RESEARCH PROJECT 552 IMPACT ASSESSMENT ON THE DESIGN OF NEW CRUISE LINERS, RO-RO PASSENGER SHIPS AND CARGO

VESSELS OF THE FORTHCOMING REVISION TO SOLAS CH II-1, PART A, B & B-1 RELATING TO SUBDIVISION AND PROBABILISTIC DAMAGE STABILITY

CONTAINER FEEDER

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Maritime Coastguard Agency Research Project 552: Impact Assessment On The Design Of New Cruise Liners, Ro-Ro Passenger Ships And Cargo Vessels Of The Forthcoming Revision To SOLAS Ch II-1, Part A, B & B-1 Relating To Subdivision And Probabilistic Damage Stability CONTAINER FEEDER

Project:

Deltamarin Ltd Project No: Report No.: Address: P6111 P6111-5-001 DELTAMARIN LTD Purokatu 1 FIN-21200 RAISIO Tel. +358-2-4336 300 Fax. +358-2-4380 378 Telex 62702 delma fi Email: deltamarin@deltamarin.com

Safety At Sea Ltd Project No: Report No.: NA NA SAFETY AT SEA LTD 280 St Vincent Street Glasgow G2 5RL Tel. +44-141-5725570 Fax. +44-141-5725590 Email: enquiries@safety-at-sea.co.uk

Address:

Prepared by: Date: Author(s):

Deltamarin 22 June 2006 A. Kiilunen _________________ Approved by: __________________ ______________________ Checked by: ______________________

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CONTENTS CONTENTS INTRODUCTION APPROACH EXISTING CONTAINER FEEDER CONTAINER FEEDER DESIGN SOLAS90 LIMITING CURVES EXISTING LOADING CONDITIONS COMPARING THE A-VALUE CALCULATIONS CONCLUSION I 2 3 4 6 8 10 17

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INTRODUCTION The draft text of the major revision to the subdivision and damage stability sections of SOLAS Chapter II-1 based on a probabilistic approach has now been completed following final amendments in January 2005 to regulation 7-1 involving calculation of the p factor. The revised regulations were adopted in May 2005 at the IMO MSC and will be entering into force for new vessels with keels laid on or after 1st January 2009. Concerning dry cargo and containerships, the new forthcoming regulations are in principle very similar compared to the present rules. The current probabilistic damage stability rules, so called IMO Dry Cargo Index, have been in force since 1992. Initially it was relevant for ships over 100 m in length, but since 1998 the rules also include ships over 80 m in length. The MCA are concerned about the following issues Equivalence between the new rules and the existing damage stability regulations i.e. do the new rules allow more flexibility and hence result in less safe designs The MCA need to be able to provide advise with regards to the effect different design options may have on the performance of a vessel under the new rules

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APPROACH To address the issues raised by the MCA the following approach was adopted for studying a container feeder Analyse an existing container feeder designed originally with the IMO Dry Cargo Index (SOLAS, Chapter II-1, Part B-1, Reg. 25) regarding both the current and new regulations Compare the index calculations and KG limits regarding both the current and new rules

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EXISTING CONTAINER FEEDER The following existing container feeder was chosen for use in this project. The vessels general particulars can be seen in Table 1 and the profile view can be seen in Figure 1 Profile view MAIN SHIP DIMENSIONS Length, Over All Length, Between Perpendiculars Breadth Moulded Depth, to Main Deck Draught Displacement (for draught = 7.65 m) Deadweight Container capacity Table 1 General Particulars The ship has been built in Malaysia in 1997. The cargo space in divided into four holds as shown in Figure 2 Layout of tanks and cargo holds LOA LBP B D D 132.82m 120.00m 22.70m 10.80m 7.65m 13718 t 9125 t 699 TEU

Figure 1 Profile view

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Figure 2 Layout of tanks and cargo holds

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CONTAINER FEEDER DESIGN SOLAS90 LIMITING CURVES The KG limiting curves are defined from the current damage stability regulations i.e. IMO Dry Cargo Index and the current IMO intact stability standards. Damage stability Damage stability criteria are in accordance with SOLAS90 Part B-1 Chapter II-1 Regulation 25 Intact Stability Requirements in accordance with IMO Resolution A.749(18). The area under the curve of Righting Levers (GZ Curve) shall not be less than (3.1.2.1): 0.055 metre-radians up to an angle of 30 degrees. 0.090 metre-radians up to an angle of the lesser of 40 degrees or the angle at which the lower edges of any openings in the hull, superstructures or deckhouses, being openings which cannot be closed watertight, are immersed. 0.030 metre-radians between the angles of heel of 30 degrees and 40 degrees or such lesser angle us referred to in (b). The Righting Lever shall be at least 0.20 metres at an angle of heel equal to or greater than 30 degrees (3.1.2.2). The maximum Righting Lever (GZ) shall occur at an angle of heel not less than 25 degrees (3.1.2.3). The initial transverse metacentric height (GM) shall not be less than 0.15 metres (3.1.2.4). Weather criteria as detailed in diction 3.2. Additional intact stability criteria for containerships greater than 100 m are presented in chapter 4.9. These special criteria may be used instead of the basic criteria for all ships. This is referred as A.749 Ch4.9 in the KG limit diagrams. Regarding this example ship, the original loading manual of the ship does not include these special intact stability criteria for containerships. However, these criteria are dominant at draughts over 6.6 m as can be seen in Figure 3 Existing Limiting KG curves.

