Ship Knowladge, Notas de estudo de Engenharia de Produção

Baixe Ship Knowladge e outras Notas de estudo em PDF para Engenharia de Produção, somente na Docsity! SHIP KNOWLEDGE A MU NOR O O DA AS AN ND OI Up WWw.DOKMAR.COM Author: Klaas van Dokkum Lay-out; Unbound, Umuiden, The Netherlands http:/Avwy.unbound.nl/ Printed by: Gieihoorn Ten Brink by, Meppel. The Netherlands Published by: DOKMAR, PO.Box 360 1600 AJ Enkhuizen. The Netherlands. O Copyright 2003, DOKMAR. Enkhuizen, The Netherlands ISBN 90-806330-2-X AU rights reserved. No part of this publication may be reproduced, stored in à retricval system or transmiticd in any form or by any means, including elec- tronic, mechanical, by photo-copy, lhrough recording or otherwise, without prior written permission of the publisher. Great care has been taken with the investigation of prior copyright. In case of omission the rightful claimant is reques- ted to inform the publishers. Table of contents SHIPWISE RUC | DELTA o SN RIR ES ER] RES NOT TONER A EUR FORCES ON A SHIP LAWS AND REGULATIONS E CONSTRUCTION OF THE VARIOUS SECTIONS RE [o POENTE NC VTN CHOR AND MOORING GEAR RREO ENGINE ROOM PROPULSION AND STEERING GEAR ELECTRICAL INSTALLATIONS MAINTENANCE A BEER! SPA Questions: www.dokmar.com Ship Knowledge. à made encyclopedia 7  Shipwise CHAPTER 1 UA UR oro.  1. Introduction 2. Multi-purpose ship “Capricorn” 3. Open container ship “Nediloyd Europa" 4. Car & Passenger Ferry "Pride of Hull" 5. Chemical tanker and a product tanker 6. Anchor Handling Tug Supplier (AHTS) 7. Fishing vessel (Eurocutter) PRESS  3 Open container ship "Nedlloyd Europa" 1 2 3, 4 a 19. 20 no »— Rudder Propeller Stem Container with a length of 40 feet (FEU) on a 40" stack Container with a length of 20 feer (TEU) on a 20 stuck Accommodation ladder Pilot or bunker door Container guide rail Row no H . Row no 04 - Tierno 08 Wing tank (water ballast) Service gallery Fixed stack Movable stack . Bay no 15 Bay no 06 Tier no 86 Cells, hoid 1 and 2, For containers with dangerous goods (explosives) Container support Brcakwater Bulbous bow Snip Knenvledge, a modem encyclopedia Principal Dimensions 1MO no 8915691 Name Nedlioyd Europa Gross Tonnage 48508 Net Tonnage 19254 Deadwt Tonnage 50620 Year when Built 1991 Engine 41615 hp Sulzer Ship Builder Mitsubishi H.1 Nagasaki Japan Speed 23,5 knots Yard Number 1184 Dimensions 266.30-32.24-23.25 Depth 1250 Vessel Type Container Ship Call Sign PGDE Containers 3604 teu Flag Neth. In Service 1997 12  Ship Rwneledge. « modem encvetopedia 13 4 Car & Passenger Ferry “Pride of Hull" - Becker rudder Controllable pitch propeller Sterntube Ballast tank wo — . Aft engine room with gearbox . Seawater inlet chest Forward engine room with | of the 4 main engines cana e . Stem ramp 9. Mooring gear 16.00, - battery space 1H Harbour control room for loading officer 12.Maindeck for trailers and double stacked containers 13.Gangovay 14, Outside decks 15.Lifeboat hanging in daviis 16.Deck 11 17.Funnel 18. Exhaust pipes 19. Panorama lounge 20.Officer and crew mess 21. Passenger cabins 22. Fast-rescue boat 23. Driver accommodation 24, Upper trailer deck 25.Ramp to lower hold 26. Stabilizer, retractable 27.Shops and restaurants nu Ship Knowledge, à mudem emeyetopedia E SERA 28. Helicopter deck 29. Entertainment spaces and bars 30. Fan room 31. Hecling tank 32. Void 33.Ro-ro cargo 34. Web frame 35.Car deck 36. Marine evacuation system 37.Cinema 38. Sutellite dome for internet 39, Satellite dome for communication (inmarsat) 40. Radar mast 41.Officer cabins 42, Wheelhouse 43.Car deck fan room 4d, Forecastle 45. Anchor 46.Bulbous bow 47, Bow thrusters Ja Sinp Anessiedge, à modens cnexelopedia 5 Chemical tanker and a product tanker 2. 3 4 5 6 7. 10, Balanced rudder with conventional propelter Auxiliary unit Lifebour in gravity davits Hydraulic prime mover Cargo centrol room Tank heating / tankwash room Coflterdam, empty space benween two tanks Vem pipes with pressure- vacuum valves Hydraulic high pressure oil-and return lines for anchor and mooring gi Hose crane Manifold Wing tank in double hul! 13. Id Double bottom tank Tanktop Longitudinal vertically corrugated bulkhead Transverse horizontally ated bulkhead Cargo pump Catwalk Railing Deck longitudinals Deck transverses Cargo heater col Forecastle deck with anchor- and mooring gear Bow thruster Bulbous bow 17 6. Anchor Handling Tug Supplier (AHTS) Two 3D images of a platform supply vessel. Stern roll for anchor handling Stoppers for anchor handling Steering engine Siarboard ducted propeller Stern tube Transverse lhruster Tanks for dry bulk cargo e.g. cement Mud tanks Propeller shaft (Reduction) Gear box Main engine Fire pump Life rafis Ship Knowledge, à modem encyclopedia MOB-boat with crane Storage reel for steel wires for anchor handling Anchor handling winch Bridge with controls for deck gear and ship's steering Fire fighting monitor Radar antennas Antenna for communication system / satellite antenna Watertight bulkhead Anchor windlass, below deck Azimuth thruster Bow thruster 18  fmosledee. a modem encvelupedia  | Principal dimensions General Dimensions Proportions Volumes and weights 2 Form coefficients Waterplane-coefficient Midship section coefficient Block coefficient Prismatic coefficient 3 Lines plan 4 Drawings General arrangement plan Midship section Shell expansion Other plans 5 Important data on various ships General cargo ship Refrigerated vessel Coastal trade liner Ferry Bitumen tanker Chemical tanker SHIP KNOWLEDGE A MODERN ENCYCLOPEDIA SHIPWISE ERR À ITA A AU AGR? RCE RO motos 4 [o Tolo NO LAWS AND REGULATIONS OR CONSTRUCTION OF THE VARIOUS RA CLOSING ARRANGEMENTS GRU À NET [POTN IONTER CON PúrIA O ANCHOR AND MOORING GEAR mortos 7() ENTE TENTO RUE! PROPULSION AND STE ELECTRICAL INSTALLATIONS RE) MAINTENANCE AND DOCKI RE Pi REI! EREDE ES Rin o APTER 2 QUESTIONS MARIE WWW.DOKMAR.COM Ship Knowledge, 4 moderm encyclopedia 1. Principal Dimensions 1.1 General Mieasurement Treaty All aspects concerning the measurements of seagoing vessels are arranged in the certificate of registry act of 1982, Part of the certificate of registry act is the International treaty on the measurement of ships, as set up by the IMO- conference in 1969. The treaty applies to seagoing vessels with a minimum Jength of 24 metres and came into force in July 1994, Perpendicular Line perpendicular to another line or plane (for instance the water line). On a ship there are: Fore Perpendicular (FPP, or FP) This Jine crosses the intersection of the water line and the front of the stem. Aft Perpendicular (APP, or AP) This line usually aligns with the centerline of the rudder stock (the imaginary line around which the rudder rotates), Load Line The water line of a ship lying in the water. There are different load lines for diflerent situations, such as: Light water line The water line of a ship carrying only her regular inventory. Decp water line The water linc of maximum load draught in seawater. Water line The load line at the summer mark as calcwlated in the design of the ship by the ship builder, Construction water line (CWL) The water line used to determine the dimensions of the various compo- nents from which the vessel is constructed. Deck line Extended line from the topside of the fixed deck covering at the ship's side. Moulded dimensions Distance between two points, measured on inside plating (or outside framing). Base Line Top of the keel. Plimsoll Mark The Plimsoll mark or Freeboard mark consists of a circle with diameter of one foot, which through a horizontal line is drawn with as upper edge the centre of This level indicates the minimum freeboard insalt water summer conditions. Beside the circle is a number of horizontal lines indicating the mini- mum freeboard as above. Summer freeboard: S. Other conditions: Tropical: T. Winter: W, Fresh (water): F. Tropical Fresh: TF, and for small ships, less than 100 m; Winter North Atlantic: WNA, All connected by a vertical line. For casy checking of the position of the Mark, above the mark a reference line is drawn: the Deck linc. Normaliy at the level of the weather deck, but in case the weather deck is not the freeboard deck (e.g. Ro-Ro), at the level of that deck. When the distance is impractically large, or the connection deck shellplate ís rounded off (tankers, bulkearriers). the reference line is positioned at à lower level. The Mark and the Deckline are to be marked permanently on port and starboard- side, midlength. the circle. The draught marks, Plimsoll Line and Plimsoll Mark are permanent marks. Usually this means that they are carved into the hull. 24 BD The breadh / depth-ratio; varies berween 1.3 and 2, df this value becomes larger. it will have an unfavourable effect on the stability tbecause the deck will be flooded when the vessel has an inclínation) and on the strength. 1.4 Volumes and weights General The dimensions of a ship car be expressed by using termsm which describe the characteristics of the ship. Each term has a specific abbreviation. The type of ship determines the term to be used. For instance, the size of a container vessel is expressed in the number of containers it can transport; a roll-on roll-off carrier's size is given by the total deck-area in square metres and à passenger ship in the number of people it can carry. At the IMO- conference in 1969 the new units “Gross Tonnage” and “Net Tonnage” were introduced, to establish a world-wide standard in calculating the size of a ship. In many countries the Gross Tonnage is used to determine port dues and pilotage, or to determine the number of people in the crew Register ton To determine the volume of a space she register ton is used. One register son equals 100 cit, or 2.83 m?. Gross Tonnage The gross tonnage is caleulated using = formula that takes into account the sip's volume in cubic metre below the main deck and the enclosed ves above the main deck This volume is then multiplied by a constant, which results in a dimen- nless number (this means no alues of Tor m? should be placed he number), All distances used the calculation arc moulded ensions. rder to minimize the daily enses of a ship, the sbip owner the GT as low as possible. of doing this is by keeping h small, so more cargo see a modern encxelopedia (mostly containers) can be placed on deck, Tt is typical for small container ships to use this strategy. Ás a conseguence of this. dangerous situations can oceur because the loss of reserve buoyancy can result in a loss of stability and more “water on deck”, Nett Tonnage The Nett Tonnage is also a dimensionless number that describes the volume of the cargo space. The NT can be calculared from the GT by subtracting the volume of space oceupied by: - crew - navigation equipment - propulsion equipment - workshops Am exemaple of a ship «cinta seal] depth The NT may not be less than 30% of the GT. Displacement Gn mº) The displacement equals the volume of the part of the ship below the water line including the shell plating, propeller and rudder. Underwater body (in m?) The underwater body of a ship equals the displacement minus (he contri- bution of the shell, propeller and tudder. Or: the calculated volume of the part of the hull which is sub- merged in the water, on the outside of the frames without extensions. 