Academic literature on the topic 'Inland ship simulator'
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Journal articles on the topic "Inland ship simulator"
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Hargitai, Csaba, Juha Schweighofer, and Győző Simongáti. "Simulator Demonstrations of Different Retrofit Options of a Self-propelled Inland Vessel." Periodica Polytechnica Transportation Engineering 47, no. 2 (June 14, 2017): 111–17. http://dx.doi.org/10.3311/pptr.10609.
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The project MoVe IT! (www.moveit-fp7.eu), funded by the Seventh Framework Programme of the European Union, was focussed on modernisation of inland waterway vessels by retrofitting. In order to stimulate an implementation of the results by the industry, visualization of the positive impacts was realised by a set of vivid demonstrators. In this paper, the demonstrations by simulators for a single screw motor cargo vessel of the type Johann Welker are described.The motion simulations are carried out by a custom made (for inland vessels developed) computer program, which use common naval architect force calculation algorithms and a new approximation theory for added masses.The simulator demonstrations comprise descriptions and visualisations of ship lengthening, application of different rudder and a new propulsion device. Five different cases are examined, the original vessel and four retrofit options.First retrofit variant is the lengthened vessel with original rudder and propeller. Other two analysis are performed changing only the rudder system. In fourth simulator demonstration the original propeller is changed to a pump propeller (a novel propulsion device).The environment are in the simulator demonstrations: constant draught of the vessel, and calm, infinite deep waterway.As results of simulator demonstrations the effects on fuel consumption and manoeuvrability are discussed in the paper.
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Harlacher, Dennis, Rolf Zentgraf, and Thorsten Dettmann. "Investigation of the capsize of a tank motor ship by means of an inland ship handling simulator." Journal of Applied Water Engineering and Research 3, no. 2 (April 7, 2015): 95–104. http://dx.doi.org/10.1080/23249676.2015.1025443.
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Zhang, Guangyu, Yan Wang, Jian Liu, Wei Cai, and Hongbo Wang. "Collision-Avoidance Decision System for Inland Ships Based on Velocity Obstacle Algorithms." Journal of Marine Science and Engineering 10, no. 6 (June 14, 2022): 814. http://dx.doi.org/10.3390/jmse10060814.
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Due to the complex hydrology and narrow channels of inland rivers, ship collision accidents occur frequently. The traditional collision-avoidance algorithms are often aimed at sea areas, and not often at inland rivers. To solve the problem of inland-ship collision avoidance, this paper proposes an inland-ship collision-avoidance decision system based on the velocity obstacle algorithm. The system is designed to assist ships in achieving independent collision-avoidance operations under the limitation of maneuverability while meeting inland-ship collision-avoidance regulations. First, the paper improves the Maneuvering Modeling Group (MMG) model suitable for inland rivers. Then, it improves velocity obstacle algorithms based on the dynamic ship domain, which can deal with different obstacles and three encounter situations (head-on, crossing, and overtaking situations). In addition, this paper proposes a method to deal with close-quarters situations. Finally, the simulation environment built by MATLAB software is used to simulate the collision avoidance of inland ships against different obstacles under different situations with a decision-making time of less than 0.1 s. Through the analysis of the simulation results, the effectiveness and practicability of the system are verified, which can provide reasonable collision-avoidance decisions for inland ships.
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DeMarco Muscat-Fenech, Claire, Tonio Sant, Vito Vasilis Zheku, Diego Villa, and Michele Martelli. "A Review of Ship-to-Ship Interactions in Calm Waters." Journal of Marine Science and Engineering 10, no. 12 (December 2, 2022): 1856. http://dx.doi.org/10.3390/jmse10121856.
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The hydrodynamic interaction between two or more ships in harbours or inland waterways is a classical maritime engineering research area. In ship manoeuvring practice, ship masters try to determine the speed and gap limit when a ship is passing or encountering others, particularly in confined water ways. This requires an accurate prediction of the interaction force acting on both ships. The pioneer experimental studies showed that the interaction could lead to a very large yaw moment and this moment is strongly time-dependent, which could make the ships veer from their original courses, leading to collisions. Based on the findings on experimental measurements, some empirical formulas are proposed in the literature to predict such interaction forces. However, these formulas could provide a satisfactory estimation only when the ship speed is quite high, and the water depth is shallow and constant. Numerical simulation overcomes this issue by simulating the ship-to-ship problem by considering the effect of the 3D ship hull, variable water depth and ship speed. Numerical simulation has now become the most widely adopted method to investigate the ship-to-ship problem. In the present study, the development of the methodologies of ship-to-ship problems will be reviewed, and the research gap and challenges will be summarized.
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Krause, Kai, Folkard Wittrock, Andreas Richter, Dieter Busch, Anton Bergen, John P. Burrows, Steffen Freitag, and Olesia Halbherr. "Determination of NOx emission rates of inland ships from onshore measurements." Atmospheric Measurement Techniques 16, no. 7 (April 3, 2023): 1767–87. http://dx.doi.org/10.5194/amt-16-1767-2023.
