Professional Documents
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2
3 4
Ship Types Ship Types
5 6
Oil Frigate
Tanker
Liquefied Natural
Gas Carrier
Tug
7 8
The design Spiral Main Dimensions
Å Decisive effect on many of the ship’s
characteristics
Å stability
Å hold capacity
Å power requirements
Å Form an important phase of overall design
Å The main dimensions are:
Å Length, L (LBP, LOA, LWL)
Å Breadth, B
Å Draught, T
Å Depth, D (Molded Depth)
9 Å Freeboard, F = D - T 10
11 12
Dimensions Dimensions
ÅL
Å Breadth, draught and depth
Å determined as a function of displacement, speed,
Å related in such a way that the following are
number of days at sea per annum and other factors
satisfied:
affecting economic efficiency
ÅSpatial requirements
Å Block coefficient - Å Stability
Å determined as a function of the Froude No. and Å Statutory freeboard
factors affecting length Å Reserve buoyancy
13 14
= K 2 Vc ⎛⎜
of handling and berthing. 4T ⎞ ⎛ N2 ⎞
Å One to represent its carrying capacity - a measure of its earning
NT ⎟ + K 3 ⎜ N1 + ⎟
⎝ 3D ⎠ ⎝ 10 ⎠
ability.
Å Anomalies arose because of differences in systems adopted where: V = total volume of all enclosed spaces of the ship in m3
by different countries. K1 = 0.2 + log10V
Å To remove the anomalies and establish an internationally Vc = total volume of cargo spaces in cubic metres
approved system, the International Convention on Tonnage K2 = 0.2 + log10Vc
Measurement of Ships was adopted and became fully K3 = 1.25(GT + 10000)/10000
operative in 1994. D = moulded depth amidships in metres
T = moulded draught amidships in metres
17 18
Gross Tonnage (GT), Net Tonnage (NT) International Maritime Organisation (IMO)
N1 = number of passengers in cabins with not more than 8 berths Å Set up in 1959 under the aegis of UN to deal with safety of
life at sea
N2 = number of other passengers
Å Represents 150 maritime nations
N1 + N2 = total number of passengers the ship is permitted to
carry. Å Promotion the adoption of some 30 conventions related to
maritime safety and prevention of pollution.
When N1 + N2 < 13, N1 and N2 are taken to be zero
Å Conventions adopted are:
(4T/3D)2 < 1 K2Vc(4T/3D)2 > 0.25GT
1 Safety of life At Sea (SOLAS)
NT > 0.3GT
– minimum standards for the construction, equipment and operation of
All volumes included in the calculation are measured to the ships covering watertight subdivision, damaged stability, fire, life
inner side of the shell or structural boundary plating. saving appliances,
GT and NT are stated as dimensionless number. radio equipment, navigation, machinery and electrical installations.
2 International Convention on Load Lines (ILLC)
3 Convention on Maritime Pollution (MARPOL)
4 International Convention on the International Maritime
19 Satellite Organisation (INMARSAT) 20
Design of Ship lines Projection of Ship’s lines
Å Lines are considered in relation to the primary
criterion of speed in calm water.
Å Lines - decisive influence on the following:
Å Resistance increase in a seaway
Å Manoeuvrability
Å Course-keeping quality
Å Roll-damping
Å Sea-keeping ability: motion characteristics in waves,
slamming effects
Å Size of under-deck volume.
21 22
y axis
x axis
23 24
Reference lines and planes Table of Offsets
Å Forward Perpendicular (FP): A vertical line through the
forward extremity of the design waterline, this is the Åbasically a digitized form of the lines
waterline at which the ship is designed to float. drawing.
• Aft Perpendicular (AP): A vertical line at or near the stern ÅAfter a ship has been designed and its
of the ship. This passes through the aft extremity of the hull form determined and graphically
design waterline (naval ships) or through the rudder post
described as above, it is customary to
(merchant ships).
set up a matrix system for numerical
• Midship Section: A plane passed athwartships halfway calculations.
between the FP and the AP.
ÅThis matrix, arranged in tabular form is
• The Centerline: A vertical plane passing fore and aft down called the table of offsets (i.e. x, y, z
the center of the ship. coordinates).