27 Displacement 4 (in t) The displacement is the weight of the volume of water displaced by the ship. One could also say: the displacement equals the total mass of the ship. Displacement (1) = waterdisplacement (m?) * density of water (tim?) Light displacement (in t) This is the weight of me hull including the regular inventory. The 1 inventory includes: anchors, life-saving appliances. lubricating oil, paint, etc. Dead weight (in t) This is the weight a ship can load until the maximum allowable submersion is reached. This is a constant, which is unique for every ship. Dead weight () = maximum weight A(t) - light displacement (t) Dead weight (D = maximum weight A(b) - actual weight A(t) Cargo, carrying or dead weight capacity (in t) This is the toral weight of cargo a ship can carry. The cargo capacity (in t) is not a fixed number, it depends on the ship's maximum allowable submersion, which will include the capacity (in t) of fuel, provisions and drinking water. For a long voyage there has to be room for extra fuel, which reduces the cargo capacity. If, on the other hand, the ship refueis (bunkers) halfway. the cargo capacity is larger upon departure, The choices for the amount of fuel on board and the location for refuelling depend on many factors, but in the end the master has final responsibility for the choices made, The carga capacity largely determine Cargo capacity () = dead weight (9) - ballast, fuel, provisions (). q dio ias generates, 2, Form coefficients Form coefticients give clues about the characteristics of the vessel's shape from the water line down into the water. This makes ir possible to get an impression of the shape of the underwater body of a ship without extensive use of any data. However. the form coefficients do not contain any information on the dimensions of the ship, they are non-dimensional numbers. 2.1 Waterplane-coefficient Cw. The waterplane-coefficient gives the ratio of the area of the water line A and the rectangular plane spanned by Lpp and Bmld. A large warerplane-coefficient in combination with a small block-coefficient (or coef- ficient of fineness) is favourable for the stability in both athwart and fore and aft direction. Waterplane-coefficient (Cw) = “ERRADA Shuipr discianging bulk cargo Ship Knowledge, a modem encyclopedia 28 2.2 Midship section cocfficient, Cm. The midship-ceefficient gives the ratio of the area of the midship section (Am) and the area spanncd by Bmld and T. 2.3 Block coefficient, coefficient of fineness, Cb. The block coefficient gives the ratio of the volume of the underwater body and the rectangular bcam spanned by Lpp, Bmld and T. A vessel with a small block coefficient is referred to as “slim”. In general, fast ships have a small block coefficient. Customary values for the block coefficient of several types of vessels: Tanker 0.80-0,90 Freighter 0.70-0.80 Container vessel 0,60-0.75 Reefer 0,55-0.70 Frigate 0,50-0.55 mr Graphical representation of the block coefficient Aship veia a senai! block-coefficient and à large midship section caefficient A stuipr with a large block-coefficient and « large midship section and prismatic coefficiont E] + SEE RS Prismatic coefficientCp) = o cal representation of the prismatic coefficien. =» Knowledge, 1 medera encvelopedia 2.4 Prismatic coefficient, Cp. The prismatic coefficient gives the ratio of the volume of the underwater body and the block formed by the area of the midship section (Am) and Lpp. The Cp is important for the resistance and hence for the necessary power of propulsion (if he Cp decreases, the necessary propulsion power also becomes smaller). The maximum value of all these coefficients is reached in case df a rectangular beam, and equals 1. The minimal value is theoreticaliy 0. 29  Tug boat 20.089 28.50 = o.000 5.900 10.000 15.000 20.000 25.090 0.000 5.000 10,000 15.000 20.000 25.000 Coast guard ship with a somewhat exceptional underwater-shape. Ship Knenvledige, a madem encyclopedia 32 Heavy cargo ship, multipurpose. PECAS Figaie abbreviations used in the dravings: Lp = length between perpen- diculars readth moulded raught moulded block coefficient or coefficient of fineness u vo Loosledge, q medem encyclopedia so.809 Cm = midship section coefficient Cp prismatic coefficient Volume = volume of the under- water body. as measured on the water lines, to the outside of the frames (nm?) 200.b9o LCB | = point of application of the resultant of all upward forces: longitudinal centre of buoyancy (m). KM = Height of meta-centre above the kecl (m). 4. Drawings Of the many drawings, only the most important ones are mentioned here. In general, the following demands are made: The general arrangement plan, safety plan, docking plan and capacity plan have to be submitted to the Shipping Inspectorate for approval. The general arrangement plan, midship section drawing, shell expansion and construction plan (or sheer plan or working drawing) have to be submitted to the classification bureau for approval. 4.1 General arrangement plan The general plan roughly depicts the division and arrangement of the ship. The following views are displayed: - a (SB) side-view of the ship. - the plan víews of the most important decks. - sometimes cross-sections, or a front and back view are included. The views and cross-sections mentioned above, display among other things: - the division into the different compartments (for example: tanks, engine room, holds) - location of bulkheads. - location and arrangement of the superstructures. - parts of the equipment (for example: winches, loading gear, bow thruster, lifeboat). Next to these, some basic data are included in the drawing like: principal dimensions, volumes of the holds, tonnage, dead weight, engine power, speed and class. Fig: General arrangement plan of à multi-purpose vessel that carries mainly paper, timber products and containers. Ship Knowledge, a modem encyclopedia DFFICERSDECK REcAnasnESsscaa faso ssaao i Sede = io, An example of a general arrangement plan  “a espansion of a container feeder 4.3 Shell Expansion In order 10 get an idea about the «emposition of the different plates of the «hell plating and their particulars for example hull openings), a shell expansion is drawn. This drawing can be made in two forms. In one «era0n the que athwart-length of the sell is shown; therefore the length ssa in fore and aft direction is not e rea) length of the shell. This oesnts an what seems a somewhat tisiorted image of the ship. The other seram (shown below) shows a 3D- he reu of the ship, 24 Other plans € amérection plan E a ing depicts the fore and aft º on midships (CL) and the tr ras of the most important 2» =-metimes the drawing also am oc. che watertight and other “ulkheads. Tt indicates er « modem encyclopedia their locations and the dimensions of the structural members (including the plate thickness). Safety plan The safety plan is a general arrangement plan on which all the safety devices (for example lifeboats, life rafts, escape contes. fire extinguishers) are shown. Docking plan The docking plan is a simplified version of the general plan. jr indicates where the ship should be supported by the keel blocks in case of docking. Furthermore the bottom and other tank plugs are shown with the type of liquid with which tanks may be filled. Capacity plan This is also a simplified version of the general plan. Al tanks and holds are indicated with their volumes and centre of gravity respectively. Together wilh the stability and “light weight particulars, this forms the basis from which stability calculations can be performed. Normally this drawing goes together with the deadweight scale, which gives information about the relationship between draught and for example displacement in fresh and salt water. 5. Important data on various ships Ship owners have an interest in promoting their ships as much as possible, especially the types of cargo their ships can transport, Or to put it in another way: how they can eam money. The table on the next page contains data of a number of ships which differ very much in the type of cargo they can carry, The abbreviations and other information are explained, unless they have already been explained in the text. 37  CLASS S-TYPE ELOYD'S + 100 Al + LMC UMS LA NAVI (1) strengthened for heavy cargoes (2) Ice Class Finnish/Swedish JA PRINCIPAL DIMENSIONS (3) Length over all 168.14 m Breadth moulded [25.20725.30 m Height in hold as SID 14,30 m Height in lower hold as TWD 3 height 3.30, 7.00 or 10.25 m Height in twcen deck as TWD 3 heights 9.90, 6.20 or 2.95 m Design dratt 10.00 m Max summer draft 10.65 m ST abt 16,800 (4) NT abr 6.900 DEADWEIGHT all told design draft abt 18,900/18,275 mt (exel/incl TWD) (5) max summer draft jabt 21,150/20,525 mt (exelfincl TWD) CAPACITY grain = bale hold O 14,000 cbft 400 mº (6) hoid 1 179,000 cbft 5,050 m? hold 2/3 662.000 ebft 18,750 m* total 855,000 chft 24,200 m* if twcen deck installed 63,000 cbft/1,780 mº Jess in holds FLOOR SPACE, tank top [total 1,625 (no O: 50 mê, no 1: 340 mê, no 2/3: 1,235 m?) 0) tween deck total 1,840 m? (no 1: 425 mê, no 2/3; 1,415 m?) weather deck total 2,800 mê (no O: 50 mê, no |; 425 mi, no 2: 685 mi, no 3: 650 m?) AIR CHANGE (basis empty holds) ubt 20 x per hour (8) CONTAINER INTAKE (9) Hold units 378 TEU Deck units 632 TEU Total units 1,10 TEU Max size [height up to 96”, width up to 2,500 mm limited quantity alternative dimensions such us length 45 Ft Power available for reefer connect. [up to 800/900 kW SIDEPORTS 5 side shifters, cach 16t SWL, 5004 capacity per hour (10) HATCHES weather deck no O: 6.50 x 7.50 mno [: 25.60 x 17,80/15.20 m (1) no 2: 38.40 x 17.80 m no 3: 25.60 x 20.40 m steel, end folding type tween deck no |: 25,60 x 17.80/15.20/10.10 m no 2: 3840 x 17.80 m under crossbeam: 4.20 x 17.80 m no 3: 25.60 x 20,40 m consisting of 18 steel pontoons; 1086.37x 17.72m 2 086.37 x 1002 m 1086371 15.12m 50f6.37x 17.72m Z0€3.17x 1772m 4 0f6.37x 20.32 m 2 of 1.50 x 20.32m 10f420x 17.72m Bulkheads/compartments. removable pontoons up to 14 compartments at TEU interval MAXIMUM LOAD (12) Weather deck hatch covers, 1.75 Um? weatherload, 2.00 U/mê payload Tween deck hatch covers hold 1; 7.5 mê, hold 2: 5,5 mê, hold 3: 5.0 Um? Tank top 20.0 Um? DECK CRANES combinable 3) 3 of 120 mt SWL/Idm and 50 mt SWL/30m 2 x PS (aft and mid) and 1 x SB (forward) MAIN ENGINE Wiúirtsilt 16,400 HP/12,060 kW Bowthruster 1,155 HP/850 kW (14) Speed