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Abstract. Inland ships are an important source of NOx, especially for cities along busy waterways. The amount and effect of such emissions depend on the traffic density and NOx emission rates of individual vessels. Ship emission rates are typically derived using in situ land measurements in relation to NOx emission factors (e.g. the number of pollutants emitted by ships per unit of burnt fuel). In this study, a different approach is taken, and NOx emission rates are obtained (in g s−1). Within the EU LIFE project, CLean INland SHipping (CLINSH), a new approach to calculating the NOx emission rates from data of in situ measurement stations has been developed and is presented in this study. Peaks (i.e. elevated concentrations) of NOx were assigned to the corresponding source ships, using the AIS (automated identification system) signals they transmit. Each ship passage was simulated, using a Gaussian puff model, in order to derive the emission rate of the respective source ship. In total, over 32 900 ship passages have been monitored over the course of 4 years. The emission rates of NOx were investigated with respect to ship speed, ship size, and direction of travel. Comparisons of the onshore-derived emission rates and those on board for selected CLINSH ships show good agreement. The derived emission rates are of a similar magnitude to emission factors from previous studies. Most ships comply with existing limits due to grandfathering. The emission rates (in g s−1) can be directly used to investigate the effect of ship traffic on air quality, as the absolute emitted number of pollutants per unit of time is known. In contrast, for relative emission factors (in g kg−1 fuel), further knowledge about the fuel consumption of the individual ships is needed to calculate the number of pollutants emitted per unit of time.
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Huang, Hongxun, Chunhui Zhou, Changshi Xiao, Liang Huang, Yuanqiao Wen, Jianxin Wang, and Xin Peng. "Effect of Seasonal Flow Field on Inland Ship Emission Assessment: A Case Study of Ferry." Sustainability 12, no. 18 (September 11, 2020): 7484. http://dx.doi.org/10.3390/su12187484.
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The purpose of this paper is to evaluate the effect of the seasonal flow field on inland ship emissions and to improve calculation accuracy. Firstly, the flow field model is built through numerical simulation to correct the sailing speed of the ship from the Automatic Identification System (AIS) information in real-time. Then, an optimal emission estimation model for inland ships considering flow field factors is proposed. Finally, the effectiveness of the optimization model is demonstrated by a case study, and the influence of the seasonal flow field on emission calculation is analyzed. It indicates that the calculation results of the model considering the influence of the flow field are more accurate. Without considering the flow field, the results of emission calculations are often underestimated, especially in summer, which shows the importance of incorporating the flow field factors into the calculation of inland ship emissions.
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Zhu, Weidong, Hanwen Hu, Shenglin Xu, Shiyou Qian, Jian Cao, Yan Yao, Bin Qu, and Diankun Zhai. "CSP: A Cost-Aware Ship Proportioning Algorithm Based on Operation Process Simulation." Wireless Communications and Mobile Computing 2023 (April 6, 2023): 1–9. http://dx.doi.org/10.1155/2023/3958222.
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Inland waterway dredging is daily maintenance which is undertaken to ensure the safe navigation of ships. Due to the limitations of river width, bridge height, and other conditions, dredging projects usually require different types of ships, namely dredgers, mud-carrying ships, and mud-blowing ships which work in cooperation with each other. The proportion of these three types of ships affects dredging cost and operation efficiency. Most existing algorithms calculate ship proportion according to the operating speeds of ships without considering the influence of navigation locks on waterways. In this paper, we propose a cost-aware ship proportioning (CSP) algorithm based on operation process simulation. The premise is to save dredging cost by making full use of the three types of ships. First, we establish a model to simulate the operation process of the three types of ships considering navigation locks. Furthermore, we utilize the simulation model to obtain the optimal ship proportion that has the lowest cost through loop iterations. In addition, we quantify the relationship between the opening time of navigation locks and the project cost. We evaluate the effectiveness of CSP in terms of the project cost based on real engineering data. The experiment results show that CSP significantly outperforms the baseline.
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Breedveld, D. "Radar Simulator Training for Inland Waterway Shipping." Journal of Navigation 41, no. 1 (January 1988): 25–34. http://dx.doi.org/10.1017/s0373463300009036.
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It was on the river Rhine that radar started its inland waterway career, followed almost immediately by the inland waterways in the Netherlands. In those days the inland waterway fleet was composed of ships owned by a few large companies and ships owned by their skippers.
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He, Shengli, Renren Deng, Rongbin Zhou, Jialei Ren, and Ping Yang. "The Design and Simulation of Associated Protection for Low Voltage Shore-to-ship Power Supply System in Inland Port." Journal of Physics: Conference Series 2503, no. 1 (May 1, 2023): 012064. http://dx.doi.org/10.1088/1742-6596/2503/1/012064.
