Basic Ship Theory to Marine Science Student
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OFFSHORE RACING CONGRESS World Leader in Rating Technology
OFFSHORE RACING CONGRESS World Leader in Rating Technology Secretariat: UK Office: YCCS, 07020 Porto Cervo Five Gables, Witnesham Sardinia, Italy Ipswich, IP6 9HG England Tel: +39 0789 902 202 Tel: +44 1473 785 091 Fax: +39 0789 957 031 Fax: +44 1473 785 092 [email protected] www.orc.org [email protected] Annual General Meeting held on 11th November, 2003 INDEX Minute No. Page No. Attendance 2 1. Approval of Minutes -- EGM of 9th November, 2003 3 2. The Chairman's Report 5 3. The Treasurer's Report and Audited Accounts 5 4. Levies for Certificates Valid 2004 6 5. Appointment of Auditors 6 6. Appointment of Honorary Treasurer 6 7. Membership of Committees 6 8. International Technical Committee Report 6 9. Measurement Committee Report 15 10. Offshore Classes & Events Committee Report 18 11. Race Management Committee Report 20 12. Promotion and Development Committee Report 21 13. Management Committee Report 24 14. Calendar for 2004 -- Meetings and Events 25 Year-end Fleet Statistics -- 1998 to 2003 27 Offshore Racing Council Ltd. Company Reg. 1523835. Reg. Office: Marlborough House, Victoria Road South, Chelmsford, Essex CM1 1LN, UK MINUTES of the Annual General Meeting of the Offshore Racing Council, Limited held at 0930 on 11th November 2003 in Le Meredien Hotel, Barcelona, Spain. Council Members Present: Chairman: Bruno Finzi Italy Deputy Chiarman: Don Genitempo USA Deputy Chairman: Wolfgang Schaefer Germany/Austria George Andreadis ISAF & Greece Kjell Borking Scandinavia Marcelino Botin Spain Estanislao Duran Iberian peninsula Bruno Frank Switzerland José Frers South America Zoran Grubisa Croatia Giovanni Iannucci Italy David Kellett ISAF Chris Little UK Patrick Lindqvist Scandinavia David Lyons Australia John Osmond USA Abraham Rosemberg Brazil Peter Rutter RORC Dierk Thomsen Germany/Austria Minoru Tomita Japan Ecky von der Mosel Germany Hans Zuiderbaan Benelux Countries Nominated Alternates: Francoise Pascal for J.B. -
Service Operations Vessel 9020 Standard
1. Click with cursor in the blank space above 2. Drag & Drop Picture (16:9 ratio) 3. Optional: add hyperlink to Damen.com product page to the picture SERVICE OPERATIONS VESSEL 9020 STANDARD PICTURE OF SIMILAR VESSEL GENERAL DECK LAY-OUT Basic functions To provide stepless access onto Lift 2 tonne lift connecting 4 access levels (option: 6) for continuous windfarm assets for technicians, tools access between warehouse, weather deck and WTG via optional and parts by access system, crane and gangway. daughter craft. in both Construction Pedestals - for optional crane Support and Service Operations. - for optional gangway system Classification DNV-GL Maritime, notation: Helicopter winch area on foreship, stepless access to warehouse, hospital. Option: X 1A1, Offshore Service Vessel, helideck D-size 21m COMF(C-3, V-3), DYNPOS(AUTR), CTV landing facilities 1 fixed steel landing at stern. Clean, SF, E0, DK(+), SPS, NAUT(OSV- 1 removable alum. landing SB / PS. A), BWM(T), Recyclable, Crane Flag ACCOMMODATION Owner Crew/ special personnel 15-20x crew, 40-45x SP, all single cabins provided with WiFi, LAN, telephone and audio / video entert. (VOD and sat. TV). DIMENSIONS Other facilities up to 6 Offices and 5 meeting/ conference rooms for Charterer’s Length overall 89.65 m use. Beam moulded 20.00 m 2 Recr.-dayrooms, reception, hospital, drying rooms (M/F), Depth moulded 8.00 m changing rooms (M/F), wellness area (gym and sauna). Draught base (u.s. keel) 4.80 (6.30) m Gross Tonnage 6100 GT NAUTICAL AND COMMUNICATION EQUIPMENT Nautical Radar X-band + S-band, ECDIS, Conning, GMDSS Area 1, 2 and CAPACITIES 3. -
Stability Analysis Based on Theoretical Data and Inclining Test Results for a 1200 GT Coaster Vessel