ballast abt 20.0 knots design draft abt 19.6 knors max laden abt 19,2 knots Fuel consumption per da abt 45 mt IFO 380 cSt no MDO at sea, except for maneuvecin; BUNKER CAPACITY 5) Intermediate Fuel Oil 1,700 m? Marine Diesel Oil 180 m? BALLAST CAPACITY 7.200 m? (16) Ship Knowledge, à modem enexclopedia 38 5.1 General cargo ship Explanation on the previous diagram Ltoyd's +10041 +LMC UMS LA NAVI name of the classification society built according to and under supervision of the Rules of this class. Lloyd's Machinery Class. All machinery has been built in accordance with the specifications of this classification. Unmanned Machinery Space. The engineroom does not have to be manned permanently. Lift Appliance. The cargo gear has been approved as classed. Permission for a single bridge watch control, although SOLAS-rules onty permit this in favourable circumstances. The vessel has been reinforced to carry heavy cargocs. IA Height in hold as SID Height in lower deck as TWD Height in tween deck as TWD Dead weight all told Capacity Chft Finnish/Swedish Ice-class. Height in hold as single decker ( no tween deck) Height in lower hold as a tweendecker Height in the tweendeck as a tweendecker. rumos Dead weight at design draught. Approximately 18900/18275 metric tons (excluding/including tween decks). = Grain = bale, Because the hold is box shaped, the total m? of bulk cargo eguals the total m? of general cargo. = cubic feet, 1 all the twwcen decks are installed in the hold, the capacity of the hold decreases by 63000 fé or 1780 m?, Floor Space Container intake Maximum load = Deck area of the tank top, tween deck and weather deck overall and per hold. The number of containers with a length of 20" that can be loaded. Maximum heíght and breadth. Minimam strength of the hatehes (also according to class) as determined by the loadline convention, The criteria are based on the maximum height of a water column on the hatch, which is 1,8 metres. Deck cranes (combinable) = The deck cranes can be combined (in (wins). Main engine MDO All three cranes can lift up to 120 tons if they are extended 14 metres. If they are extended 30 metres, they can lift up to 50 tons. Position of the cranes: 2 on port side, one on starboard (fore). = 45mt IFO 380eST = 45 tons intermediate fuel oil 380 centistoke (Centistoke is a measurement for the viscosity). = marine diesel vil 60) (2) (3) (4) (5) (6) (7) (8) (9) ao) (11) 2) (13) (14) (15) : modem encyelopedia 39 5.5 Bitumen tanker Present flag Dutch Port of registry: Rotterdam Ship type: LPG (1) Carrier S.P. (2) 9.3 bar -48C 2PG (3) é [MO number: 9031985 Dead weight (summer draft): 3566 tons Cargo tank volume: 3200 m? Main engine Deutz SBV 9M 628 1690 KW at 900 rpm. Aux. engines: Deuiz/MWM TBD (4) 234V8 3x331 KW Type of fuel: MDO Total cabins: to Reguired minimum crew: 10 Explanation on (he specifications f the “Corel Actinia” 1 Liquid Petroleum Gas (2) Safety Pressure 3) Classification Notation (4) Turbo Gasoil Alter lengthening Anthony Veder's gas carrier "Coral Actinia” with 24.05 m enough space was provided to install a second cargo tank, increasing cargo capacity with 1000 m? to 3200 m'. 5.6 Chemical tanker Emo Type 11, Marpol - Amex 1 & JL (1) Built: 2000 Dwtm. tons: 6430 mt GT: 46TO NT: 1679 Speed: 15.5 knots Loa. HBO m Breadth: +7.00m Draft: 645m Cargo cap, 98,5 Gt: 6871 com Type steel: (2) duplex stainless steel Ice class: IA e Explanation on the specifications of the “Dutch Aquamarine” Exterior heating ot cargo tanks up to 80 “C 2 sloptanks cap. 206 ebm total (3) «1 Murpol requirements, Annex 1: oil products, Annex 11: liquid chemicals. (2) The tanks are construeted of duplex stainless steel. (3) Sloptanks are tanks that collect the tank washing water. Ship Kmonvledga, « modem encyclopedia 42 iomesledge, a modern enevclopedia 43 q E Eq mm o Passenger liners have been superseded almost entirely by aeroplanes. because of the large distances involved. However. after 1990 the number ot passenger ships that specialize in luxury cruises have increased enormously. 2 Classification of ships in types. In this overview types of vessels are calcgorized. It is by no means a complete overview, Some vessels can be placed in more than one category. 214 Ships for the transport of cargo and passengers Bale and unit cargo: Container vessels Heavy-cargo vessels Multipurpose vessels Cattle ships Refrigerated cargo: LPG/LNG carriers Conventional refrigerated ships Fishing vessels Bulk cargo: Crude carricrs Product tankers Chemical tankers Bulk carriers Roll-on/Roli-ofl: RoRo freighters Car and passenger ferries Recreation: Cruise ships Sailing/motor yachts aa pose support vessel (with anil A-frame) for the ledee, a modera encvetopedia 2.2 Other ships. Fishing vessels: Trawlers Other types of fishing vessels Vessels providing services for shipping: Seagoing tugs Harbour tugs Icebreakers Pilot vessels Coast guard v Research vessels els Salvage: Tugs Shear legs Diving vessels Barges Construction and infrastructure: Dredgers Cable layers Shear legs Nav Aircraft carricrs Cruisers Destroyers Frigates Submarines Mine sweepers Offshore: Seismic survey vessels Drilling rigs / Jack-ups Drilling ships Semi-submersible drilling units Floating (Production) Storage and Offloading vessels Shuttle tankers Supply vessels Construction vessels 3 Brief discussion on several types of ships. The discussion of the vessels below includes a general description, dimen- sions and other characteristics. For instance, important features for a containcr vessel are the maximum number of containers it can carry and the deadweight. For a passenger liner. the deadweight is not important, but the number of passengers is. A tug boat has to possess a high bollard pull, whereas that is not important for a dredger, A navy supply vessel, Comparable to a curgo ship / tanker A modern eruise ship A FPSO tanker 47  3.1 Multipurpose ships. Multipurpose means that these vessels can transport many types of cargo. These ships use hatcheovers as bulkheads as well as tweendecks in the bold. These hatcheovers can be placed at varying beights and positions. Usually the headledges and hatch coamings are of the same dimen- sions as the holds, which makes loading and discharging easier The holds are sealed with hatches using a variety of systems. Cargo like wood or containers can be carried on top of the hatches. Often the bulwark is heightened te support the containers. Possible cargo - containers - general cargo - dry bulk cargo like grain - wood - cars - heavy items (project cargo) Characteristies - dead weight (1 - hold capacity (m?, ft) - number of containers and their dimensions - maximum deck load (t/m?) - maximum wheelload (t) - lifting capacity of cargo gear Multipurpose vessels can be sub- divided into: - ships svith cargo gear (up to 120 tons lifting capacity per crane) - ships without cargo gear - coastal trade liners A multipurpose vessel can also be equipped with one or more ramps on the side of the ship. Loading and discharging can then commence through these ramps by forklifts. This is faster and less dependent on the weather. Ships with cargo gear. Multipurpose ships with cargo gear are heavier than comparable vessels without cargo gear. Às a result their carrying capacity is less. Some vessels can not pass under à bridge because of the height of the cranes. The advantage of such à ship is that she can work in ports and industrial zones where no cranes are available. Ship Knowledge, é modem enexelopedia Muiti-purpose ship “Schipppersgrach” with its om cargo gear and loading ramps b. Ships without cargo geue. Ships without cargo gear are dependent on the presence of loading gear in the ports and are therefore limited in their employability. «. Coastal trade liners In order to navigate from the sea into the intand waterways, coastal trade lincrs have a small draught; usually not more then 3.60 metres, a small air draught of approximately 6.5 metres and, compared to other ships of the same size, a large ballast tank capacity. Like inland vessels, coastal trade liners (also called sea-river ships) often have a hydraulically Multipurpose ship, no cargo gear, with hatch cradte Loa - 89.25 m Gr 2780 Breadih - 1346 DwWT 31 adjustable wheelhouse. When the ship has to pass under a bridge, the wheclhouse can be lowered. Masts must also be able to be lowercd. Coastal trade liner Loa - 106 m Depth - 5.6m Gr -2077 Max TEUS - 182 Breceih = FEMO pr Max T-3.5m DWT - 2580 tons Additional characteristics. - draught when loaded - vertical clearance when loaded - draught when not loaded - vertical clearance when not loaded. - ballast tank capacity 3.2 Container ships Since the 1960s the transport of containers has continued to grow, The specific advantage of the use of containers is that the cargo can be transported directly from customer to customer, and not just from port to port. The transport by water is just a link in the chain of transport. Container vessels have grown from a capacity of 1500 TEU (1966) to approximately 8000 TEU (2002). The sizes of containers vary. The 1SO-standards distinguish the TEU and the FEU, which may differ in height. TEU = twenty feet equivalent unit. The nominal Jength of these containers is: 20" = 20 * 0,305 = 6,10 metres. The actual length is 1.5(38mm) shorter, leaving some space between the containers. FEU = forty feet equivalent unit. The nominal length of these containers is : 40'=40* 0.305 = 12.20 metres. Possible Cargo - containers Characteristics - Maximum amount of TEUs or FEUs - Amount of TEUs or FEUs below the weather deck along with their heights - Number of container ticrs. - Presence of cargo gear - Open cr closed ship. There are two main types of container vessets: q. Big intercontinental container vessels up to 8,400 TEU (1999) b. Container feeders, starting at 200 TEU. 48 a. (Intercontinental) container ships Container vessels are divided into gencrations (see the table below). The big container ships can only go to the largest ports because of the ship's size and the transfer capacity of the port. Large container vessels usually do not have their own loading gear. After 199] ships without hatches were built, also called cellular vessels. Because there are no hatches it means that water can pour into the holds (tropical rains, seawater). Therefore special provisions have to be made for the bilge pumping systems. Advantages of cellular vessels: - more efficient cargo handling, which reduces the lay time and harbour fees, - guide rails, to keep the containers in position instead of lashings. - no hatch covers to be carried - high freeboard and strong construction due to the guide rails Disadvantages: - the high freeboard has an adverse effect on the GT measurement of the vessel - the price is high because of the amount of steel used and the intricate engineering Analogous to big tankers