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Abstract Due to the complex environmental conditions of inland ports, it is of great significance to adopt associated protection to ensure the safe and reliable operation of the shore-to-ship power supply system. To accurately simulate the operating conditions of the shore-to-ship power supply system, the simulation model of the ship power system is established completely. According to the characteristics of the inland port, the simulation model of the shore-based power supply system is designed and established. Based on the established simulation model of a low voltage shore-to-ship power supply system, to meet its protection requirements of it, an associated protection method including safety interlock, under-voltage protection, and short-circuit protection is proposed. To verify the effectiveness of the associated protection, power faults are set in the shore-to-ship power supply system, and the action of the associated protection during the fault is analyzed by comparing the voltage and current waveforms of the shore-to-ship power supply system with associated protection and unprotected ones. The results show that the associated protection can effectively detect the power failures of the shore-to-ship power supply systems and take timely protection measures to ensure equipment safety.
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Liviu, CRUDU. "On the design of small passenger ships operating in restricted area – a case study – Delta of Danube." Scientific Bulletin of Naval Academy XXIV, no. 1 (July 15, 2021): 54–60. http://dx.doi.org/10.21279/1454-864x-21-i1-006.
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Following the “Healthy oceans, seas, coastal and inland waters” Horizon Europe mission area, the present research is focused on finding practical ways to overcome the specific restrictions imposed by the particularities of the Danube Delta area on small passenger ship design. The focus is given to the hydrodynamic analysis as a tool to reduce the negative effects of small ships avoiding the constant aggression to which the fauna and flora of the area are subjected to.
Dissertations / Theses on the topic "Inland ship simulator"
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Yang, Bo. "Numerical investigation of restricted curved waterways on ship hydrodynamics for maneuverability considerations." Electronic Thesis or Diss., Compiègne, 2023. http://www.theses.fr/2023COMP2735.
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Le transport par voies navigables joue aujourd'hui un rôle important grâce aux divers avantages qu'il présente par rapport aux autres modes de transport, par exemple son faible coût, sa faible pollution environnementale et sa grande capacité, etc. Cependant, les voies navigables intérieures ne sont pas seulement naturellement courbées, mais aussi étroites et peu profondes, ce qui entraîne des environnements d'écoulement et des conditions de navigation complexes. Les bateaux de navigation intérieure sont donc susceptibles d'avoir des accidents dans les voies d'eau à courbure limitée. Ces dernières années, ce mode de transport a connu des progrès significatifs avec l'arrivée de la nouvelle génération de navires (plus grands et plus puissants), ce qui rend la manœuvrabilité des navires plus difficile dans ces eaux sensibles. Pour réaliser cette étude, le modèle CFD basé sur un solveur Navier-Stokes instationnaire dans STARCCM+ est utilisé. La vérification et la validation de ce modèle sont réalisées en respectant les recommandations du CTI. Ce dernier est ensuite utilisé pour effectuer une série de simulations en testant les paramètres clés suivants : une série de paramètres environnementaux de navigation, comprenant l'angle du chenal, la largeur du fond du chenal, l'angle de pente du chenal ; une série de paramètres liés au comportement et à la géométrie du navire, contenant le rapport entre la profondeur d'eau et le tirant d'eau, la vitesse du navire, l'angle de dérive et le type de navire (longueur du navire) sur l'hydrodynamique du navire dans les chenaux courbes restreints. Les mouvements du cadre relatif sont appliqués aux domaines de calcul pour produire la force centrifuge dans les chenaux courbés. L'objectif de la présente thèse est d'abord de caractériser les variables liées à la topologie d'un canal circulaire qui ont un impact substantiel sur la manœuvrabilité d'un navire. Deuxièmement, elle permet de bien comprendre les comportements d'écoulement qui se produisent autour d'un navire dans les zones de flexion. Troisièmement, les fluctuations de la force hydrodynamique (phénomènes de coussin de berge et de succion) et la sensibilité d'un certain nombre de variables dans les zones de flexion sont étudiées. Enfin, le simulateur de navire intérieur est amélioré en ajoutant l'effet de zone de flexion pour les pilotes, de sorte que les comportements des navires dans les régions sensibles peuvent ainsi être corrigésInland waterway transport is now playing a significant role thanks to its various advantages over the other transportation modes, for example, low cost, low environmental pollution, and large capacity, etc. However, inland waterways are not only naturally curved but also narrow and shallow, which causes complex flow environments and navigational conditions. Inland ships are consequently susceptible to accidents in restricted curved waterways. Especially during these years, this mode of transport has seen significant progress by the arrival of the new generation of ships (larger size and more powerful), and this makes ships’ maneuverability in such sensitive waters severer. To conduct this investigation, the CFD model based on an unsteady Navier-Stokes solver in STARCCM+ is used. The verification and validation of this model are realized by respecting the ITTC recommendations. The latter is then used to perform a series of simulations by testing the following key parameters: a series of navigational environmental parameters, including channel angle, channel bottom width, channel slope angle; a set of parameters related to ship behaviors and geometry, containing water depth to draft ratio, ship speed, drift angle and ship type (ship length) on ship hydrodynamics in restricted curved fairways. Relative frame motions are applied to the computational domains to produce centrifugal force in bending fairways. The aim of the present thesis is firstly to characterize the variables connected to a circular channel's topology that have a substantial impact on a ship's maneuverability. Second, it helps to well understand the flow behaviors that occur around a ship in bending zones. Thirdly, the fluctuations in hydrodynamic force (bank cushion and suction phenomena) and the sensitivity of a number of variables in bending zones are investigated. Finally, the inland ship simulator is improved by adding the bending zone effect for pilots, so that the behaviors of ships in the sensitive regions can thus be corrected
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Du, Peng. "Numerical modeling and prediction of ship maneuvering and hydrodynamics during inland waterway transport." Thesis, Compiègne, 2018. http://www.theses.fr/2018COMP2459.