Proceeding of Marine Safety and Maritime Installation (MSMI 2018) Stability Analysis Based on Theoretical Data and Inclining Test Results for a 1200 GT Coaster Vessel Siti Rahayuningsih1,a,*, Eko B. Djatmiko1,b, Joswan J. Soedjono 1,c and Setyo Nugroho 2,d 1 Departement of Ocean Engineering, Institut Teknologi Sepuluh Nopember, Surabaya, Indonesia 2 Department of Marine Transportation Engineering, Institut Teknologi Sepuluh Nopember, Surabaya, Indonesia a. [email protected] *corresponding author Keywords: coaster vessel, final stability, preliminary stability. Abstract: 1200 GT Coaster Vessel is designed to mobilize the flow of goods and passengers in order to implement the Indonesian Sea Toll Program. This vessel is necessary to be analysed its stability to ensure the safety while in operation. The stability is analysed, firstly by theoretical approach (preliminary stability) and secondly, based on inclining test data to derive the final stability. The preliminary stability is analysed for the estimated LWT of 741.20 tons with LCG 23.797 m from AP and VCG 4.88 m above the keel. On the other hand, the inclining test results present the LWT of 831.90 tons with LCG 26.331 m from AP and VCG 4.513 m above the keel. Stability analysis on for both data is performed by considering the standard reference of IMO Instruments Resolution A. 749 (18) Amended by MSC.75 (69) Static stability, as well as guidance from Indonesian Bureau of Classification (BKI). Results of the analysis indicate that the ship meets the stability criteria from IMO and BKI. However results of preliminary stability analysis and final stability analysis exhibit a difference in the range 0.55% to 11.36%. -
Ship Stability
2018-08-07 Lecture Note of Naval Architectural Calculation Ship Stability Ch. 7 Inclining Test Spring 2018 Myung-Il Roh Department of Naval Architecture and Ocean Engineering Seoul National University 1 Naval Architectural Calculation, Spring 2018, Myung-Il Roh Contents þ Ch. 1 Introduction to Ship Stability þ Ch. 2 Review of Fluid Mechanics þ Ch. 3 Transverse Stability Due to Cargo Movement þ Ch. 4 Initial Transverse Stability þ Ch. 5 Initial Longitudinal Stability þ Ch. 6 Free Surface Effect þ Ch. 7 Inclining Test þ Ch. 8 Curves of Stability and Stability Criteria þ Ch. 9 Numerical Integration Method in Naval Architecture þ Ch. 10 Hydrostatic Values and Curves þ Ch. 11 Static Equilibrium State after Flooding Due to Damage þ Ch. 12 Deterministic Damage Stability þ Ch. 13 Probabilistic Damage Stability 2 Naval Architectural Calculation, Spring 2018, Myung-Il Roh 1 2018-08-07 How can you get the value of the KG? K: Keel G: Center of gravity Ch. 7 Inclining Test 3 Naval Architectural Calculation, Spring 2018, Myung-Il Roh The Problem of Finding an Accurate Vertical Center of Gravity (KG) The problem of finding an accurate KG for a ship is a serious one for the ship’s designer. FG G ü Any difference in the weight of structural parts, equipment, or welds in different ship will produce a different KG. K There is an accurate method of finding KG for any particular ship and that is the inclining test. 4 Naval Architectural Calculation, Spring 2018, Myung-Il Roh 2 2018-08-07 Required Values to Find the KG (2/3) Heeling moment produced by total weight Righting moment produced by buoyant force Static equilibrium of moment t =F × GZ Inclining test formula r B 6 Naval Architectural Calculation, Spring 2018, Myung-Il Roh Required Values to Find the KG (1/3) GZ» GM ×sinf (at small angle f ) GM= KB +BM - KGKG The purpose of the inclining test is to determine the position of the center of mass of the ship in an accurately known condition. -
Part IV – Stability and Subdivision – January 2020 (MOR)
RULES FOR THE CLASSIFICATION AND CONSTRUCTION OF SEA-GOING SHIPS PART IV STABILITY AND SUBDIVISION 2020 January GDAŃSK RULES FOR THE CLASSIFICATION AND CONSTRUCTION OF SEA-GOING SHIPS prepared and edited by Polski Rejestr Statków, hereinafter referred to as PRS, consist of the following Parts: Part I – Classification Regulations Part II – Hull Part III – Hull Equipment Part IV – Stability and Subdivision Part V – Fire Protection Part VI – Machinery Installations and Refrigerating Plants Part VII – Machinery, Boilers and Pressure Vessels Part VIII – Electrical Installations and Control Systems Part IX – Materials and Welding. Part IV – Stability and Subdivision – January 2020 was approved by PRS Executive Board on 17 December 2019 and enters into force on 1 January 2020. From the entry into force, the requirements of Part IV – Stability and Subdivision apply, in full, to new ships. With respect to existing ships, the requirements of Part IV – Stability and Subdivision are applicable within the scope specified in Part I – Classification Regulations. The requirements of Part IV – Stability and Subdivision are extended by the following Publications: Publication 6/P – Stability, Publication 14/P – Principles of