and bulk carriers, container vessels can also be classified on the basis of the passage that is just suitable. Nediloyd America, on open cellular container ship L = 266 metres = 32 metres, 3,568 TEL These designations are: - Panamax ships. Ships with a width less than 32.25 metres. They have the maximum width with wbich they can still pass the Jocks in the Panama Canal. - Post panamax ships. These ships are too large to pass through the Panama Canal, Since 1988 container vessels with widths excecding 32.5 metres have been constructed. - Suezmax ships have a draught of less 19 metres, which allows them to use the Suez Canal. The Suez Canal is currently being deepened, b. Container feeders Container feeders are small or medium-sized ships starting at 200 TEU that specializo in transporting cargo from small ports to large ports and vice versa, or for use in services which are not profitable for the larger container vessels. The feeders may be equipped with cargo pear. Often, multi purpose ships are employed as container feeders. Container feeder Generation period area of navigation containers. vessels 1 before 1966 local services near | Pre-lSO.L*b*h= Predominantly the coast, USA 35*17424* modified ships, with Australia Own cargo gear. z after 1966 Short international | ISO-standard. L= 20" services, USA, or 40, B=8', H=8'or | Container vessels of Europe, Australia, BG 700-1500 TEU Japan, etc.. 3 after 1971 Long international High cube High speed container and intercontinental | containers. H=9'and | vessels bigger than services 96 2000 TEU. 4 after 1984 Around the globe, Deviations from Container vessels also China, India and | ISO-standard. E.g. bigger than 3000 African countries, 1=45 TEU Ship Knowledge, a modem enexclopedia 49 - A system for the temperature control of sloptanks. Usually crude is not heated during the voyage. - The ballast system is completely separated from the cargo system. When a large ship like a crude-oil tanker is damaged by collision or grounding. vast amounts of oil can leak into the Therefore, regulations now require that such vessels have a double hull ocean. Possible cargo - Crude oil Characteristics - Carrying capacity (tons) - Tank volume (m?) - Discharging speed (mYh) - Maximum laden draught (m) - Product tankers “Product” refers to the products of refinerics and the petrochemical industries instead of crude-oil. Product tankers have a large number of tanks with a total carrying capacity of approximately 50,000 tons. The piping systems on a product tanker are different from the systems in crude oil tankers. Normally every tank has its own filling and discharge line to the manifold and its own cargo pump. Possible cargo - Oil products like gasoline, kerosene, naphtha, diesel oil, lubricating oil, bitumen - Vegetable oil - Wine - Drinking water Characteristics - Carrying capacity (t) - Total volume and volume per tank (m?) - State of tank wall surfaces 3.5 Chemical tankers There arc very suicl requirements and regulations for chemical tankers because of the toxicity and flammability of the typical chemical cargo. All cargo tanks are separated from: - the shell by a ballast tank - the engine room bulkhead by à cofferdam - the forcpeak bulkhcad by a cofferdam. Ship Knoseledge, a modem encyclopedia Product Tanker in Panama Canal This ensures that in case of leakage from one of the tanks, the crew and environment are not subjected to danger. To prevent mixing of incompatible cargoes, a cofferdam scparates tanks with different contents, A colferdam is a small empty space fitted with a sounding apparatus, a bilge connec- tion and ventilation. The size of chemical tankers varies between 2500 and 23,000 GT. The number of direction varies between 3 for tankers up to 6000 tons and 6 for larger tankers. tanks in transverse Possible cargo - Acids - Bases - Alcohol - Edible oils - Chlorinated alkanes - Amines - Monomers - Petrochemical products Characteristics - Carrying capacity - Number of tanks - Tank coating / Stainless steel Bulkcarrier Chemical Tanker 3.6 Bulk carriers Bulk carriers are ships especially designed to carry loose cargo in bulk. There are three types of bulk carriers: a. Handy size, 30,000 tons dead weight, often with own cargo gear, Cargo: precious ore, sand, scrap, clay, grain and forest products . Panamax. 80,000 tons dead weight, no cargo gear. Cargo: grain and ore Capesize, 160,000 tons dead weight, no cargo gear. Cargo: coal, ore. o e Bulk carriers are usually discharged by grabs or by suction pipes. Pouring the cargo through a shooter or via a conveyor belt does the loading. Bulk carriers have large upper and lower ballast tanks to give the empty vessel enough draught and a better beha- viour whilst in transit. 3  An ore carrier bei Ships transporting ore have a special design. Ore is very heavy. (stowage factor is approximately 0,5 mi) and thus ships only need small holds to be loaded completely, To prevent à too large stability the holds must not be situated too low or too close to the sides of the ship. Some bulkcarriers can also function as a tanker. This combination carrier is called an Ore Bulk Oil (OBO) carrier. Possible cargo - Coal - Ore - grain and other agricultural products - fertiliser - cement - light minerals Characteristics - Carrying capacity (t) - Cargo volume (m?y 3.7 Roll on Roll off - Ro-Ro carriers To facilitate the transport of mobile cargo, Ro-Ro vessels have continuous decks, spanning the entire length of the ship. As a result of this the vessel loses its stability rapidly if water enters the decks afer a collision or a burst side door. In connection with this. the safety regulations for these vessels have been sharpened in the last few (2003) by the sequirement of division doors, years The iweendecks of lhese ships are olten adjustable in height. Loading and discharging proceeds via the Ship Kmoutedge, a modem encyclopedia discharged by a lighrer ramps in the side or stern which also function as a driveway. Because the ramps may not be deformed too much, RoRos are equipped with an antiheeling system which automatically distributes water between two op- posing hallast tanks. To prevent the cargo from moving in bad weather, the vehicles are fastencd using a lashing system. During loading and discharging additional ventilation is required to get rid of the exhaust fumes, Ro-Ro curricr - Ro-Ro car and passenger ferries Almost all ferries transport both passengers and vehicles, whether they are navigating inland waterways or the occans and seas. The vessels usually shuttle between two ports on a very tight schedule. The passengers drive their own cars on board via a ramp, which is either part of the ship, placed on the quay, or a combination of these two. Ferries have the same type of decks as the Ro-Ro carriers, and iherefore they face the same problems when water floods the decks. Small Ro-Ro freighter with vehicles in the tales and on the main deck Possible cargo - Trucks - passengers -< - trains - trailers (with containers) Characteristics - number of cars or trucks - lane length - height between decks - number of passengers - carrving capacity 3.8 Cruise ships Exccpt in some archipelagos areas, as the Philippines and Indonesia, the traditional passenger líners have disappeared. International and inter- continental transport of passengers is now almost completely done by aircraft. The modern cruise ships are used for making luxurious holiday trips to distant countries and ports. On board there is a whole range of facilítics for relaxation like swimming pools, cinemas, bars, casinos, theatres ete. Possible cargo - passengers Characteristics - maximum number cf passengers - number of cabins according to size, luxury and location on the ship. Without exception, these vessels are equipped with very good air conditioners. Stability fins limit the rolling to 2º ultimately 4º. Even modern cruise ships with sails have no noticeabte list when sailing. The number of persons on board can be as high as 4000; the crew is half or two third that number.  Navigating through unknown territories on a luxury ship 3.9 Cattle ships Caule ships transport livestock such as sheep from Australia to the Far East. Northw Europe to the Mediterrancan. The holds are set up as stables. The silos wilh fodder are located at the main or Sheep are often fed automatically, while cows arc [ed semi-automatically: the dois mechanically moved from the silo to the deck where it is then distributed to the animals by mean of wheel- barrows. A network of conveyor belts and lifts dumps the overhoard. A proper air conditioning is required: at least 45 air changes per hour are necessary. To achieve a low stability cattle ships are very slender ships. This prevents the animals from breaking their legs when he ship experiences rolling, The slender shape of the fore ship also prevents too much pitching and cows from lower dec: manure Possible cargo - Livestock like cows, sheep. goats, camels, horses etc. Cotile Ship Ship Knowledge, « modem encyclopedia Characteristies - total deck area (m? - stable system - floor system - manure system 3.10 Yachts Yachts can be distinguished as motor yachts and sailing yachts with an auxiliary motor, These vessels are purchased by and used for: - private individuals for use in leisure time; these yachis have a length of 1010 20 metres. - Weallhy persons «who use the yacht às their (temporary) domicile, either for leisure or for representative purposes; - Companies which use the yachts for representative purposes: these yachts have a length of approximately 15 metres or more, - Private individuals or companie: who buy the yacht for races, - Large yachts uscd in chartering: the length ol these yachts starts ar approximately 15 metres. The building of large luxurious motor and sailing yachis is very similar 10 the building of commercial ships, but with more emphasis on the finish and appearance. Large yachts wilh a length of 25 metres and over are also called Mega- vachts. Possible cargo - hone or some passengers Churacteristies - dimensions - total sail area and nature of the rigging - motor power - number of cabins and number of berths - luxury - seaworthiness 3.11 Fishing vessels - Trawlers Trawlers are fishing vessels which drag their nets through the water. In pelagic fishery, the nets are sus- ce pended between the water surf: and the seabcd. In bottom fishery, the net is dragged over the scabed, which  two binged port and starboard halves, which separate when the load is discharged. These vessels are called split rail suction dredgers Possible cargo - sand - gravel - Stratum or clayish soil - (port) mud Characteristics - pump capacity - depth range - hold volume (the largest is 13,000 1?) - eurrying capacity split rail dredeer - Cutter suction dredgers For tougher types of soils, the kind that cannot be simply sucked