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Dans cette thèse, l'hydrodynamique des navires lors du transport par voies navigables et des manœuvres sont étudiées à l'aide de la CFD (Computational Fluid Dynamics) basée sur OpenFoam. Des études de validation et de vérification sont réalisées pour la convergence de maillage, la convergence de pas de temps, la sensibilité aux modèles de turbulence et les techniques de maillage dynamique. Un solveur de mouvement 6DoF basé sur quaternion est mis en œuvre pour les prédictions d'assiette et d'enfoncement. Les effets environnementaux sur plusieurs bateaux de navigation intérieure (convoi 1, convoi 2, automoteur) sont étudiés à l'aide de modèles numériques validés. Trois aspects importants sont simulés: l'effet de confinement de la voie navigable, le croissement et l'interaction bateau-pile de pont. Les conditions d’essai couvrent un large éventail, y compris les différentes dimensions du canal, la profondeur de l’eau, le tirant d'eau et la vitesse. La résistance du navire, le type de vague, l’angle de Kelvin et l’élévation de la vague à des positions spécifiques sont étudiés en fonction de ces paramètres. La manœuvre des navires est étudiée à l’aide de tests de modèles captifs virtuels basés sur le modèle MMG (Mathematical Maneuvering Group). Un disque d'actionneur est implémenté pour remplacer l'hélice réelle. Les tests d'un modèle KVLCC2 sont effectués pour obtenir les coefficients hydrodynamiques de l'hélice, du gouvernail et de la coque du navire. En utilisant les coefficients obtenus, des simulations de manœuvre sont effectuées et validées. Ces études reproduisent des tests de navires réels et prouvent ainsi la validité de nos modèles numériques. En conséquence, le solveur numérique est prometteur dans les simulations d'hydrodynamique des navires et d'ingénierie marineIn this thesis, the ship hydrodynamics during inland waterway transport and ship maneuvering are investigated using CFD (Computational Fluid Dynamics) based onOpenFoam. Validation and verification studies are carried out for the mesh convergence, time step convergence, sensitivity to turbulence models and dynamic mesh techniques. A quaternion-based 6DoF motion solver is implemented for the trim and sinkage predictions. Environmental effects on several inland vessels (convoy 1, convoy 2, tanker) are studied using the validated numerical models. Three important aspects, the confinement effect of the waterway, head-on encounter and ship-bridge pile interaction are simulated. The testing conditions cover a wide range, including various channel dimensions, water depths, ship draughts and speeds. The ship resistance, wave pattern, Kelvin angle and wave elevation at specific positions are investigated as functions of these parameters. Ship maneuvering is investigated using virtual captive model tests based on the MMG (Mathematical Maneuvering Group) model. An actuator disk is implemented to replace the real propeller. Open water test, rudder force test, OTT (Oblique Towing Tank test) and CMT (Circular Motion Test) of a KVLCC2 model are carried out to obtain the hydrodynamic coefficients of the propeller, rudder and ship hull. Using the obtained coefficients, system-based maneuvering simulations are carried out and validated using the free running test data. These studies reproduce real ship tests and thus prove the validity of our numerical models. As a result, the numerical solver is promising in ship hydrodynamics and marine engineering simulations
Book chapters on the topic "Inland ship simulator"
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Zhai, Xiaoming, Yong Yin, and Helong Shen. "Flow Effect Simulation of River in Inland River Ship Simulator." In Theory, Methodology, Tools and Applications for Modeling and Simulation of Complex Systems, 547–54. Singapore: Springer Singapore, 2016. http://dx.doi.org/10.1007/978-981-10-2669-0_59.
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Lutz, Alexander, and Axel Lachmeyer. "SciPPPer: Automatic Lock-Passage for Inland Vessels – Practical Results Focusing on Control Performance." In Lecture Notes in Civil Engineering, 959–68. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-19-6138-0_85.
