecturer School of Computing, Engineering and Mathematics November 2014 Introduction In order for the ship to manoeuvre, it requires a water channel that has a minimum width of 177 when maneuverings excellently but will require 211.5m to manoeuvre well. These available manoevreling lanes require to be widened because the oscillating wave produced by the vessel during docking at the port in combination with the bad weather conditions will not allow the ship to dock. This vessel maneuvering characteristics the required minimum sign distance should be expanded by increasing the channel width. This information is shown in the output figure below; Apart from the width as determined above the vessel requires a certain depth to navigate safely into the port. From the output below the vessel requires a depth of 115.74m in the water way. When it comes to bends which are not necessary during bad weather conditions because of the possibility of imbalance during change of channel direction, at the port of Phillip to port Geelong the vessel requires a bend of 412.76metres which means the current radius will not allow the navigation of the ship unless it is widened. That bend will not enable the vessel to navigate through the port without any assistance at the current speed of 7knots. As it is shown from the output the radius of 900metres is not enough to help the vessel of length 260m making a turn of 60degrees to navigate at a speed of 7 knots and unobstructed side distance of 7 metres, that is when er have good vessel manoevrability and 1 traffic lane The maximum required speed is 10.5 knots for easier manoeuvrability Wave conditions at key points The interaction between water and wind when occurs there is deformation of sea level a structure. This deformation causes changes in boundary conditions in water flow. When there is frequent occurrence of strong and when the weather is bad there is large waves, which are destructive to ability of ports to allowing vessels to dock. To understand the impact of waves on Port Philip five points were selected and water depth and wave uplifts were analyzed. The depth levels were recorded as well as wave changes at the same. There wave’s changes did not have a definite framework, and originated from deep waters below or above the wave base, but not exceeding 2m. They also existed in shallow waters points as shown in the graph below. Point 1: water depth At point 1 water depth was oscillating from 11.1m to 12.4m with maximum wave uplift of 0.9m and down lift of -0.2m. This means the incoming waves will exert impulsive uplift forces capable of displacing wateras by 0.9m rising water surface level from seal to another level. This impulsive uplift is in the short run. It can be noted the as there an oscillation in water depth levels occurs there is a similar displacement in the wave swell. Point2: water depth At point 2 there were changes in water depths as time changed. It oscillated between 24.18m to 25.48m while wave swell was experienced and oscillated between 0.3m to 0.93m. Point 3: water depth Looking at point 3 water depth was ranges from 22.1m to 24m with maximum wave uplift of 1.1m and down lift of -0.15m. This is an indication that the incoming wind exert impulsive uplift forces that displaces causing waves. This impulsive uplift is in the short run but have a similar wave magnitude. Point 4: water depth In point 4 the depth changed 21.7m to 22.38m will the wave swell was oscillating between 0.87m to -0.3m. The section of the channel had rock bed resistance with a good maneuver which will be modified during modeling to cover the entire section of the channel. The following shows graph as prepared; Point 5: water depth At point 5 water depth was oscillating from 20.05m to 22.1m with maximum wave uplift of 0.7m and down lift of -0.38m. This means the incoming waves will exert impulsive uplift forces capable of displacing water by 0.7m rising water surface level from seal to another level. This impulsive uplift is in the short run. It can be noted the as there an oscillation in water depth levels occurs there is a similar displacement in the wave swell. Thus, wind velocity always varies with height above the sea level and the details on the variation and pressure coefficient have been shown in the analysis above. For there to be accurate assessment of effects of wind, it is important to use wind speed and direction data which coincides with environmental location of the port. The presence of strong winds has two fold impacts on the channel. As can be seen from the figures below the waves resulting from the wind that heads in the have negative impact to current Port Philip. There will need to an increase in width with the increasing height up the stagnation point which marks the start of a decrease in depth towards the shallow end. The data that is used for the estimation of channel requirement as well as navigation requirements there minimum . In order for the ship to navigate safely , the minimum re minimum width of 338m when.. This vessel maneuvering characteristics the required minimum sign distance should be expanded by increasing the channel width. Apart from the width as determined above the vessel requires a certain depth to navigate safely into the port. From the output below the vessel requires a depth of 145.74m in the water way. When it comes to bends which are not necessary during bad weather conditions because of the possibility of imbalance during change of channel direction, at the port of Phillip to port Geelong the vessel requires a bend of 460 metres which means the current radius will not allow the navigation of the ship unless it is widened. That bend will not enable the vessel to navigate through the port without any assistance at the current speed of 7knots. As it is shown from the output the radius of 900metres is not enough to help the vessel of length 260m making a turn of 255degrees to navigate at a speed of 7 knots and unobstructed side distance of 7 meters, that is when have good vessel maneuverability and 1 traffic lane Conclusions Table 1: Wind/Current Width Requirement The results have shown that the vessel should not proceed to the port unless the channel is widened however the speed is acceptable if it allowed docking by widening the channel. It must be stressed that the computational requirement has been considered, looking at wave swell that is uplift it is necessary to state that during disasters or strong wind the risk will be high. Read More