up, cutter suçtion dredgers are used, These vessels rake the seabed with a rotating cutter and are often used in the development of new ports and new waterways. Cutter suction dredgers can be equipped with their own means of propulsion, but this is not always the case. Spud poles are used to temporarily fix the vessels. The dredgers then move in a swinging motion to deepen the hotom. The loosened soils are washed away through a dredging pump and a floating discharge pipeline to the soil destination, The soil can also be pumped into a barge thai can Cutter suction dredger moving around a spud pole Ship Knowtecdge. a modem encyclopedia A cable ship transport the material over larger distances. Cutter suction dredpers are never equipped with a hopper. Characteristics - torque and cutter power - pump power - presence of propulsion - presence of transverse propellers - length and maximum depth of suction head 3.15 Cable laying ships. a. Cable laying shi Cable laying ships are vessels, which can lay one or more cables on the sea floor. If the distance excecds the length of one cable, multiple cables have to be joined logether on board of the ship. These vessels are fully equipped for this task. The ships also have the ability to repair broken cables. Crucial in the cable laving process 18 that the positions of the cables on the sea floor correspond to positions on the map. Turthermore, during the joining of the cables, the vessel must be able to keep its position. For thesc reasons, cable ships are always equipped with multiple adjustable, and often also azimuthing. propellers in com- their bination with DP and DT (dynamic positioning and tracking). Possible cargo - new cables - old cables - repair equipment Characteristics - carrying capacity (1) - engine power - details of DP/DT installation 4 cable ship 3.16 Navy vessels ircraft carriers aft carriers are medium-size to large vessels suitable for aircraft and helicopters to land on and take off from, q - CTOL (Conventional Take Off and Landing) Aircraft carricrs usually need catapults, driven by steam power to allow the aircraft to take olf and an angled deck with brake- cables to recover the landing airerafi, An aircraft carrier - STOVI. (Short take-off and vertical landing) aircraft carriers are smaller than CTOL.s, They use à sort of ski- jump for greater lift during take-off and do not have the auxiliaries that CTOLs have. - Cruisers Cruisers mostly have a displacement of more than 10,000 tons and are sutlicientIy armed to operate on their own Tasks are surveillance, blocking, protection of convoys and supporting large fleets Cruiver - Destroyer A destroyer is smaller than à cruiser but is also fitted to operate independently. These are multi- functional warships designed to fight submarines and surface vessels and to escort convoys. -Frigates Frigates are very versatilo warships. They are suitable for air defence, anti-submarine warfare and surface warfare. They have a wide array of sensors, communication devices and Ta numbers of sonars, There are several different weapon systems on board which are controlled from the command room and can follow and Ship Kmondedge, a moderm encyclopedia anack a target fully automatically. Frigates are often equipped with a helicopter landing platform. The ships have a lengh of about 130 metres and a crew of 150. The sels are lightweight, highly manoeuvrable ships with a large propulsion power gas turbines) divided over two engine rooms. At a speed of 30 knots they can come to a complete stop within 1.5 ship-lengths. Frigate - Corvettes Corvettes have a displacement o 700 to 2000 tons and are well armed, They arc best equipped to act in regional operations and are seldom used for long-range operations. Corvegs - Submarines Submarines are hard to detect and therefore very popular in the navies worldwide. Types ure: - Ballistic Missile Nuclear Submarine (SSBN), large submarines (120-170 metres) armed with ballistic missiles. These vessels are part of the strategic nuclear deterrence force of the superpowers. Tbey can stay below the surface for months if necessary. Subicrine - Nuclear-powered Attack Sub- marine. (SSN) Large submarines between 70 and 150 metres armed with: - torpedoes. against surface vessels and submarines - underwater-to-surfas (USM) again: -cruise missiles against land-based targets - General purpose Diesel- Electric Submarines (SSK-SSC) Small to medium submarines armed with Lorpedoes and USMs. The propulsion is provided by propellers getting their power from large batteries (accumulators). In order to recharge the batteries with their diesel generators, SSKs/SSCs have to snorkel (submarine at periscope depth) at regular intervals, missiles surface vessels - Fast Attack Craft (FAC) FACs have a displacement of less than 700 tons, a specd of 25 knots or more and are designed for fast hit-and run tacties within à range of 100 miles from the coast - Offshore Patrol Vessel (OPV) Ships with a displacement of approx. 700 tens that can patrol the waters of the Exclusive Economic Zone (BEZ) tor an extended period of time. Usually an OPY is lightly armed and equipped with a helicopter deck which enhances their patroiling eupabilities. - Mine Counter Measure Vessels (MUMV) An MCMY is any vessel that is designed to locate and destroy mines. The main types are: - Mine hunters (MHS). These vessels are equipped with several iypes of mine detecting sonars. They usually have u Remotely Operated Vehicle (ROV) for investigation of a sonar 58 contact and the delivery of a mine destruction charge, - Vleet mineswceper (MSF). This type of vessel is capable of towing means to swsep anchored as wolf as bottom mines with acoustic, magnetic or pressure ignition. Mine hunter - Amphibious ships. Vessels designed to deliver an ampbibious force to a coasta! operation area. Embarked landing eraft or helicopters will be used for disembarkation of the force. There are many types of Amphibious ships. - Landing craft. Landing craft are smaller than amphibious craft, designed to sail towards a beach and allow vehicles. troops and equipment to leave the ship via a ramp at the bow of the ship. They can not operate in rough conditions and are usually transported to the area of operation in an amphibious ship. Support vessels. Ships like: - Intelligence collection ships (AGT), A ship designed to gather information on other ships and coastal installa- tions in other countries. - Replenishment Oiler (AOR). This ship can carry water, stores, fuel and ammunition and can supply these goods at sea, - Hydrographic survey ship (AGS) À vessel uscd to survey the bottom of” the sea to make charts for navigation. - Oceanic Research Ship (AGOR). This vessel gathers information about the physical and biological qualities of the sea - Rescue and Salvage Ship (ARS). Comparabie to a seagoing tug, with the equipment for fire fighting. Ship Knenledge, a modem encvelapedia Two hiydrographie survey ships 4. The “Maritime” Offshore 4.1 Introduction As our world continues to expand in population and the use of energy consuming applications is ever growing and growing, this makes us more than ever dependent on “energy”. As à consequence, nowa- days oil and gas are still our most important source of energy. Wilhin the world of oil and gas, Crude oil is called “Petroleum”, Petroleum is a combination of the Greck word PETRA and the Latin word OLEUM, “Petroleum”. literally means “ROCK OIL”. Crude oil actually comes from rocks (the oil is entrapped within rock formations and the different layers of rocks). Most of the oil and gas is found within the so- called Sandstone and Limestone layers. According to sciemists, oil and gas come from the remains of Plants and (minuscule) animals that lived and died in the sea, milfions of vears ago. Ás time passed, large amounts of sediment covered the organic material, The increasing weight of these overlaying sediments resulted in tremendous pressure and heat on the organic material buricd below and transformed this organic material during millions of years into oil and gas. Parallel to this process the surrounding organic material tran: formed into sedimentary rock e.g. sand- and limestone. 4.2 The early developments Im the early years of 1800 whale oil used for ilumination and lubricating purposes. Around the year 1850 this oil became very scarce and expensive as whales in the USA waters had nearly been hunted to extinction. As à consequence people were anxicus to find alternatives. Around these times an oil well near Titusville, Pennsylvania was found where oil spontaneously came to the surface of the land. Mt licerally leaked out of the rocks which inspired a man named Colonel Drake to recover this “rock oil” and sell it as an inexpen- sive substitute for whale oil. Proper recovery of the oil by simply collecting from trenches did not work out well. This finally - after some vears of trial and error - resulted in 1859 im the carly technique of drilling to collect the oil from its point of origin, initially at a depth of 2) metres. In 1897, this was followed by extensive successful drilling on the beach and extended to approximately 90 metres in the ocean on the coastline of South Carolina, the first sleps to offshore activities! was Exactly 50 years later on the 4h of November 1947 the first real offshore oil was found out of sight of land in the Gulf of Mexico, 9 seamiles offshore in a water depth of as little as 6 metres. From then on over the last SO years progress has been revolu- tionary. Offshore oil and gas develop- are now taking place in over 40 countries, hundreds of kilometres trom the shore in ever-increasing waterdepths. ments 4.3 Definition of “Offshore” The word “Offshore” in the Oil and Gas Industry refers to industrial activities in open sea, starting from the search (exploratiom) of oil and gas to production (exploitation) and transporting them to the shore. The Offshore is part of an industry that actually designs, builds and operates the offshore structures to allow the execution of offshore activities.  