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AbstractNavigating through locks is one of the most challenging tasks that skippers have to perform in inland navigation. Typical dimensions of a ship (width = 11.45 m) and a lock (width = 12 m) result in an error margin of less than 30 cm to the left and to the right of the ship when navigating within a lock chamber. Typical inland vessels on European waters have a length of 82 to 186 m. The wheel house on cargo vessels is located close to the stern of the vessel. This leads to low visibility of the bow in the lock chamber. In order to cope with this issue, a deck hand monitors the bow and announces distances to the skipper via radio. The quality of this information depends on the deck hand’s ability to judge distances correctly and is prone to error. This highly demanding maneuver needs to be performed up to 15 times per day. Each lock passage can take up to 30 minutes. The research project SciPPPer aims at automating this complex navigational task.The German acronym SciPPPer stands for Schleusenassistenzsystem basierend auf PPP und VDES für die Binnenschifffahrt – lock assistant system based on PPP and VDES for inland navigation. The idea is to fully automate the navigation into and out of a lock using high-precision GNSS (Global Navigation Satellite System) with PPP (precise point positioning) correction data which is transmitted from shore to ship using VDES (VHF Data Exchange System), an extension to AIS (Automatic Identification System). This absolute measurement data is complemented by relative measurement data using LiDAR and automotive RADAR and fused with inertial measurement data delivered by a mechanical gyro system. Apart from the challenge of precisely measuring the position and orientation of the vessel within the lock chamber, the control task poses an interesting problem as well. This contribution introduces both, the measuring and the control problem. However, the focus lies on the results of the control performance that was achieved on a full-bridge simulator as well as during real-world trials. A full-bridge simulator was used in order to test the control strategy and its algorithms safely. A number of different actuator configurations were investigated. Typical inland cargo vessels use one or two propellers with Kort nozzle and a twin rudder behind each propeller and a 360° turnable bow thruster. Typical inland passenger vessels use several (2–4) 360° turnable rudder propellers as main propulsion as well as a 360° turnable bow thruster or a classical tunnel thruster which can only apply forces to starboard or portside. These typical configurations were examined by simulation. The real-world trials were performed on a passenger vessel with three rudder propellers as main propulsion as well as a classical tunnel bow thruster acting left and right.This contribution presents the results of the simulator study as well as the real-world trials in terms of control performance. It explains specific challenges due to the navigation within an extremely confined space. The contribution concludes with lessons learned as well as an outlook focusing on the potential of the introduction of such a system to the inland navigation market.
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Mansuy, Marc, Maxim Candries, Katrien Eloot, and Sebastien Page. "Simulation Study to Assess the Maximum Dimensions of Inland Ships on the River Seine in Paris." In Lecture Notes in Civil Engineering, 186–200. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-19-6138-0_17.
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AbstractTraversing the river Seine in Paris is challenging for inland navigation vessels due to the density and diversity of local traffic and the variety of manoeuvres to be encountered in a confined environment. The waterway authority, Voies Navigables de France (VNF), commissioned a study to assess the relevance of the current regulations when present and future vessels of varying types and dimensions cross Paris. This paper describes the use of fast time and real time simulations to assess the maximum dimensions of ships crossing the Seine in Paris. In a first phase, fast time simulations were executed with a track controller, which allowed to identify bottlenecks on the full length (12 km) of the river Seine in Paris. Based on those results, critical scenarios were selected to be tested on a full mission bridge simulator by skippers familiar with the crossing of Paris. Inspired by PIANC INCOM WG 141 Detailed Design and Safety and Ease Approaches, the main challenges related to the simulation setup and the assessment methodology are presented and discussed in this paper. The simulations have shown that the main bottlenecks are related to the succession of passages under narrow bridges with non-aligned openings. The maximum water levels for which safe passage is possible, were determined for each ship type and compared with the existing regulations. Finally, recommendations were formulated, which were then discussed with VNF, end users and stakeholders.
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Daggett, Larry L. "Inland waterways training using simulation piloting." In Marine Simulation and Ship Manoeuvrability, 89–95. London: Routledge, 2021. http://dx.doi.org/10.1201/9780203748077-13.
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Kan, Jinyu, Lizheng Wang, Jialun Liu, Xuming Wang, and Bing Han. "Numerical Investigation of an Inland 64 TEU Container Vessel in Restricted Waters." In Lecture Notes in Civil Engineering, 516–28. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-19-6138-0_45.