• The Baseline: A fore-and-aft line passing through the
lowest point of the hull. 25 26
27 28
Hydrostatics Hydrostatics
Å Properties of Waterplane Å Derived Properties
1. Area of Waterplane (Aw) 1. Height of metacentre above keel (KM)
2. Centre of Flotation (LCF)
2. Height of longitudinal metacentre above
3. Longitudinal Moment of Inertia (IL)
keel (KML)
4. Transverse Moment of Inertia (IT)
3. Tonnes per centimeter immersion (TPC)
Å Properties of the Immersed Volume
1. Volume of Displacement (∇), 4. Moment to change trim 1 cm (MT1cm)
2. Displacement (∆) 5. Coefficient of forms, CM, CP, CW
3. Longitudinal Centre of Buoyancy (LCB) 6. Wetted Surface (WS)
4. Vertical Centre of Buoyancy (KB)
29 30
+L/2
AW = 2 ∫ ydx dm = xdA = x( ydx) If a ship is trimmed without change of displacement, it must rotate about
−L / 2
the centre of flotation (CF)
1st Moment of entire waterplane area about amidships: That is the volume of the emerged and submerged wedges are equal.
L/2 2 ∫ y F ( xFθ )dx = 2 ∫ y A ( x Aθ )dx ∫ xydx forward = ∫ xydx aft
M⊗ = 2 ∫ xydx i.e. the condition for the centre of area of waterplane, xF
−L / 2 33 34
35 36
Longitudinal Moment of Inertia of WP (IL) Longitudinal Moment of Inertia of WP (IL)
Å MI to evaluate longitudinal stability must be Centre of flotation
determined about the transverse axis passing through
centre of flotation, CF.
Å Parallel axis theorem of mechanics states that 2nd
MI of an area about 2 parallel axes, one passes
through the centroid of area are related as follows:
2
I = I centroid + Ah
par I L = I ⊗ − Aw (LCF)2
Icentroid = I of the area about the axis through the centroid
A = Area, h = distance of parallel axis from the centroid
axis
Ipar = I of the area about the given parallel axis (e.g. 37 38
∫
3
IT = 2
3
y dx
− L / 2
y = half breadth of station
T = draft at station
M
The elemental volume dV is given as: dv = AS dx LCB = ∇⊗
∇
L / 2
∇ = ∫ A S dx
− L / 2 41 42
T
∇ = ∫ AW dz
0
T
M ∇K = ∫ zAW dz
0
M ∇K
KB =
∇
Å Should the ship not be symmetrical below the waterline, CB
will not lie in the middle line plane.
Å The CB of a floating body is the centre of volume of the
displaced fluid in which the body is floating.
43 44
Height of Metacentre above keel (KM, KML) TPI or TPC
Å Quantity to determine initial transverse stability
IT
KM = KB + BM = KB +
∇
BM = transverse metacentric radius
KB = height of CB above keel
Volume of the layer or added buoyancy v = AWt
IL
KM L = KB + BM L = KB + Buoyancy force created by this layer of buoyancy b = ρgv
∇
This must be equal to the added weight, w
w = b = ρgv = ρgAWt w/t = ρgAW
i.e. the weight that will increase the draft of ship by t feet or m
45 46
wd
In SI units, t =
MCT1cm
wd BML = Longitudinal metacentric radius
In British units, t =
MCT1in
IL = Longitudinal moment of inertia of the Waterplane
55 56
Coefficients of Form Coefficients of Form
AW
∇ CWP =
CB = LWL B
BTLPP
Prismatic Coefficient
Midship Coefficient
∇
CP =
AM AM LPP
CM =
BT ∇
CVP =
AW T
57 58
2 h ( y 2 + y3 )
1
2 h ( y3 + y 4 )
1
Now A = 1
3 hy1 + 43 hy2 + 13 hy3 = 1
3 h( y1 + 4 y2 + y3 )
y1 = a0 − a1h + a2 h 2 − a3 h 3 Eqn(ii )
y2 = a0
y3 = a0 + a1h + a2 h 2 + a3 h 3
Å Substituting in Eqn (ii)
A = (L + M + N ) a0 − (L − N )a1h + (L + N )a2 h 2 − ( L − N )a3h3 Eqn(iii)
65 66
A1 = 1
3 h( y1 + 4 y2 + y3 )
A2 = 1
h( y3 + 4 y4 + y5 ) Å For four evenly spaced ordinates the rule becomes
3
A3 = 1
3 h( y5 + 4 y6 + y7 ) A = 3
8 h( y1 + 3y2 + 3y3 + y4 )
and so on For a l arge number of ordinates
A = 1
h( y1 + 4 y2 + 2 y3 + 4 y4 + 2 y5 + 4 y6 + 2 y7 + ... + yn )
3 A = 3
8 h( y1 + 3y2 + 3y3 + 2y4 + 3y5 + 3y6 + 2y7 +...+ yn )
A = 2
3 h( 12 y1 + 2 y2 + y3 + 2 y4 + y5 + 2 y6 + y7 + ... + 12 yn )
67 68
Example – Simpson’s 1st Rule Archimedes’ Principle
½ 3
Ord.
no.