Approval of Computer Programs, Publication 16/P – Loading Guidance Information, Publication 32/P – The Requirements for the Stowage and Securing of Cargo on Sea-going Ships, Publication 66/P – Onboard Computers for Stability Calculations, Publication 76/P – Stability, Subdivision and Freeboard of Passenger Ships Engaged on Domestic Voyages, Publication 94/P – Subdivision and Damage Stability of New Oil Tankers, Chemical Tankers and Gas Carriers. © Copyright by Polski Rejestr Statków S.A., 2020 PRS/OP, 12/2019 CONTENTS Page 1 General ............................................................................................................................................................... -
SIMPLIFIED MEASUREMENT TONNAGE FORMULAS (46 CFR SUBPART E) Prepared by U.S
SIMPLIFIED MEASUREMENT TONNAGE FORMULAS (46 CFR SUBPART E) Prepared by U.S. Coast Guard Marine Safety Center, Washington, DC Phone (202) 366-6441 GROSS TONNAGE NET TONNAGE SAILING HULLS D GROSS = 0.5 LBD SAILING HULLS 100 (PROPELLING MACHINERY IN HULL) NET = 0.9 GROSS SAILING HULLS (KEEL INCLUDED IN D) D GROSS = 0.375 LBD SAILING HULLS 100 (NO PROPELLING MACHINERY IN HULL) NET = GROSS SHIP-SHAPED AND SHIP-SHAPED, PONTOON AND CYLINDRICAL HULLS D D BARGE HULLS GROSS = 0.67 LBD (PROPELLING MACHINERY IN 100 HULL) NET = 0.8 GROSS BARGE-SHAPED HULLS SHIP-SHAPED, PONTOON AND D GROSS = 0.84 LBD BARGE HULLS 100 (NO PROPELLING MACHINERY IN HULL) NET = GROSS 1. DIMENSIONS. The dimensions, L, B and D, are the length, breadth and depth, respectively, of the hull measured in feet to the nearest tenth of a foot. See the conversion table on the back of this form for converting inches to tenths of a foot. LENGTH (L) is the horizontal distance between the outboard side of the foremost part of the stem and the outboard side of the aftermost part of the stern, excluding rudders, outboard motor brackets, and other similar fittings and attachments. BREADTH (B) is the horizontal distance taken at the widest part of the hull, excluding rub rails and deck caps, from the outboard side of the skin (outside planking or plating) on one side of the hull, to the outboard side of the skin on the other side of the hull. DEPTH (D) is the vertical distance taken at or near amidships from a line drawn horizontally through the uppermost edges of the skin (outside planking or plating) at the sides of the hull (excluding the cap rail, trunks, cabins, deck caps, and deckhouses) to the outboard face of the bottom skin of the hull, excluding the keel. -
A Study of the Size of Nuclear Fuel Carriers, the Most Required Ships for Safety : How Large Can Ship's Tonnage Be? Azusa Fukasawa World Maritime University
World Maritime University The Maritime Commons: Digital Repository of the World Maritime University World Maritime University Dissertations Dissertations 2013 A study of the size of nuclear fuel carriers, the most required ships for safety : how large can ship's tonnage be? Azusa Fukasawa World Maritime University Follow this and additional works at: http://commons.wmu.se/all_dissertations Part of the Risk Analysis Commons Recommended Citation Fukasawa, Azusa, "A study of the size of nuclear fuel carriers, the most required ships for safety : how large can ship's tonnage be?" (2013). World Maritime University Dissertations. 228. http://commons.wmu.se/all_dissertations/228 This Dissertation is brought to you courtesy of Maritime Commons. Open Access items may be downloaded for non-commercial, fair use academic purposes. No items may be hosted on another server or web site without express written permission from the World Maritime University. For more information, please contact [email protected]. WORLD MARITIME UNIVERSITY Malmö, Sweden A STUDY OF THE SIZE OF NUCLEAR FUEL CARRIERS, THE MOST REQUIRED SHIP FOR SAFETY How large can ship’s tonnage be? By AZUSA FUKASAWA Japan A dissertation submitted to the World Maritime University in partial fulfilment of the requirements for the award of the degree of MASTER OF SCIENCE In MARITIME AFFAIRS (MARITIME SAFETY AND ENVIRONMENTAL ADMINISTRATION) 2013 Copyright Azusa Fukasawa, 2013 DECLARATION I certify that all the material in this dissertation that is not my own work has been identified, and that no material is included for which a degree has previously been conferred on me. The contents of this dissertation reflect my own personal views, and are not necessarily endorsed by the University. -
