By Guedes Soares, Carlos
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Additional info for Maritime Transportation and Exploitation of Ocean and Coastal Resources, Two Volume Set: Proceedings of the 11th International Congress of the International Maritime Association of the Mediterranean, Lisbon, Portugal, 26-30 September 2005
1 Improvement of hull shape As shown in Chapter 4, a large acceleration caused by bow slamming is exerted on the lifeboat model during water entry. Thus, we tried to modify the hull shape to reduce this acceleration. Figure 6 shows the prototype hull (Type-1 hereafter) and two modified hulls (Type-2 and Type-3). The Type-2 hull has a larger deadrise angle than the Type-1 hull. The bow flare of the Type-2 was also changed to have a smaller angle from the vertical. These modifications were aimed at reducing the effect of the slamming at the bottom and bow-flare of the lifeboat.
31 Copyright © 2005 Taylor & Francis Group plc, London, UK affects GM (metecentric height) which is the dominant factor for heeling motion along with vertical position of lateral steering forces on the hull, zpod. It was observed from this analysis, even in case of extreme case of limiting KG, the maximum heel angle of ship during the turning motion at high-speed still relatively lower than many less powered ROPAX ships. The numerical model displays satisfactory agreement with the model experiments apart from the inertia and damping effects after peak value of heel angle.
2 L for all of the fall heights. Trajectories of the COG of the lifeboat are shown in Figure 10, and the upward accelerations at the bow (A1) are presented in Figure 11. It can be understood that the lifeboat plunges deeply when the fall height becomes high. It is also shown that the magnitude of the maximum acceleration is almost in proportion to the fall height. In Table 2, the results of the computation when the skid angle ⌰ is fixed at 30 degrees are shown. Corresponding results of lifeboat trajectory and acceleration histories are shown in Figures 12 and 13.