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KG limits
10.50 10.00 9.50 9.00 KG 8.50 8.00 7.50 7.00 6.50 6.00 4.70 IMO Intact - basic A749 Ch.4.9 REG25

5.20

5.70

6.20 Draught

6.70

7.20

7.70

Figure 3 Existing Limiting KG curves

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EXISTING LOADING CONDITIONS The existing designs loading conditions are shown in the table below and presented in Figure 4 Existing Limiting KG curves with loading conditions

Draught [m] LC3 LC4 LC5 LC6 LC7 LC8 Ballast departure Ballast arrival 504 TEU T=7.50 m design departure 504 TEU T=7.50 m design arrival 520 TEU T=7.65 m scantl departure 520 TEU T=7.65 m scantl arrival 5.56 5.02 7.50 7.48 7.65 7.61

KG [m] 6.65 7.03 9.31 9.21 9.36 9.38

Trim (+ by head) [m] -1.51 -1.48 -1.07 -1.25 -1.50 -1.41

Table 2

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KG limits
10.50 10.00 9.50 9.00 KG 8.50 8.00 7.50 7.00 6.50 6.00 4.70 IMO Intact - basic Load cases A749 Ch.4.9 REG25

5.20

5.70

6.20 Draught

6.70

7.20

7.70

Figure 4 Existing Limiting KG curves with loading conditions

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COMPARING THE A-VALUE CALCULATIONS The idea behind probabilistic damage stability is to define all potential collision damages and to assign a probability of occurrence p and a probability of survival s to each of them. The individual contribution for each damage case is the product of p and s. Finally the attained subdivision index A is obtained by the summation of the partial indices calculated for the chosen draughts. Each partial index is a summation of contributions from all damage cases taken in consideration, using the following formula: A = pi s i The requirement for the attained subdivision index A is to exceed the required subdivision index R. The probability of a damage case p depends on its longitudinal position and the longitudinal, transverse and vertical extent of the damage. The survivability index s of a damage case is calculated based on the GZ curve characteristics during intermediate stages of flooding and at the final stage of flooding. Openings causing progressive flooding have to be accounted for in these calculations. The subdivision defined for generating the damages is the same for both the present and new rules. The damage zones are presented in Figure 5 Subdivision layout. Required subdivision index R is a function of subdivision length LS. The definition of the subdivision length LS is shown in Figure 7 Subdivision Length LS = 131.85 m , the same in REG25 and MSC194(80) The required subdivision index R for cargo ships is calculated according to MSC.194(80) using the following formula (LS > 100 m):

R=

128 LS + 152

R = 0.54905

In REG25 the required index R is calculated as follows (LS > 100 m):
R = (0.002 + 0.0009 LS ) 3 R = 0.49415
1

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Figure 5 Subdivision layout The subdivision layout used for the calculation in the existing ship design is shown in Figure 5. The subdivision layout should reflect the vessels watertight arrangement and is used by NAPA to generate damage cases automatically. Relevant openings (weathertight) are defined in the corner points of the cargo hatchway coaming edges.

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INITIAL VALUES FOR DRAUGHT, TRIM, GM

REG25
DEEPEST SUBDIVISION LOAD LINE PARTIAL LOAD LINE DRAUGHT [M] KG [M] GM [M] TRIM [M]

DL PL

7.65 5.75

9.44 8.81

0.30 0.80

0.00 0.00

MSC194(80)
DEEPEST SUBDIVISION DRAUGHT LIGHT SERVICE DRAUGHT PARTIAL SUBDIVISION DRAUGHT

DRAUGHT [M]

KG [M]

GM [M]

TRIM [M]

DL LL PL

7.65 5.00 6.60

9.44 8.86 9.03

0.30 1.00 0.58

0.00 -1.50 0.00

Table 3

MSC.194(80) requires the probabilistic damage stability calculations to be carried out at three different intact draughts. These are; DS; Deepest subdivision draught is the waterline corresponding to the summer load line draught. DL; Light service draught is the service draught corresponding to the lightest anticipated loading. DP; Partial subdivision draught is the light service draught plus 60% of the difference between DS and DL A = 0.4As + 0.4Ap + 0.2Al REG25 defines two initial draughts. Partial load line is the light ship draught plus 60% of the difference between the light ship draught and deepest subdivision load line. For attained index A the mean value is taken at these two draughts. Permeability of the cargo spaces REG25: permeability = 0.70 MSC194(80): permeability = 0.70 at draught DS permeability = 0.80 at draught DP permeability = 0.95 at draught DL

Criteria for s-factor being 1.0 (maximum) (minimum values for the characteristics of the GZ curve)
MSC194(80) REG25 GZmax 0.12 m 0.10 m Range 16 deg 20 deg

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KG limits
10.50 10.00 9.50 9.00
KG

8.50 8.00 7.50 7.00 6.50 6.00 4.70

IMO Intact - basic Load cases A749 Ch.4.9 REG25 MSC194(80)

5.20

5.70

6.20 Draught

6.70

7.20

7.70

Figure 6 A-value limiting curves

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Figure 7 Subdivision Length

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Figure 8 Survival scenario Deepest subdivision draught

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Figure 9 - Survival scenario Light service draught

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CONCLUSION

Regarding this kind of cargo ship as an example, the new forthcoming subdivision and damage stability rules do not differ remarkably from the current rules. The KG limit curves derived by setting A=R are surprisingly close to each other. This ship does comply both the current and new damage stability regulation with a small margin in KG. The vessel has originally designed to comply the basic set of intact stability criteria IMO Res A.749(18) The additional criteria for containerships over 100 m are dominant at draughts over 6.8 m. These special intact stability are not met. The range of applied initial conditions is quite large compared to e.g. pass ships. The light draught condition differs quite a lot from the deepest subdivision draught. This can be seen also in the damage survival scenarios.

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