Inclining Test and Lightweight Survey V2.1
GL Leaflet for Inclining test and Lightweight survey V2.1 Leaflet for Inclining test and Lightweight Survey Version 2.1 dated 2011-08-24 1 GL Leaflet for Inclining test and Lightweight survey V2.1 Version information Version Date Editor Items treated Approved 1.0 2005-05 Fim, TBo, Pei initial version HB 2.0 2011-04 Pei, GLe, SKl, MBst draft readings, status of vessel, FSM, tank fillings AFl 2.1 2011-08 Pei, Jasch BW shifting tanks, amount of additional masses, AFl shifting weights, editorial changes 2 GL Leaflet for Inclining test and Lightweight survey V2.1 Table of contents: 1 Inclining Test........................................................................................................................ 4 1.1 Purpose and objective..................................................................................................................... 4 1.2 Acceptance of the test..................................................................................................................... 4 1.3 Procedure of the inclining test ......................................................................................................... 5 1.3.1 Notification of the inclining test/lightweight survey.................................................................. 5 1.3.2 Condition of the vessel ........................................................................................................... 5 1.3.3 Mooring Arrangement.............................................................................................................5 -
Branch's Elements of Shipping/Alan E
‘I would strongly recommend this book to anyone who is interested in shipping or taking a course where shipping is an important element, for example, chartering and broking, maritime transport, exporting and importing, ship management, and international trade. Using an approach of simple analysis and pragmatism, the book provides clear explanations of the basic elements of ship operations and commercial, legal, economic, technical, managerial, logistical, and financial aspects of shipping.’ Dr Jiangang Fei, National Centre for Ports & Shipping, Australian Maritime College, University of Tasmania, Australia ‘Branch’s Elements of Shipping provides the reader with the best all-round examination of the many elements of the international shipping industry. This edition serves as a fitting tribute to Alan Branch and is an essential text for anyone with an interest in global shipping.’ David Adkins, Lecturer in International Procurement and Supply Chain Management, Plymouth Graduate School of Management, Plymouth University ‘Combining the traditional with the modern is as much a challenge as illuminating operations without getting lost in the fascination of the technical detail. This is particularly true for the world of shipping! Branch’s Elements of Shipping is an ongoing example for mastering these challenges. With its clear maritime focus it provides a very comprehensive knowledge base for relevant terms and details and it is a useful source of expertise for students and practitioners in the field.’ Günter Prockl, Associate Professor, Copenhagen Business School, Denmark This page intentionally left blank Branch’s Elements of Shipping Since it was first published in 1964, Elements of Shipping has become established as a market leader. -
Course Objectives Chapter 2 2. Hull Form and Geometry
COURSE OBJECTIVES CHAPTER 2 2. HULL FORM AND GEOMETRY 1. Be familiar with ship classifications 2. Explain the difference between aerostatic, hydrostatic, and hydrodynamic support 3. Be familiar with the following types of marine vehicles: displacement ships, catamarans, planing vessels, hydrofoil, hovercraft, SWATH, and submarines 4. Learn Archimedes’ Principle in qualitative and mathematical form 5. Calculate problems using Archimedes’ Principle 6. Read, interpret, and relate the Body Plan, Half-Breadth Plan, and Sheer Plan and identify the lines for each plan 7. Relate the information in a ship's lines plan to a Table of Offsets 8. Be familiar with the following hull form terminology: a. After Perpendicular (AP), Forward Perpendiculars (FP), and midships, b. Length Between Perpendiculars (LPP or LBP) and Length Overall (LOA) c. Keel (K), Depth (D), Draft (T), Mean Draft (Tm), Freeboard and Beam (B) d. Flare, Tumble