b.2 Drilling ship A ship-shaped drilling ship is used for dtilling exploration and production wells in medium 10 deep water (from 150 ta 3000 metres water depth) A modem driil ship can obtain au average speed of 14 knots in transit with a high driling equipment storage capacity. The vessel is ideal for drilling consecutive wells in different parts of the world. To maintain position during drilling operations the ships are either anchor moored in an anchor pattem or rely on dynamic positioning (DP). depending on the water depth. Semi-submersible drilling unit in drydock 1. Drilling derrick 2 Deck 3. Columas 4, Blisters 5. Cross brace 6. Diagonal brace 7. Anchor racks 8. Anchor winches ton comer edges) 9. Lifebout station 10. M.O.B. Boar H. Deck cranes 12. Floater 13. Sponson (addional buoyancy) Ship Knonledie, «modem encyclopedia semi submersible ut operational draughr 1, Dnilling derrick 2. Drill floor 3. Riser and pipe storage 4. Supply handling board crane 5, Accommodation / helideçk / lifeboat stations b.3 Semi-submersible drilling unit A semi-submersible drilling unit is used for drilling the exploration and produetiou wells in 150 - 2,500 m water depth. Anchored units can operate in max. 1500 m water depth. Dynamically positioned vessels can operate independent of water depth (up to around the year 2000 drilling was performed in max. 2,300 m water depth). An important advantage of the semi- submersible type in comparison with the ship-shaped type drilling vessc! is the better motion behaviour of the unit in harsh environments which can give an extended working window «d/f2 Crane vessels These are semi-submersible barges or vessels. equipped with one or two heavy-duty offshore cranes. The largest crane vessels are the Semi- Submersible Cranc Vessels (SSCV). The maximum hoisting capacity is today (2003) 7,000 tonnes per crane, The vessels arc used for transpor- tation and installation of large modules (weighing up to 12.000 tonnes) of fixed offshore platforms. The base of the platform (called jacket) is either launched from a barge or lifted onto the sca-bed by the erane vessel prior to installation of the topside modules. After installation of the jacketit is firmly connected to the seabed by steel piles, that are driven down by large hydraulic hammers suspended from the offshore cranes. More recently the crane vessels are also used for the removal of offshore platforms when the oil/gas reservoirs are depleted. Some crane vessels also have pipelaying facilities. Dual purpose semi-submersible crane vessel for heavy lifing/instalianion and (l-tay) pipe laving Crane vessel instalting fixed platforms Ship Knonvledge, à modem enexelopedia 1. J-lay tower 2. 3,000 tonnes crane 3. 4,000 tonnes crane 4. Crane A-frame 5.Jib 6. Storage barge 7. Supply vessel / tugboat 8. Accommodation / helideck / life- boat stations 9, Pipe storage rack Module: E ' On top of a jacket, various items O ereta 63  Fixed production platform e.2 Tension Leg Platform (TLP) The Tension Leg Platform is used for drilling and production purposes. The unit resembles a semi submersible drilling unit and is attached to the sea floor with tensioned steel cables, The buoyancy of the platform applies tension 10 the cables. The advantage of the TLP is the economical aspect in comparison with the fixed platforms, specifically for decper water. In case the production in a particular field goes down, this platform can be re- used in other locations. «3 FPSO (Floating Production Storage and Offloading vessel) An FPSO is a floating unit, which is installed on or in close vicinity of an oil or gas field for receiving, treatment, storage and offloading of oil and/or gas to a shuttle tanker. [tis connected directly with the vil/gas reservoir below. Ship Knoncledee, a modem enexclupedia el Fixed Production Platforms. Fixed Production prefabricatei onshore, transported on barges to lheir final production locations at seu and subsequently they are installed and completed to facilitate the actual oil / gas produc- tion. The platform can be subdivided into the following main components: Platforms are - steel jacket or concrete substructure - deck - modules - drilling derrick - helideck - flareboom Most plailorms stand in water depths varying from approx. 20 m to 150 m. hest jacket ever built was for depth of 442 m. 1. internal turret (riser connections of flowlines coming irom the scabed . Mare boom + 2 TLP on location connected to the 3. topsides oilieell(s). giving its oil to the temporarily 4, accommodation / helideck / mopred shunle tankers, Water depth 350 lifeboat stations si — lifeboat metres 5. olfloading hose 6. shuttle tanker FPSO with shuttte tanker behind 64 Platform Suppls Vessel ge Anchor Handling Tug (AHT) An anchor handling tug is used to set and retricve anchors of moored offshore units and for towing these units, The AHT often looks similar to a PSV, but has a shorter aft deck and an open stem with a stern roll to be able to pull anchors on the deck. If the anchor handler can also function as à supplier it is called an Anchor Handling Tug Supplier (AHTS). (see illustration chapter 1, section 9) g.2a Diving Support Vessel (DSV) Diving support vessels are used to support divers doing inspection, construction or repair work on subsea structures. To facilitate the diving operations DSVs have diving beli(s) aud decompression chambers for the divers. A moonpool is uscd to lower divers or subsca tools. Such a subsea tool is the Remotefy Operated Vehicle (ROV), a self- propelled robot for inspection or construction and repair work, Usually the ROV is connected by an umbilical to the support vessel. underwater DSVs are anchor moored or dynamically positioned. Wien working with divers, very strict requirements to the anchor mooring or DP system apply. as a driltcoff of the DSV could bring the divers in danger. Therefore DSVs have to comply with the highest DP standards (DP class 3). Ship Rmenslentge, «a moderm encyclopedia g.2b Multipurpose Support Vessel (MSV) A multipurpose support vessel is somewhat similar to a diving support vessel, but has no facilities for divers. Without diving operations, the DP requirements are less stringent. MSVs can be uscd for a large variety of tasks like: -survey work (e.g. seabed, pipeline, subsea structure): -(subsca) construction, installation and maintenance or repair work; -trenching of cables or pipelines: -instalation of flexibles; -well intervention and workover services. MSVs typically have a relatively large accommodation, à heli-deck, a flat work-deck aft, (heave- compensated) crane(s) and/or an A- frame aft and moonpool(s) for controlled lowering of ROVs or other equipment. The vessel can be ship- shaped or of the semi-submersible type. Often an MSV also has facilities for divers and can work as a DSV. g.3 Standby vessels and chase vessels Standby vessels stay in the neigh- bourhood of platforms or offshore operations to perform rescue opera- tions in case of emergencies, Chase vessels are used to chase ships away from platforms, offshore operations or seismic survey vessels and for supply operations. Of course these tasks can be combined in one ship. Often converted fishing vessels are used for this. Chase Vessel 67 Ao Preliminary work 'The application for specification | The preliminary sketch The tender MT) The estimate of coustruction À Design and construction Design department 2.2 Specialist knowledge 2.3 Planning 2.4 The production 2.5 The logistics É 3 Delivery 3.1 Sea trials 3.2 Period of guarantee  Profile — Ho DEL nn Boatdeck >>> A general arrangement plan for a oilfgasichemical ranher Ship Knowledge, a modern encyclopedia 72 PES E E VIVA Ship Knowledge, a modern en Lengihoa. 13995M Length pop. 13470M Rule lenght Bur Ver. 13231M Breadih moulded 21.00M Depth moulded 10.60 M Draft summer fiecboard CA. 8.06 M Design Draft 630M Deadweighr (6.90mir) appr. 11700 ton Dendweigbr (8.06 mtr) appr. 14800 ton Drafê scantling 810M Total engine ontput sa00kw Service speed 14Kn Grosstonmage approx. 8550GT caracmis 00 Cargotanks 100% appr. 16000 m3 Slobtank apr. 380m3 ; Washwater /ballasttank appr. 247 m3 Ballasr water appr. 6014 m3 Potable waser apr $9m5 HFO apr. 725m3 Gasoil appr. 4m3 CLASS: BUREAU VERITAS CLASS 1 & OJLTANKER / CHEMICAL TANKER TMO 1, Unrestricted Navigation t association with a list of defined chemical cargoes, sailing under French flag) & AUT-PORT e AUTUMS * MACH * BOILERS * Eu ESP,SYS-NEQ.I, JG, AVM-APS, MANOVR. WIZ. M fAddod venthatoh for FER 260202 | MAH [NIIZ.: L [Update crossview rm 1950202 [WIIZ.: X [Balfastanh | devided in 2 TT 210002 WIZ: T (General update 1160002 JZ.: T KGeneral update [30-01 VUZ.: H General update afiship no AA 001 VIZ: 6 [Ventilation channeis ER. 180701 [WIIZ.: F fPorecastel deck and gen. update azho7om [Manifold crane moved. 27/06/01 [Corrigated! bulkhead f. 50 25foejo! [General update 25/06/01 [decktamos, postition bullkhesds, pos. domes [230601 IMAK tumo's 18/05/01 26 Rue de CAMPILEAU 33520 ERUCES (FRANCE) Ti (BS 61H / For (1) 56 S7 Be 74 / fee SEE Petro General Arrangement EEE e mim Niestem Sander by fracos 1000 MERO Bmtasst6 Tem peso Sra eme e pt RERAONAL Era Hindu T 73 1.3 The tender After having studied all the offers, the shipping company will make a definitivc choice for a particular design. This leads to à preliminary estimate of construction or preli- minary building plan, a document that may be as large as 200 pages. The preliminary building plan is then sent to two or three shipyards for an offer. This procedure is called a tender, and participating in it is called “to tender”. Sometimes the EL demands an “open tender" in which other shipyards. if they are from the EU, can partake. It can sometimes take months for the shipyards to caleulate an accurate price from the tender. but they still do not receive any money, there are still no obligations. Finally the order will be granted to one of the shipyards. In this choice, not just the price is taken into consideration, but also other factors like the reputation of the shipyard (working within budget and time) and if the shipyard has constructed a vessel for the shipping company before. 1.4 The estimate of construction After this preparation, often lasting a year, the parties involved sign the final building contract, The building contract establishes all the legal positions and commercial conditions between the shipyara, the shipping company and often also the financier. Now that the building contract has becn signed, all the parties have obligations that start with the down payment and end with the delivery on completion and the final payment. Within the contract there will be à provision to allow [or adjustment of the price should any changes be made to the original design at some stage during the building contract. For any alterations or components of which the price is unknown the price will be estimated and included with any other estimates. The payment will be settled at a later date in accordance with the provisions made within the contract, Part of the building contract is the estimate of construction, which Ship Knowledge, à modem encyclopedia describes the ship in detail and has a fully claborated general arrangement plan. The shipyard assigns a yard number to the future ship, which is stated on all the drawings and documentation. At this point the clock starts to lick for the lime of construction. 2. Design and construction The building time, as agrecd in the contract, comprises the design phase and the building phase. The building time varies between 6 and 24 months. A building group is formed by the shipping company and the shipyard who both appoint people, who are , each person ir his or her own field of expertise, responsible for the entire building process until the delivery. 