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AbstractCompared with sea-going ships, inland vessels mostly sail in restricted waters, which may cause resistance and ship motions to change greatly. To ensure the safety of navigation, it is of great importance to study the hydrodynamic performance of inland vessels navigating in restricted waters. A 64 Twenty-feet Equivalent Unit (TEU) container vessel is numerically simulated at different speeds and water depth draft ratios (water depth/draft = 2, 2.5, 3, 4, 5, 16). The numerical methods are firstly verified and then applied to systematic simulations. The resistance components, ship motions, and details of flow fields are calculated and analyzed. Generally, the total, frictional and residual resistance coefficients increase with a decrease of water depth as expected. However, at relatively low speeds (Fr = 0.1129 and 0.1135) of h/T = 2, 2.5, 3, the resistance components change conversely that they decrease as the water depth gets shallower. This special phenomenon may be caused by the design of the ship hull or the use of the turbulence model that may not be appropriate. The residual resistance has the same trend as the total resistance and the lines are nearly parallel, which shows that the residual resistance is dominant in the component of total resistance. The ship squat phenomenon happens but is not severe in the shallowest condition (h/T = 2). With the water depth decreasing, the wave amplitude becomes larger and the wave crests near the ship bow and stern also increase, while the troughs change slightly at different water depths.
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Zhou, Junwei, Dianguang Ma, Yu Duan, and Chao Ji. "Study on Advanced Water Level Simulation Method for Inland Waterway Transport Based on the Extended Manning Formula." In Lecture Notes in Civil Engineering, 927–37. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-19-6138-0_82.
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AbstractThe water level is a critical hydraulic parameter for inland ship safe navigation, as well as an important variable in inland waterway transport minoring and assistant systems. As a basic and traditional method, the one-dimensional (1D) hydrodynamic model is adapted to simulate river sections/waterway segments to obtain water levels numerically. However, the friction factor, i.e., Manning’s coefficient n, is a sensitive parameter for the traditional 1D hydrodynamic model. Its calibration or identification is not only very time-consuming but also unpractical. Due to its sensitivity to the simulation results, usually, one identified parameter cannot be adopted into other flow scenarios. It has been concluded that the unfitness of the traditional empirical quasi-steady friction formulae leads to these consequences/phenomena. Besides finding advanced parameter calibration algorithms and updating friction parameters dynamically, employing a true unsteady friction formula to replace the quasi-steady friction formula is a thorough solution to the problem. In this study, we introduced a newly proposed 1D unsteady friction formula to the momentum equation of the Saint-Venant Equations, thus a modified 1D hydrodynamic model was developed. To validate its capability in simulating water levels, the modified model was adopted into the Xia-la-xian – La-he-lian section of Daying River; and compared with the traditional model with the Manning formula. Results showed that the modified hydrodynamic model performs better in both water level and cross-sectional average velocity simulation. The research results can be used to support the construction of intelligent water level warning systems, intelligent shipping, and digital waterway transportation platforms.
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Carmona, Juan Carlos, Raúl Atienza, Raúl Redondo, and José R. Iribarren. "Grounding Risk Estimation in Inland Navigation with Monte Carlo Simulations and Squat Estimation." In Lecture Notes in Civil Engineering, 427–39. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-19-6138-0_38.
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AbstractIn inland ports, where access is done navigating along an estuary, river or artificial canal, the operation may be strongly conditioned by the tide (in case it has enough wide run) or the water level in the river. The variations in water level imply restrictions on the draft of the vessels that can access such ports.Siport21 has been working for several years in ports of these characteristics, where there is no possibility to dredge the inland waterway. The alternative is to develop synchronization analysis tools, which allow identifying the “operational windows” and maximizing the draft of the vessels in transit operations. The result takes advantage of the tidal run by means of adequate planning, so that there is always enough underkeel clearance safety margin.Grounding risk estimation is elaborated applying Monte Carlo method. A failure (grounding) function is defined, considering the propagation of the tidal wave (water level and current), ship speed along the waterway, wind conditions, squat, and other variables. Probability distributions of all variables involved are considered, so that thousands of random navigation conditions can be simulated. This allows to estimate the failure probability.This methodology is applied to a practical case of a port that is carrying out actions to improve and optimize its operations. To do this, AIS data and tide data along the entire waterway, obtained from measurement sensors and a calibrated numerical prediction model, have been used.
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Han, Xuesong, Yong Sun, Huaiqian Xiao, Sheng Dai, Yue Ding, and Fei Xu. "Study on Cycling Damage of Abrasion and Carbonization on Ship Lock Concrete." In Advances in Transdisciplinary Engineering. IOS Press, 2022. http://dx.doi.org/10.3233/atde220882.
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In the actual working conditions, the ship lock concrete is affected by the friction of the ship’s hull and erosion and wear of the ship’s traveling wave during the flood period and is damaged by CO2 in the air during the waterfall period. To study the performance degradation law of the ship lock concrete under this working condition, the underwater method was used to approximate the physical wear in the rising water period, and the accelerated carbonization was used to simulate the CO2 erosion in the falling water period. The duration of abrasion and carbonization are determined according to the design service index of the lock and the characteristics of navigability. The degradation of the concrete is reflected by the carbonation depth and anti-abrasion strength, and the composition and pore structure evolution of the concrete is characterized based on the Mercury Intrusion Porosimetry. The analysis show that the concrete of the inland ship lock exhibits a more obvious deterioration trend under the action of surface physical wear and carbonization cycle, and the abrasion accelerates the carbonization reaction to a certain extent.