Ord. S.M
Func. Lever x Func.
Of y f(h) Of xy
Lever x
f(h)
Func. ½ Ord.
2
Of x y 3
Func.
Of y
3 When a body is floating freely in the fluid, the weight of the
y
y
body equals the buoyancy, which is the weight of the fluid
1 0.2 0.5 0.1 5 0.5 5 2.5 0.008 0.004
2 2.4 2 4.8 4 19.2 4 76.8 13.824 27.648 displaced.
3 4.6 1 4.6 3 13.8 3 41.4 97.336 97.336
4 6.7 2 13.4 2 26.8 2 53.6 300.76 601.53
5 8.1 1 8.1 1 8.1 1 8.1 531.44 531.44
6
7
9.0
9.4
2
1
18
9.4
0
-1
0
-9.4
0
-1
0
9.4
729 1458
830.58 830.58
∆ tonnef = ρ∇g
8 9.2 2 18.4 -2 -36.8 -2 73.6 778.69 1557.4 newtons = ∇w
9 8.6 1 8.6 -3 -25.8 -3 77.4 636.06 636.06
10 6.3 2 12.6 -4 -50.4 -4 201.6 250.05 500.09 where w = ρg is the
11 0.0 0.5 0 -5 0 -5 0 0 0 weight density.
98 -54 544.4 6240.1
∆ s GZ = ∆ S GM F φ = ∆ s GM φ − ρ l I lφ
ÅThe effective metacentric height allowing for the action of
the liquid free surface is:
ρl I l
∴ GM F = GM s −
∆s
⎛ρ ⎞ I
= GM s − ⎜⎜ l ⎟⎟ l Å When a ship unloads her cargo using her own derricks.
⎝ ρs ⎠ ∇s Å The line of action of the weight of the cargo being lifted
always passes through S.
The effect of the free surface is independent of the position
of the tank in the ship. 79 80
Centre of Gravity Centre of Gravity
Å depends on the distribution of weights aboard the Calculating the ship weight (∆) and KG is as given as:
ship, including the ship itself and everything it
carries. ∆ = ∑ wi
Å Each individual weight, w is defined by: ∆ × KG = ∑ (wi × kgi )
1. Magnitude of weight
KG = ∑ wi × kgi
2. Location of CG of weight with reference to the ship’s
principal planes (vertical cg (i.e. kg), transverse cg, ∆
horizontal cg)
If any weight is shifted, added or removed from a ship in
equilibrium, the equilibrium will be disrupted and the ship
will adjust itself to a new and different equilibrium.
81 82
=
1 ∆ = weight or mass of ship (includes w)
TCG from middle line plane ∫ ydW
W
GG’ = distance moved by ship’s G
The first moment of weight about the CG is zero.
83 84
Loading or discharging a weight Effect of added weight
Å involves a change in ∆ as well as the KG. G d
Å the draft and the KM will also change Tilting moment about G
=w×d
w
G’
G
Tilting moment about G
= (W + w) × GG’
W+w
These tilting moments must be equal, i.e.
(W + w) × GG’ = w × d w× d
GG ' =
W +w
85 86
91 92
Cross curves of stability Curves of statical stability
Å Present stability in the form of righting moments or levers
about the CG as a ship is heeled at constant displacement.
By plotting GZ against inclination the range of stability is Å By analogy with the upright case, the reduction in slope of the
found to be 82°
⎛ ρ l ⎞ (I l )φ
GZ curve at angle φ is given by
⎜⎜ ⎟⎟
⎝ ρs ⎠ ∇ s
Åwhere (Il)φ is the moment of inertia of the liquid surface at
99 angle φ 100
Effect of free liquid surfaces on stability Effect of free liquid surfaces on stability
Å Navy Department of the Ministry of Defence’s practice:
Åcompute the GM and GZ value for 45 degrees heel for the
free surface.
Å The effective GZ curve up to 45 degrees inclination through
the 45 degree spot, following the general character of the
uncorrected curve and fairing into the modified tangent at the
origin.
Å For angles greater than 45 degrees, the reduction of GZ at 45
degrees is applied as a constant correction.
