Bibliographic citations
Castillo, B., (2020). Análisis hidrodinámico del casco de un ferry tipo catamarán para la navegación en el río Ucayali (Pucallpa – Atalaya) [Tesis, Universidad Nacional de Ingeniería]. http://hdl.handle.net/20.500.14076/22136
Castillo, B., Análisis hidrodinámico del casco de un ferry tipo catamarán para la navegación en el río Ucayali (Pucallpa – Atalaya) [Tesis]. PE: Universidad Nacional de Ingeniería; 2020. http://hdl.handle.net/20.500.14076/22136
@misc{sunedu/3504815,
title = "Análisis hidrodinámico del casco de un ferry tipo catamarán para la navegación en el río Ucayali (Pucallpa – Atalaya)",
author = "Castillo Rupay, Bill Erick",
publisher = "Universidad Nacional de Ingeniería",
year = "2020"
}
Emerging projects related with inland waterway passenger transport are being executed by The Ministry of Transportation and Communications (MTC). One of the first was the catamaran ferry called Amazonas I in 2017. Aditionally, the debut of a new catamaran and its completion in 2020 was anticipated, however, the global crisis of COVID-19 delayed this project. Due to this, further study and analysis of catamaran behavior are still needed for shallow water conditions as on the waterway route Pucallpa – Atalaya, h/T=1.5 (Ucayali River). The hydrodynamic analysis in shallow water requieres experimental towing tank tests or/and computational fluid dynamics experiments (CFD). The main focus of this thesis is to show experimental computational simulations supported with the specilazed software Star-CCM+®. After identifying main parameters for setting up the CFD method, the physical model is validated and verified comparing CFD results with experimental test made with the catamaran Delft 372 (error % <10%). At the same time, catamaran hulls named M1, M2, M3, M4 and M5 which were designed for passenger transport, are analized with Maxsurft and compared their ship resistance and wave height at project velocity (v=26 nudos) for choosing the three best results: M1, M4 and M5 and continue with CFD for analizing ship resistance, wave height, trim and sinkage (ΔT). From CFD, it is suggested that meshing should vary according water level conditions. For example, in shallow water navegation, morphing mesh is preferable but in deep water, overset mesh is suitable; time-step (Δt) also is only fixed for each condition, in deep water Δt=0.04s and in shallow water Δt=0.03s and with this mesh sensitivity study is readily achived. The data collected and the workflow presented will then be utilized to determine an optimal catamaran hull, resulting in a better M1 catamaran best suited for waterway navegation (Pucallpa – Atalya, Ucayali river). Lessons learned from this research, can be adapted to changing river conditions or scenarios including muddy conditions in both towing tank and computational tests. The installation of stern flaps would also show better results for ship resistance, trim and sinkage; aditionally, the inclusion of stern-end-bulbs refers to a wake reduction. To summarize, many initiatives can utilize this research as a starting point for controlling wave height, bank erosion, and effects of ship-induced waves on the environment and other vessels.
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