home and Camber e. Centerline, Baseline and Offset 9. Define and compare the relationship between “centroid” and “center of mass” 10. State the significance and physical location of the center of buoyancy (B) and center of flotation (F); locate these points using LCB, VCB, TCB, TCF, and LCF st 11. Use Simpson’s 1 Rule to calculate the following (given a Table of Offsets): a. Waterplane Area (Awp or WPA) b. Sectional Area (Asect) c. Submerged Volume (∇S) d. Longitudinal Center of Flotation (LCF) 12. Read and use a ship's Curves of Form to find hydrostatic properties and be knowledgeable about each of the properties on the Curves of Form 13. Calculate trim given Taft and Tfwd and understand its physical meaning i 2.1 Introduction to Ships and Naval Engineering Ships are the single most expensive product a nation produces for defense, commerce, research, or nearly any other function. -
NOAA Form 57-19-01 Annual Small Boat Evaluation/Small Boat
NOAA Form 57-19-01 U.S. DEPARTMENT OF COMMERCE (1-13) Page 1 of 9 NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION ANNUAL SMALL BOAT EVALUATION/SMALL BOAT EXAMINATION Instructions Annual Small Boat Evaluation (ASBE) is an inspection conducted by Vessel Operations Coordinator (VOC), Commanding Officer (CO), or designee(s). All boats shall be inspected annually. • The ASBE checklist has been condensed from the detailed ASBE outline for use in the field. Evaluators shall use the checklists during the inspection, and shall refer to the outline for additional details as needed. Evaluators are responsible for all information contained within the ASBE outline. • The ASBE outline and checklist are based on NAO 209-125, The NOAA Small Boat Standards and Procedures Manual (SBSPM), 46 CFR, 33 CFR, NFPA 302, MARPOL, ABYC standards and recommendations, United States Coast Guard (USCG) inspection criteria, and standard marine survey practices. Small Boat Examination (SBEX) is an examination conducted by the Small Boat Program or a certified Marine Surveyor. Class I boats shall be examined every three (3) years and Class II boats shall be examined every two (2) years. • Some items may not apply to all boats. Evaluators are responsible for determining applicability. Consult the SBSPM for equipment carriage requirements. Installed equipment in excess of requirements must be maintained to inspection standards. • Completed evaluation checklists, reports, records of findings, and recommendations shall be signed by the evaluator or surveyor; signed and retained by the VOC with a copy forwarded to and signed by the Line Office Small Boat Officer (LOSBO). Completed evaluations shall be submitted to the NOAA Small Boat Program (SBP) Coordinator. -
The IMO Number Explained
A fact sheet from May 2017 Adam Baske The IMO Number Explained What is an IMO number? The International Maritime Organization (IMO) introduced its Ship Identification Number Scheme in 1987 to help prevent maritime fraud and enhance the security of merchant vessels. It is recognized by regional fisheries organizations and most governments and is considered the best available global identification system for ships. IHS Maritime & Trade, a company based in the U.K., administers the scheme on behalf of the IMO. The unique seven-digit vessel number the company issues to each vessel, preceded by the letters IMO, stays with it until it is scrapped and never changes, regardless of the ship’s owner, country of registration or name. The records based on the IMO number provide an independent audit trail for each vessel. The scheme was applied to fishing vessels in 2013, and the eligibility criteria were amended in 2016 to cover smaller and non-steel hull vessels. Why do fishing vessels need an IMO number? Illegal, unreported, and unregulated fishing worldwide accounts for up to 26 million metric tons of fish annually, worth up to $23.5 billion. IMO numbers are an essential tool in the fight against illegal fishing because they help to improve monitoring, control, surveillance and enforcement of fishing operations. They: • Allow flag States to accurately manage vessels under their authority. • Give national authorities information to help them police their waters more effectively. • Bring clarity and consistency to Regional Fisheries Management Organization (RFMO) records, helping governments determine whether vessels are authorized to fish in their waters.