towing support tool and object drift at sea national maritime research institute shoichi hara...
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Towing support tool and object drift at sea
National Maritime Research Institute Shoichi Hara (presented by Michel Olagnon)
Nakhodka
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Nakhodka oil leakage incident (Jan. 1997) Erika oil leakage incident (Dec. 1999)
Importance of drift prediction and towing technology of disabled ships in rough waves
Estimation of drift motion Estimation of towline force Needed power in rough waves Towline settlement Towing method
Development of support system for optimum towing
Research background
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Research committee for Towing technology
Japan Coast Guard, Universities Salvage company,Wire rope company Synthetic fiber rope company
(1)Research on the drift motion (2)Research on the estimation of the towline tension (3)Research on the optimum towing (4)Development of the synthetic supporting system for optimum towing
Research outlineResearch outline
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Research committee WG
(1)Towing support system WG (NMRI,JCG,Salvage co.) ・ Investigation of optimum towing support system ・ Investigation of the past incidents(2)Towing techniques WG (NMRI,JCG,Salvage,Wire rope co., Sy
nthetic fiber rope co.) ・ Towline settlement and strength test ・ Towline materials database(3)Drift simulation WG (NMRI,JCG,Meteorological Agency Uni
versities) ・ Improvement of the accuracy of drift simulation ・ Water tank test
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② Reference to past results or default values
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⑤ Sea conditions
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⑥ Principal dimension of disabled ship
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⑦ Broken condition of disabled ship &Calculation of center of gravity and damage
stability
Display button of screen ⑪
Display button of screen ⑨ and ⑩
Start button of damage stability calculation
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⑧ Specifications of tow ship and towline
Flow
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⑨ GZ-curve
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⑩ Longitudinal strength
⑪
Damage stability
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Main particulars of type ships
1) Principal dimensions
2) Compartment
3) Basic weight
4) Damage stability under basic loading condition
Type shi p Tanker 1 Tanker 2 Container Barge PCC Cargo Fishing boatD/ W 258,000 150,000 23,700 12 500, 18,000 499GTLpp (m) 320.00 265.00 200.00 70.00 180.00 156.00 53.00B(mld) (m) 58.00 48.30 32.00 20.00 32.00 26.60 9.40D(mld) (m) 28.80 22.40 16.50 4.00 14.00 14.10 3.95d (mld) (m) 18.50 15.20 10.50 3.80 8.50 9.00 3.60Cb 0.83 0.83 0.56 0.92 0.55 0.70 0.66lcb (%) -3.70 -3.30 2.40 -0.90 2.38 -0.54 1.15
single hull double hull
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C.O.T.
B.W.T.
Slop tank
F.O.T.
F.W.T.Engine roomF.P.T.
A.P.T.
broken position
Tank arrangement of 150000DWT tanker
and broken position
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GZ-curve (1/3 part of tanker remaining)
-3
-2
-1
0
1
2
3
4
5
-120 -100 -80 -60 -40 -20 0 20 40 60 80 100 120
Heel(deg)
GZ(m)
Initial condition
damage1
damage2
bow
Full loaded Ballast
-15
-10
-5
0
5
10
15
-120 -100 -80 -60 -40 -20 0 20 40 60 80 100 120
Heel(deg)
GZ(m)
Initial consition
damage1
damage2
-15
-10
-5
0
5
10
15
-120 -100 -80 -60 -40 -20 0 20 40 60 80 100 120 140
Heel(deg)
GZ(m)
Initial condition damage1damage2 damage3damage4 damage5damage6 damage7damage8
-15
-10
-5
0
5
10
15
-120 -100 -80 -60 -40 -20 0 20 40 60 80 100 120
Heel(deg)
GZ(m)
Initial conditiondamage1damage2damage3damage4damage5
stern
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1/2 fore part of tanker remaining (ballast)
Flow
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⑪ Form of submerged part
Flow
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⑫ Calculation of hydrodynamic force and motion
Display button of screen ⑬
Start button of hydrodynamic force calculation
Start button of motion calculation
⑬
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Submerged part of type ship status
Barge
Cargo
Container
Fishing boat
PCC
Tanker(Double hull)
Tanker(Single hull)
Stern trim 3° Bow trim 3°
Barge
Cargo
Container
Fishing boat
PCC
Tanker(Double hull)
Tanker(Single hull)
Stern trim 3° Bow trim 3°
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Submerged part of broken tanker
Aft part-6.0° trimLOA = 176.6m
Fore part6.0° trimLOA = 88.3m
AllEven keelLOA = 265.0m
Aft part-6.0° trimLOA = 176.6m
Fore part6.0° trimLOA = 88.3m
AllEven keelLOA = 265.0m
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Cargo
Container
Fishing boat
PCC
Tanker
draft:7.69m trim:0.53°
draft:12.03m trim:1.21°
draft:2.76m trim:1.86°
draft:12.57m trim:0.56°
draft:9.52m trim:1.22°
Ship Type Submerged Part
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⑬ Animation
If “Motion_Anim” button is pressed,This ship moves.
View point and scale can be changed with mouse.
tanker
containerotss
Wave period : 9sec.Wave height : 3mWave incident angle : 30°
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⑭ Steady drift calculation
Start button of steady drift calculation
Display button of screen ⑮
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⑮ Results of steady drift calculation
Drift speed, drift direction are displayed Definition of
variables
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⑯ Maneuver simulation
Start button of maneuver simulation
Display button of screen ⑰
Display button of screen ⑱
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⑰ Result of maneuver simulation
The maximum value of towline tension
The maximum value of unstable motion amplitude of towed ship
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⑱ Trajectory of tow ship and towed ship
Trajectory and position of the two ships
tension
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Problems on optimal towing support system
Tow speed Calculating wave drift force on the assumption that tow speed is
0kt Effect of ship status
Not being able to estimate the wind coefficient when ship has large trims or heelsEffect of ship form
If ship is broken, it is difficult to estimate hydrodynamic force accurately. Therefore, there is a limit to estimating maneuverability of abnormal ship form. However, it is possible to improve accuracy by accumulating database.Performance of rudder
Not having detailed data of ship which has two rudders, single rudder performance from turning test results are used.Towing point
In choosing towing point, it is general to take towing point at the fore side. Therefore, in case of taking towing point at the aft side, it is difficult to estimate maneuverability accurately.
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イントラネット
NMRI海上技術安全研究所
OTSSホストコンピュータ
海上保安庁運用司令室
管区海上保安本部運用司令室
巡視船
サルベージ会社
インターネット
OTSS シミュレーション
漂流船舶の各種データをネットワークで共有 イントラネット
NMRI海上技術安全研究所
OTSSホストコンピュータ
海上保安庁運用司令室
管区海上保安本部運用司令室
巡視船
サルベージ会社
インターネット
OTSS シミュレーション
漂流船舶の各種データをネットワークで共有 Intranet
NMRIOTSS host computer
Japan Coast GuardSearch and Rescue department
Local branch of coast guardSearch and Rescue department
Patrol boats
Salvage companies
Internet
OTSS シミュレーション
Share data of a drifting ship on network
International cooperationInternational cooperation :: CEDRE, IFREMER(France), SASEMAR(Spain)CEDRE, IFREMER(France), SASEMAR(Spain)
Construction of emergency towing databaseConstruction of emergency towing database
Application of results and ripple effects
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Further developments (as could be done in collaboration with ….)
•extend reference database
•improve drift computation
•improve sea conditions description
•present more decision consequences
•help with complex choices
etc.