101 102
Φ Φ
∫ M φ dφ = ∫ ∆GZφ dφ
0 0
103 104
Stability Assessment Criteria for Stability Assessment
Å Circumstances which will cause a ship to heel over: Å Beam winds and rolling
Å The action of wind which will be most pronounced on ships with high
Heeling Arm(HA) Imperial Units SI Units
freeboard or large superstructure At sea level
Å The action of waves in rolling the ship especially in large ocean 0.0035V 2 Al cos 2 φ 0.0038V 2 Al cos 2 φ
HA = ft HA = m
Å The action of rudder and hull forces when the ship is manoeuvring 2240∆ 2240∆
Å the loading and unloading of cargo. At height above sea
ÅThe stability criteria adopted are as for case (b) - lifting of The area under the GZ curve to 60° = 15/57.3 ×1/3 ×5.924
heavy weights over the side. = 0.517 m rads
Dynamical stability = 15000 × 9.81 × 0.517 = 76.08 MN
111 112
The Inclining Experiment Inclining Experiment Procedure
Å The position of the CG must be known before stability can
be assessed for a given ship condition.
Å Since KG may be as great as 10 times that of GM, it must
be known accurately.
Å KG can be calculated for a variety of conditions provided
it is accurately known for one precisely specified ship
condition.
Å This is achieved by conducting the inclining experiment.
Å The ship is surveyed to determine weights to be removed, to come
Å Main purposes: on board or be moved for final completion.
Å To determine the displacement and the position of CG in Å The state of all tanks is noted accurately.
an accurately known condition (e.g. when the ship is as Å The drafts are accurately read at each set of draught marks, at
nearly completed as possible). amidships, on both sides of the ship.
Å The density of water in which the vessel is floating is measured at
113
a number of positions and depths around the ship 114
117 118
Lost buoyancy
Buoyant ∇
between WoLo
and the flooded
waterline W’L’
and outside of
the flooded
compartment is
As flooding progresses, many changes occur regained
simultaneously in the draft, freeboard, trim, and transverse buoyancy R
and longitudinal stability
121 122
If equilibrium is not restored before the trimmed WL Waves washing over the deck and the rolling motion
immerses any part of the bulkhead deck, downflooding of the ship are likely to cause water to enter nontight
through openings in the deck can take place and the ship deck openings, flooding additional spaces and causing
may be lost through progressive flooding. loss of ship
123 124
Watertight subdivision Watertight subdivision
Å Isolate common and likely form of damage:
Å Collision bulkhead - to prevent/minimise ingress of water
through the bow
Å SOLAS 1960 recommended a second collision bulkhead for ships
over 100 m in length.
Å Second watertight skin - to prevent flooding from grounding
Å Merchant ships over 249 ft in length are required to have a double
bottom which is continuous from collision to after peak bulkheads.
Å Serves as useful tank capacity
Å It is necessary to discover: ÅAs a result of flooding, the ship sinks from WL to W1L1.
Å the damaged waterline, heel and trim ÅThe amount of weight added is represented by ABFE
Å the damaged stability for which minimum standards are laid down in
the same Rules. ÅThe additional buoyancy required to support it is represented
by W1L1LW.
Å To calculate the added weight, a guess of the new waterline is
necessary followed by its verification.
Å The process is by trial and error.
127 128
Flotation Calculations - Loss buoyancy Flotation Calculations - permeability
Å Compartments of ships open to the sea do not fill totally
with water because some space is already occupied by
Lost
Buoyancy
structure, machinery, or cargo.
Å The ratio of the volume which can be occupied by water to
the total gross volume is called permeability.
ÅThe flooded portion is considered as a loss of buoyancy which Space Permeability %
must be made up by the buoyancy of W1ACW and BL1LD. Watertight compartment 97 (warship)
ÅThe lost buoyancy CDEF can be calculated exactly because it 95 (merchant ship)
is up to the original waterline. Accommodation spaces 95
Å The additional buoyancy up to W1L1 is calculated by tonnef Machinery compartment 85
parallel immersion of the waterplane excluding the portion AB. Cargo holds, stores 60
Å Weight and buoyancy of portion ABDC cancel each other out. Å Gross floodable volume should be multiplied by the
permeability to give the lost buoyancy or added weight.
129 130
Loss buoyancy, w= V1 – V0
Centroid of lost buoyancy: V1 × B0 B1
x =
V1 − V0
Knowing V1 – V0 it is possible to convert this into a length
of ship that can be flooded.
