{"refrec":{"BRefID":101236,"RR":"<b>Laforce, E.; Mostaert, F.</b> (2001). Haven van Oostende: rapport 3. Invaarmanoeuvres bouwfase 1. <i>WL Rapporten</i>, 579_3. Waterbouwkundig Laboratorium: Antwerpen.  V, 19 + 3 p. tab., 52 p. fig. pp.","BEntID":76604,"PublicFlag":1,"CheckedFlag":0,"wosflag":null,"vabbflag":null,"RefStringPartII":". <i>WL Rapporten</i>, 579_3. Waterbouwkundig Laboratorium: Antwerpen.  V, 19 + 3 p. tab., 52 p. fig. pp.","DocTypID":13,"DocType":"Reports","MarineFlag":1,"FreshFlag":0,"BrackishFlag":0,"TerrestrialFlag":0,"Authorstring":"Laforce, E.; Mostaert, F.","OrigTitleTranslFlag":0,"Authorstringtrunc":"Laforce, E.; Mostaert, F.","Englishabstract":null,"AbstractOtherLang":"Na de aanleg van de kustverdediging ten Westen van de haventoegang te Oostende zal de westelijke havenbegrenzing gevormd worden door de verlengde en verhoogde strandkrib ter begrenzing van de kustverdediging, ook beschermingsdam genoemd (zie figuur 1). . Het is uiterst belangrijk dat in deze situatie, in afwachting van de verdere aanpassing van de havenmond, het invaren van de haven niet moeilijker is dan in de huidige situatie. Daaromwerdt een simulatoronderzoek uitgevoerd. In het opzet van dit onderzoek werd uitsluitend aandacht besteed aan de uiterst belangrijke vraag: \"Is het invaren tijdens deze bouwfase al dan niet moeilijker dan in de huidige situatie?\" Hiervoor was het commentaar van de loodsen tijdens de proeven en bij de debriefing de belangrijkste input. De simulatorvaarten voor deze eerste bouwfase met een vrachtschip (lengte 150 m , breedte 21 m, maximum diepgang 9,0 m) en met een RoRo-schip (lengte 165 m, breedte 25,2 m, diepgang 6,5 m). Het gaat hier om dezelfde schepen waarmee de mogelijkheden van de huidige haven werden getest. De simulatorvaarten werden uitgevoerd 26, 27, 28 en 29 maart 2001. De simulatievaarten toonden dat de bouw van de beschermingsdam geen negatieve invloed heeft op het invaarmanoeuvre en veeleer een beperkt gunstig effect heeft door het eerder wegvallen van de dwarse stroming. Anderzijds blijkt wel dat de moeilijkheden bij het invaren die bij de huidige situatie optreden, en het gevolg zijn van de dwarsstroom, de beperkte breedte, de opeenvolgende richtingsveranderingen in de havenmond en het noodzakelijke afremmen van het schip, daarmee niet van de baan zijn. Deze vaststelling werd reeds tijdens de proeven, op 28 maart 2001, aan de afdeling Waterwegen Kust en de afdeling Beleid Havens, Waterwegen en Zeewezen gemeld.","BibLvlCode":"MS","StandardTitle":"Haven van Oostende: rapport 3. 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