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"Model and simulation of operational energy efficiency for inland river ships." In Maritime-Port Technology and Development, 75–80. CRC Press, 2014. http://dx.doi.org/10.1201/b17517-9.
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Chen, X., J. Mou, L. Chen, and X. Yue. "Ship Emission Study Under Traffic Control in Inland Waterway Network Based on Traffic Simulation Data." In Information, Communication and Environment, 185–93. CRC Press, 2015. http://dx.doi.org/10.1201/b18514-30.
Full textConference papers on the topic "Inland ship simulator"
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Zhai, Xiaoming, Yong Yin, and Helong Shen. "Modeling and rendering of river in inland river ship handling simulator." In 2017 4th International Conference on Information, Cybernetics and Computational Social Systems (ICCSS). IEEE, 2017. http://dx.doi.org/10.1109/iccss.2017.8091456.
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Uitterhoeve, Wendie, and Melcher Zeilstra. "Differences in Workload of Both Skippers and Pilots Due to Changes in Environmental Bank Lights." In Applied Human Factors and Ergonomics Conference. AHFE International, 2022. http://dx.doi.org/10.54941/ahfe100725.
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In the case a sea harbour is located in an inland area, seagoing vessels have to sail a part of their journey in inland waterways. On these approach channels the inland water regulation prescribes specific bridge equipment. Inland vessels fulfil this regulation, the seagoing vessels not, but get dispensation with a pilot on board. The question arises how differences in working strategy (resulting from different ship characteristics and equipment) express in differences in workload. The effect of changes in environmental bank lights (puddle lights) on both inland skippers and pilots is studied in a manoeuvring simulator using physiological workload measurements. Event analysis is based on a combination of analytical indicators (distance between vessels) and cognitive processes like interpreting perceived visual information. Results demonstrated that the effect of changes in puddle light is different for skippers and pilots. Differences in vessel and bridge settings are indeed expressed in working strategy and result in differences in workload. Inland skippers give effort to continuous steering corrections and are, compared to the pilots, less used to anticipate on future actions. In the absence of puddle light, the skippers mental spare capacity decreases clearly. Although the subjective opinion of the pilots indicate an increase of demand, the objective measures do not show a considerable increase.
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Ming Chen, Mingdong Chen, Sichen Tong, and Shan Lin. "Real-time simulation platform for inland ship maneuvering." In 2011 Second International Conference on Mechanic Automation and Control Engineering (MACE). IEEE, 2011. http://dx.doi.org/10.1109/mace.2011.5987470.
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Qiu, Gang, and Ju¨rgen Grabe. "Numerical Investigation of a Ship Collision With Waterway Embankments." In ASME 2010 29th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2010. http://dx.doi.org/10.1115/omae2010-20363.
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During the last century there has been an increase in frequency of ships colliding with waterway embankments of inland waterways. The increasing occurrence of shipping accidents threatens the safety of freights and the serviceability of existing structures, such as tunnel and bridge abutments which are located near embankments. It is necessary to develop a method enabling prediction of the collision force and the stopping distance of a collision ship. In the related project “Hochdonn” of BAW (Federal Waterways Engineering and Research Institute, Germany) collision experiments were performed to analyze the impact mechanisms in grounding problems. A 3D FE model using a Coupled Eulerian Lagrangian approach is used to recalculate the collision experiment of BAW with the test ship “Gerda”. The stopping distance and the reaction force that are indicated by the numerical simulation match the field test results very closely. In addition two parametric studies are undertaken to quantify the influences on the collision process from the initial velocity as well as the bow type of the ship.
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Donghun Kang, Hyeonsik Kim, Byoung K. Choi, and Byung H. Kim. "Event graph modeling of a heterogeneous job shop with inline cells." In 2014 Winter Simulation Conference - (WSC 2014). IEEE, 2014. http://dx.doi.org/10.1109/wsc.2014.7020060.
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Chakraharti, Suhrata K. "Measurement and Analysis of Ship Resistance in an Offshore Model Basin." In SNAME 25th American Towing Tank Conference. SNAME, 1998. http://dx.doi.org/10.5957/attc-1998-002.