The calculation is one of iteration until reasonable figures
are obtained.
133 134
Portion of a curve
derived from the
Bonjean curves at
the waterline WL
which is tangential to
the margin line
Å Permissible length = Floodable length × factor of subdivision
Å Centroid of the added weight or lost buoyancy w is on the ordinate A.
Å Methods for flooding calculations are:
Å Determine an area under the curve which have its centroid on this
Å Direct method ordinate at A and represent the volume v = 0.975w/µ.
Å Standard comparative parametric diagrams available from BOT. Å This process is one of trial and error.
Å A triangle erected from the corners of a compartment with Å Let the first estimation of the ordinate at A be A1
height equal to base must have an apex below the permissible 0.975w × 100
length curve. l1 =
v
= ρw = 1.025 tonnes/m3
A1 µ
135 = 0.975 m3/tonnes 136
Floodable Length Bulkhead locations with floodable length
Å This length is laid off so that the middle is one side or other
of the ordinate at A according to the shape of the curve.
Å The volume and position of the centroid corresponding to l1
can be determined by Simpson’s rule using 3 ordinates.
Å The length so determined is known as the floodable length.
Å By a similar set of calculation for a series of waterline
tangential to the margin line at different points throughout the L/2 L/2
length of the ship, it is possible to determine a series of values
for plotting of a set of curves of floodable length. If L is the floodable length at some point, the positions of
bulkheads giving the required compartment length are given
by setting off distances l/2 either side of the point.
137 138
139 140
Loss of Stability on Grounding Example 4
Upward force
at keel, w due A vessel of constant rectangular cross-section is
to grounding
60m long and 10m wide. It floats at a level
Movement of M to
M’ is due to fall of keel draught of 3m and had a centre of gravity
B and the change 2.5m above the keel. Determine the fore and
in BM due to
φ aft draughts if an empty, full-width, fore end
change in I and ∇
w
Å Righting moment MR at inclination φ before the application of w is
MR = ∆GM sin φ
Å After application,
⎛ w ⎞
MR = (∆ − w)GM ' sin φ − w KG sin φ = ∆⎜ GM ' − KM ' ⎟ sin φ
⎝ ∆ ⎠ 141 142
60 m
Example 4 Example 4
Lost Buoyancy Method W × GM L
MCT1m =
L
Area of intact waterplane, A = (60 – 8) × 10 = 520 m2 KB1 = T1/2 = (3 + 0.46)/2 = 1.73 m
Volume of lost buoyancy, v = 8 × 10 × 3 = 240 m3 IL 1 / 12(52) 3 × 10
Parallel sinkage,s = 240/520 = 0.46 m BM L = = = 65.1m
∇ 60 × 10 × 3
The vessel will now trim about the new centre of flotation, F1 can KG = 2.5 m (constant)
be found by taking moments about midships:
(60 × 10 × 0) – (8 × 10 × (30 – [8/2])) = ((60 × 10) – (8 × 10)) F1
∴GML = 1.73 + 65.1 – 2.5 = 64.33 m
ie, (8 × 10 × 26) = ((60 × 10) ×- (8 × 10)) F1 ∴ MCT 1m = 60 × 10 × 3 × 1.025 × 9.81 × 64.33
2080 = 520 F1 60
- 4 m or 4 m aft of midships.
= 19405.6 kNm
143 144
Example 4 Example 4 (Added Weight Method)
ρgv x 1.025 × 9.81× 240 × 30 Assumed damaged WL at 3 m draught
Trim = = = 3.73m
MCT 1m 19405.6 Mass added at 3m draught = 3 × 8 × 10 × 1.025 = 246 tonnes
⎛ 26 ⎞ Parallel sinkage, 246
Draught aft = 3 + 0.46 − ⎜ × 3.73 ⎟ = 1.84m s = = 0 .4 m
⎝ 60 ⎠ 1.025 × 60 × 10
New displacement ∆ = 60 × 10 × 3.4 × 1.025 = 2091 tonnes
⎛ 34 ⎞
Draught forward = 3 + 0.46 + ⎜ × 3.73 ⎟ = 5.57 m
⎝ 60 ⎠ ∆GM L
MCT1m =
L
x is the distance between the centroid of the lost
buoyancy and centre of buoyancy of the added layer 3 + 0 .4
KB1 = = 1 .7 m
2
x = (4 + 22 + 4) = 30 BM 1 =
IL
=
1 / 12(60) 3 ×10
= 88.2m
∇ 60 × 10 × 3.4
145 146