2.1 The design department (engineering) The design department is often called the drawing office, even though nowadays there is not a single drawing table to be found. The ship is worked out in detail in construction drawings (or sheer plan or working plan) and floor plans. The schemes of all the mechanical, — hydrauhe, pneumatie, and efectrical systems are detailed and the accommodation is dravn in Certain essential drawings have to be submitted to the classification society where the ship is to be registered. And even though people from the shipping company are in the building group, some drawings stll need approval from the management of the shipping company. Furthermore, the whole of the design has to live up to (legal) demands of the classification bureau, who regularly send their inspectors to the shipyard to assure compliance with jnitially approved drawings. There are shipyards that have a small design department. They will contract the design out to an independent marine engineering office, or they will co-operate with other shipyards, The working out of all the details to a complete and approved set of drawings takes tens of thousands or even hundreds of thousands of hours. This is costly: as a rule of thumb up to 10% of the total building price is estimated, In many countries there exists a good co-operation between the various shipyards. and standardisation has led A cross-section on a screen to a better match of products and computer-programme. This makes it increasingly easy for shipyards to build parts for cach other. 2.2 Specialist knowledge For certain difficult areas of design, specialist rescarch and engineering firms are approached. These firms will produce work for: = the optimisation of the shape of the ship - caleulations on noise and vibrations - the optimisation of the propellers. dueis and rudders Research on the shape is done both by computer calculations and results of model testing in one of the model tanks. The resistance curves for example are obtained by measuring the required propulsion power at different draughts and speed. in addition to this, research is done on the influence of swell on the specd, the necessary propulsion power, navigability, the rolling and pitching behaviour and manoenvrability. in the case of very large ships. research is done on the extreme forces and mements cf inertia that arise in the ship in case of heavy swell. The optimisation of the ship's shape is a very Iaborious task where measuring and caleulating go hand in hand. 74  Ship Knowledge, à moderm encvelopedia Amitiship section, is formed by two side paneis and a bottom panel Panels and sections oj a ship 77 2.4 The production A ship is constructed in various stages, which can sometimes overlap: - pre-treatmem - building by panel - building by section - building of hull and deckhouse - painting - launching - fitting out and subseguently completion - trjals at the shipyatd - sea trial Automation 9f the steel construction has led to more efficiency, Further more, the designers will design the sections in such a way that as much welding as possible can be done by welding robots. Building by section enables parts of the double bottom, the foreship and the aft ship to be welded whilsi Iying upside down in the workplace. This way of welding produces à uniform quality of the welds within less production time, Because access to the different sections is much more restricted when they are joined together, the sections are completed as far as possible prior to the joining. This means that piping systems, tanks, filters and other small auxiliaries arc all placed in the section before the joining of all the sections. ITATIAIA A - view in an assembls shop The building of a ship used to begin with the placing of the keel followed by the keelplate. The rest of the construetion was then connected to ss YR Rm The first botam segment is places. Ship Knowledge, a modem enevelopedia this. Nowadays, laying the keel means that the first bottom segment is Placed in the assembly hall, Subsequentiy. the other sections of the ship are then builtto or on this. At this stage, the production is well underway. Modern shipyards do the actual building in large indoor assembly halls where hey use pre-painted steel plaies. After welding the plates, the joints are immediately painted. Several factors determine where he ship will be finished. The finishing is either done in the assembiy hall or at the fitting out dock. In some cases the deckhouse can not physically fit into the assembly shop. And if the Iaunching of the vessel is going to be an end-launch, the vessel should have the minimal amount of weigh on board. The launehing is always an exciting moment because at the moment the ship is launched, there is no way of stopping it 78  RR Add An endeunch A side-launch In end-launches, the ship acqui much speed that it takes a lot of cffont to stop the vessel in the water. In side- launches, the ship can bounce back against the wharf, especially when the water level is high, The ship does not gain much speed, hut instead produces very high waves. After the launch, the final touches like masts, hatches, sometimes the engines, funnel, ventilation shafts, cranes etc are added to the ship at the fitting out dock. Finally, the cabins and other spaces are furmished and the inventory is brought on board, When the ships electrical wiring is ready, it is connected to the shore supply to get a voltage. After this all the engines, generators and auxi- liaries are brought on line and the ship can then begin to function independent from the shore. Upon completion of the vessel in the shipyard atl the final testing will be conducted at the shipyard with the exception of items which can only be Ship Knowledge, a modem encyclopedia tested during sea trials in open sea. Final testing at the shipyard is related to electrical systems, engines, gene- rators, pumps. technical equipment, life-saving equipment and a light weight / stability test. Final testing in open sea is mainly related 10 final testing of machinery under working conditions, fuel consumption, vessel's speed, rudder tests and anchortests. In principle all these tests will be conducted in the presence of the owner's representative(s), classifica- tion surveyor(s) and - if applicable - National Authority representative(s). Next is the first, technical, sea trial, which can sometimes take up to 2 days. This is the first time that the ship leaves the shore and is completely self-reliant. The ship as a whole and all of its parts are extensively tested and all the results are carefully recorded. The classi- fication society and the Shipping inspectorate are also present to sec if all the legal demands are met. In general, these trials are usually successful, but there are always small imperfections which can be amended during or after the trial. How the ship exactly behaves in open sea will become clear when the ship is in use; however, the speed and fuel consumption of the empty ship can be measured during sea trials. 2.5 The logistics More and more shipyards advertise shorter delivery periods, and more and more shipping stipulate that. Im order to facilitate this trend, lots of shipyards contract other shipyards to build parts of the ship. It is also common that the hull of the ship is construeted in cheaper countries and that the hull is fitted out and completed locally. But even without these measures, all the semi- finished parts must be ready for the next phase of construction to commence. Besides, all the purchased parts must be ready in time, but not too early because of the costs for storage and the loss of interest. Keeping the construction process manageable requires that à companies The main engine (70 sons 1 is brought om board fastullasien of u complete deckliease, white toe sli x cal alte Sitting ont dock proper overall planning of the projeet in terms of technicalities, logistics and finance should be available any time of the day. Such a management system integrates and controls data from the preparation, design, pur- chase, stocks. production, admini- stration and project management, 79  Forces on a ship General Longitudinal strength Shearing forces Explaining bending moments Longitudinal reinforcements The loading programme Torsion of the hull Local stress Panting stresses Pitching loads Diagonal loads Vibration Joads Docking loads Ship in waves Stiffening Purpose of stiffeners Longitudinal framing system and transverse framing system SHIP KNOWLEDGE A MODERN ENCYCLOPEDIA SHIPWISE THE SHAPE OF A SHIP RR CRS ET TO INTER TOO UT NR LE NC UI CON ERON CONSTRUCTION OF THE VARIOUS RUA CLOSING ARRANGEMENTS GRU AG LOADING GEAR marta ANCHOR AND MOORING GEAR ext 106 7 () NNE NO] PROPULSION AND STEERINC Rae VON VER [A MAINTENANCE AND DOCKING EP! RE SEER CHAPTER 5 QUEST ARE WWW.DOKMAR.COM Ship Knowledge, a modem encyclopedia 1 General There are many forces acting on a ship. How they act is largely determined by the purpose the ship was built for. Forces on a tugboat will be different from the forces acting on a container ship. The types of forces that occur in waves are the same for every ship but the magnitudes and points of action depend on the shape of the ship below the waterline, The pattem of forces on a ship is very complicated and largely depends on the following parameters: the weight of the empty ship the weight of the cargo, fuel, ballast, provisions, etc. - ice - hydrostatic* pressure on the hull applied by the water hydrodynamic* forces resulting from the movement of the ship in the waves vibrations caused by engines, propeller, pitching - incident forces caused by docking, collisions These and other forces cause the ship to be deflected. When the force stops acting, the ship will regain ils original shape. Every ship is different and some have more or less of this Iexibility. If, however, the forces execcd a cerain limit, the defor- mation can be permanent, Assttip with heel in am unstable situation. 2 Longitudinal strength 2.1 Shearing forces When a ship is in calm water, the total upward force will equal the total weight of the ship. Locally this equilibrium will not be realised because the ship is not a rectangular homogeneous object, The local *Static and dynamic The concepts static and dynamic are widely used in this and other chapters. Static means that the work done on an object is absorbed immediately. Dynamic means that the work done on an object is absorbed gradually. Examples of static: - Aswing with a child is slowly pushed forwards from rest. This is a static movement because the force exerted on the swing is absorbed instantancously, - Acrane on a ship is loading a ship with cargo, As the cargo runner is stiffened, the ship lists slowly. This is a static movement because the ship absorbs the force that Jifts the weight instantaneously. Examples of dynamic - The same swing is pushed forwards suddenly, The weight of the swing cannot absorb this sudden burst of force and gets out of control. This is a dynamic motion. - The same crane has lifted the weight several metres, The weight suddenly snaps and falls on the quay, This causes the ship to list violentIy to the other side. The ship is unable to absorb the sudden change in weight and, as a result, acquires a dynamic motion. 