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The purpose of this paper is to discuss the measurement of resistance of a ship or an offshore structure in transit or under tow. Since a small replicate of the prototype is used, several simulation difficulties are experienced in the small scale testing. A few of the difficulties of the resistance or drag test and the remedial measures used in the setup and in the scaling up of the model data are discussed here. The standard measurement technique for the resistance of a ship in a towing tank employs a towing staff attached to a dynamometer used for the measurement of the towing resistance. The towing staff is attached to the towing carriage in such a way that the system allows the ship to heave and pitch about the attachment point on the ship, but restrains its motion in the transverse direction. The aft end of the ship model is sometimes provided with a guide system for the side restraint. Offshore structures, however, are often towed in a restraint position, such as in the simulation of current drag. A two staff arrangement for the towing tests is seldom used and is considered unconventional by many of the traditional basins. This paper addresses the difference of towing a· floating offshore model with a single staff (including a guide) versus a two staff arrangement. A ship model was consecutively tested at the simulated transit and loitering speeds in the Offshore Model Basin (0MB) at Escondido, CA in both a two staff and the traditional one staff arrangement. Both the inline and transverse loads were measured during these tests. In addition, the heave and pitch motions of the ship model were also measured. It is found that the results from the two series of tests were identical. Another area of uncertainty is the effect of Reynolds number. The distortion of Reynolds number in the model necessitates certain corrective measures in the model tests. Use of the turbulence stimulator and the quantitative difference in the results with and without this stimulator for an offshore structure model is shown. The simulation of cu t load on an offshore structure is often done by towing e model. The difference between the current load and the equivalent towing load on a particular floating structure model is shown. It is shown that the towing loa were generally smaller than the corresponding current loads.
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Ankudinov, Vladimir, Bent Jakobsen, and Larry Oaggett. "Maneuvering Performance of the Push Tows Based on the Analysis of Model Tests and Identification Techniques with the Full-Scale Trial Data." In SNAME 22nd American Towing Tank Conference. SNAME, 1989. http://dx.doi.org/10.5957/attc-1989-056.
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The capability to describe the dyna mic waterway environment and corresponding vessel response using time-domain simulation models has increased significantly in recent years. Provided that comprehensive data on the navigation channel, and sophisticated mathematical models are available, numerical investigations of various navigational problems in waterways and the impact of channel/vessel modifications can be carried out effectively and at low coat. However, such investigations require an adequate modeling capability verified with full scale trial data. There are basically three alternatives available to evaluate the hydrodynamic forces acting on the vessel: (1) Directly from model testing including measurements of the resistance/propulsion hydrodynamic forces and ship maneuvering forces (coefficients) acting on the vessel in a maneuver. Any model test results suffer from “scale effects”, primarily of the viscous nature because modeling of the viscous phenomenon cannot be accomplished in typical model tests. Scale effects can be minimized by conducting model tests with large models and recalculation of the viscous forces for the prototype vessel. This is a critical item in ship maneuvering performance assessments because the governing hydrodynamic forces acting on a maneuvering ship are of viscous nature. (2) Indirectly from various semi-empirical approaches typically synthesizing experimental, statistical and analytical methods for a range of ship hull configurations and ship operational conditions. For certain ship types such as tankers or full-sized cargo vessels which have been extensively tested in the past, accuracy of the predictions are comparable to the accuracy of the model test results. In regard to push-tow operations only very limited Information is available. (3) Indirectly, from full-scale trials (of ten expensive) by applying various techniques for system identification to evaluate resistance/propulsion and maneuvering forces at full scale Reynolds number. The process of statistical system identification (SI) developed for specific engineering applications typically involves inputting a disturbance to the system, and matching output to input in order to identify the makeup of the system. In the case of vessel motions this corresponds to calling for specific rudder/propeller commands, measuring the vessel response and identifying the hydrodynamic coefficients in surge-sway-yaw maneuvering equations using primarily probabilistic estimation methods. The success of the identification, depends heavily on the quality of the measurements (and therefore , instrumentation, its accuracy, weather, and fairing process techniques utilized) and on the number of the unknown parameters to be determined. The river tows are extensively used in inland waterway systems and consist of a push towboat and some mix of the standard river barges. The hydrodynamics of the typical river tow flotilla is complex and reliable test data are rare. In recent years the Army Corps of Engineers and U.S.C.G. has sponsored several fundamental studies carried out by Tracor Hydronautics, Inc. (THI) In support of an integrated approach in ship-channel design and navigation problems, see References 1 to 4. The principal goal of these studies has been experimental/analytical prediction data base for an assessment of maneuvering performance of a typical river tow flotilla in a restricted waterway channel. The investigation (1) included extensive model tests of a 15-barge tow in both deep and shallow waters, development of a method for predicting tow hydrodynamic coefficients, simulations of tow behavior as a function of channel dimensions, and effects of channel alterations on navigation performance. Model test results, analyses, and maneuvering predictions for 6 and 25 barge river tows are given in References 2 and 3. Identification of the hydrodynamic coefficients of the 15 barge tow based on the recently developed identification techniques and full-scale trials of tows on Lake Pontchartrain in New Orleans, are presented in Reference 4. To compliment recently conducted model testing of a 6 barge tow, THI has also identified the maneuvering coefficients of a three long by two wide barge assembly from the 1985 trial data, Reference 4. The principal results of these studies are presented in this paper.