If you are using an earlier version, please view the previous versions of SHIPMA documentation and select the relevant version. |
This is the home of the SHIPMA documentation.
On the top level documentation can be found on:
The latest version of the fast–time simulation program SHIPMA is a joint development of MARIN’s nautical centre MSCN and WL| Delft Hydraulics. The combined contribution of these institutes leads to a fit for purpose program to simulate the manoeuvring behaviour of vessels in ports and fairways.
In SHIPMA the vessels are steered by an autopilot which is capable of operating in the track keeping mode and the harbour manoeuvring mode, making it possible to perform typical harbour manoeuvres like turning, reverse sailing and berthing.
The application of SHIPMA is primarily in port and fairway design, referring to both approach channels and inland waterways. According to PIANC [1] a first estimate of the required channel width based on their methodology (computerised version freely available at MARIN/MSCN) has to be followed by ship manoeuvring simulations.
These simulations give insight into the inherent possibilities and/or restrictions of vessels, infrastructure and environmental conditions including the effect of additional manoeuvring devices like bow and stern thrusters and the role of tugs. Based on the insights gained, mitigations, if needed, of the infrastructure design (channel layout, manoeuvring basin and terminal layout) and/or the admittance policy can be proposed. In the final stage of the design the SHIPMA study can be followed by a study on a real-time simulator. The flow diagram on the next page gives an overview of the program structure.
|
The mathematical ship models, consisting of sets of hydrodynamic derivatives (Abkowitz type [2]), are specific for each ship. They are determined either by scale model test, through scaling from other models or by calculation (SURSIM [3]). Models can be chosen from an existing list of over 100 high-quality ship models covering the latest ship designs. Specific models can be made according to the client’s wishes. The models include wind coefficients, bank suction coefficients, second order wave drift forces and shallow water effects.
Example of an entry manoeuvre into the 'Sloehaven' Flushing, with an airialview of the port |
The input of the SHIPMA model is organised through the ‘case management tool’. This tool guides the user through the preparation and execution of a simulation. The input of the model is organised in a number of files:
Note that for this type of data the number of grid points is practically unlimited, and that data from other mathematical models can be used easily.
The main output consists of:
The track and the output data can be plotted using DELFT-GPP.
|
SHIPMA is also capable of simulating inland waterway situations (picture left). Mathematical models are available for various types of ships. The algorithm for simulating tug assistance has been improved considerably. Tugs are capable of controlling the ship speed in combination with the track keeping mode (picture right).
[1] PIANC-IAPH Working Group II-30, APPROACH CHANNELS A guide for Design.
[2] Abkowitz, M.A., Lectures on ship hydrodynamics, steering and manoeuvrability, Hydro- and Aerodynamics Laboratory, Rep. No. HY-5, 1962. Copenhagen, Denmark.
[3] SURSIM, Computer Program for the calculation hydrodynamic reaction forces, MARIN.
WL | Delft Hydraulics | MARIN/MSCN |
---|---|
P.O. Box 177 | P.O. Box 28 |
2600 MH Delft | 6700 AA Wageningen |
The Netherlands | The Netherlands |
Tel. : +31 152 858 585 | Tel. : +31 317 479 911 |
Fax : +31 152 858 582 | Fax : +31 317 479 999 |
E-mail : delftchess.info@wldelft.nl | E-mail : info@marin.nl |
Internet : www.wldelft.nl/soft/chess | Internet: www.marin.nl |