84 The mean resultant per compartment is given as a vector on the line below. The load eurve gives the difference of the up- and downward forces per metre at each point on the baseline. The sum of the areas above the baselinc and the areas below the baseline should be equal. The shearing force curve gives a sum ofthe shcaring forces on the right part produced by the left side, going from left to right. If the direction of the force is changing (from upward to downward or vice versa). the shearing force curve will change from rising to falling or vice versa, The shearing force curve has an extreme value at the points where the direction of the force is changing. Converting the load curve to 4 shear force curve is fig 4 calm water resultant I t load curve sheering force curve 2 a gude bending moment “ad Ship Knowledge. a modern encyclopedia called summing. The sum of the areas above the baseline has to equal the sum of the areas below the baseline. The shearing forces are expressed in tons. The bending moment is determined by summing the shearing forces going from left to right. The bending moment is expressed in tonmetre (tm). If the shearing force curve changes (rom rising 10 falling or vice versa, the bending moment will bend at the bending point from “hollow” to "round" or vice versa. When the shi crosses the bascline, the bending moment line will change from rising to falling or vice versa. The ship will ing force curve fig 5 wavetop take the shape of the bending moment linc if this has only one extreme (maximum) value. The situation in figures | and 2 is called a hogging condition and the situation in figures 3, 4, 5 and 6 is called a sagging condition. Around the half height of the vessel there is a “neutral zone”. Here there are hardiy any lension or compression stresses. However. especially at the ends of the vessel. heavy horizontal shearing stress can occur.  2.3 Longitudinal reinforcements The preceding shows that the biggest stresses occur in the outer fibres: in the shear strake, bilge strake, upper strake of the side bulkhead and bottom strakes. This is were the thickest plating is applied. The pictures above show a view that clearly emphasizes the difference in plate thickness between the upper strake of the side bulkhead and the side bulkhead just below it. In this ship (container feeder) the upper strake of the side bulkhead is about 2.5 times as thick as the continuous side bulkhead. The place where the plate thickness changes (from 22 mm to 9 mm) is called the taper. 2.4 The loading programme When the ship's officer has entered the weight of all the items on the ship into the loading programme, the computer can calculate the stability, shearing forces and bending mo- ments. The program compares the present situation with (he regui- rements and regulations of the classification bureau and the proper authorities. The following pages contain a number of examples of loading situations as the computer on board depicts these. The situations have been greatly exaggerated for elarity. Of the total loading programme, only a few (shortened) pages are shown. Ship Knowledge, a modem encyclopedia Situation 1 Only the holds in the fore and the aft ship are loaded, resulting in a great hogging moment. The graph shows that the bending moment reaches the Jimit for seagoing condition. There- fore, this is a dangerous situation. During (un)loading in port this bending moment is still allowable. The difference between maximum allowable bending moments at sea level and in the harbour comes from the additional bending moments due the waves at sea. Situation 2 The cargo is distributed equally over the whole ship, resulting in modest shear forces and bending moments. Because part of the cargo is placed on the main deck, the initial stability (GMO) is negative. This means that the centre of gravity (G) is above the metacentre (M) when the ship has no list. When the ship starts listing M will move upwards due to the widening of the waterline till it reaches G. In case of an increasing difference between G and M the ship will eventually capsize. Situation 3 Only the holds in the midship section are loaded. Because of this the ship experiences a large sagging moment. The maximum bending moment exceeds the acceptable bending moment for seagoing condition at Ya L (frame 108) by 29%. In port this is still permissible. See also the table “strength summary" and the graph of bending moments. Explanation of the above pictures: 1, Upper strake side bulkhead (22 mm) 2. Main deck or gangway (14 mm) 3. Longitudinal or side bulkhead (9 mm) 4. Deck beam (HP-profile) 5. Deck beam (flat bar) 6. Longitudinal frame (HP-profile) Web frame with plate stiffeners around manhole. 8. Inner side of the shell with stringer. 9. Stringers on the side bulkhead. a 88  Maximum pressure Minimum pressure = TTTT——"ÕõÕ—. Pressure distribution for a hogging condition Maximum stress Minimum stress Global stress level (equivalent stress) for a hogging condition ui computer simulations which she the tension and compressive stresses in hogaias condition. Ship Knomledge, à modern encyclupedia 89 Situation 2 oe TANKIOR LE eae 4» ——— Lightwelght | E L nn > Deadioad 06 | 05 04 o || o 01 | as E | | | a o tia 4 24[D>—47 se 1B 1A dl—+ EE ee su fe fo BA, MEMA SEA PPA 15 e Buoyancy O OLimit, Harbour 1000t | SHEAR FORCE XxLimit, Seagoing — Actual 209 o xXx x O0OLimit, Harbour 10000 tm | BENDING MOMENT xxLimit, Seagoing > Actual da a Rc Ship Knowledre. à modern encyclopedia 92  cz (m) + + ! à 6 19 1 O 0 TD meei(y) Trim=0 Shear Force and Bending Moment Results Distances Buoyancy Lightweight Compartments BreakBuik Bays Strength fromAp. fromOX Wah Moment Wght Moment Woht Moment Wght Moment Wght Moment SF BM m m t tm t tm t tm t tm t tm t im 3601 72851 o D º 0 o 2.0 0 º o o 0 7.800 61.450 470 -31165 401 28598 220 14265 o 0 0 150 488 34.625 34625 -3747 182130 1798 97873 361 20887 842 31981 482 19448 -284 -2098 51.200 18050 -6737 -260427 2914 125683 613 27147 2633 8197 882 31066 306 -B54 74.300 -5.050 -10983 -288729 3891 132865 1333 31553 4103 90039 1540 33779 417 -1081 90.025 -20.775 -13402 258328 4788 122453 1631 27841 5197 75300 2037 ars 251 318 110.860 41610 -15406 -198358 5308 102487 1742 25332 5773 60624 2390 16152 «105 1882 133900 64650 -16197 158411 5934 74204 1747 25023 5853 56719 2646 3840 47 E 146501 -77.251 16340 -148428 6089 63392 1752 24681 5853 56719 2646 3840 27 STRENGTH SUMMARY DERoIENciT SUMMARY Shear Forces Bernding Moment wo TO vs Stomípes) Frame From % of permiss % of permiss t o q pr agora Ji SAO, Ar CoNTANERS aué 18 as ma (us) mo uss 2 42 10 2008 4 5 contamens 24 1 om um una 57 38600 neo 7º.5 3060 5 4 ERR ssa do Gm mm 45 o amo 2 1 4 2 6 4 “ass ; crewanoeroRES 13 ses 000 15 am 5 Emo E e | ae dê do E s2 eso 9 2 14 550 4 FRESH WATER aê mo om so Do Bm mile 3: meceuaneoos “o dd o dê E o E DEDE 0251 650 08 som se 180 00025 291 10 8 38 40 Usem sogs nat 00 am 8% 142 98100 mw 6 5 256 5 5 DISPLACEMENT qõ34o 20 Om De de 150 103850 qo2 2 28 7.5 PE ao 160 110060 105 4 3 J82 6 4 11 118400 qa ds no 4 3 188 130300 Boto dem 1 Maximum 36 12 10 2 5 Position (m) 120 346 52 4159 1098 1038 Ba) SC TASB SC BE-SA 20-28 2€-28 HYDROSTATICS & STABILITY DraughtAP 11.07 m GM solid Ma m KMT 9.72 m Draught M. 864 m Correction 002 m LCB 271 m Draught FP 620 m GM fluid mM m LF 6.88 m Trim 487 m GM req. 0.15 m Immersion 24 tem Air Draught 25.85 m Heel 10.6 “PS TrimMom 192 tmicm Propo.Ratio 143 % Rollp. 40.1 sec. (Values above for trim=0) Ship Anoneledge, « mudem enevelopedia 93 Situation 3 o o o opsek — — UPPER DECK Tangror ADEck - DES — Cargo 100 tonim. —— Tanks a t N — Lightwelght > Deadload f s | HA u , HIFSA q tt 02 M f= B A 2C, 28 2A 1B 1A EE 5 —— Buoyancy o SLimit, Harbos | 1000t | SHEAR FORCE x Limit Seagoing | ] — Actual to | 4 | 2 ooLimit, Harbour 10000tm — BENDING MOMENT »exLimit, Seagoing — ooo — Actual do oo So o coa. Ship Knowledge, à modern encyclopedia D4  5 Ship in waves These figures, made by computer simulation, show exaggeratedly how a small container ship in heavy waves may be distorted. Ship on a wave top, hogging Waves coming in from starboard at an angle, iorsion e torsiou Ship in a trough, sagging Waves coming in from portside at an angi Ship Knowledge, « modem encyclopedia 97  6 Stiffening 6.1 Purpose of stiffeners To prevent the planes (plate fields) of a ship from distorting under influence of the shearing loads, bending moments and local loads, they have to be stifiened. Examples of planes are the shell, decks, bulkheads and tank top, Compared te the dimensions of the ship, the plating is not very thick (abem 10 - 20 mm). Once the stiffeners are in place. they also contribute to the reinforcement of the plane by reducing the tensions in it and by preventing local buckling. This enables the stiffened planes to be thinner than the planes, which are not strengthened. An example of this are the frames on the inside of the skin, most of which are of the type “Holland Profite” (HP). The drawings show the impor- tance of stiffening. , Compressing forces on a plate result in plate buckling. =; jr 1 t Compression forces om a stiffened plate. Buckling requires extra force. Ship Knowledge, a modern encyclopedia Angle profile Flat bar Fones on a plate with an HP-frame or angie bar at the place of bending. The placing ofan HP-frame or angle bar instead of à single strip will reduce the risk of bending. Jf all the frames run parallel (in either athwart or fore and aft direction) il is possible that the frames can bend perpendicular to the frame direction. To prevent this, a stiffening is placed perpendicular to the frame direction. Such a stiffening is culled a stringer for transverse frames and a webframe for longitudinal frames. Bulkheads are also consiructed using this system. In the case of decks, deck beams and deck girders form the suffening. Similur stiffenings have different names for different planes. Parallel frames on a plate subjected to bending moment The same situasion onty now with a stringer placed perpendicular to the frame direction Frames Tce frames Web frames Deck frames o to Deck beams Centre keelson Side keclson as e Cross-section of a container ship near the engine room. (transverse frames) Ship Knowledge, a modern eneelopedia 99