DOCSLIB.ORG

Lecture 11 Ship Types

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Lecture 11 Ship Types SHIP TYPES LECTURE STRUCTURE Section 1 Ship Types Section 2 Tankers Section 3 Dry Bulk Ships Section 4 Breakbulk Ships Section 5 RoRo Ships Section 6 Container Ships Section 7 Specialised Ships SHIP TYPES BY CARGO TYPES Bulk General Trades Cargo Trades Bulk Tanker Breakbulk Container RoRo Carrier Oil Major Tween Wheeled Deep-sea Tanker Bulk Decker Cargo Chemical Minor Multi- Car Short-sea Tanker Bulks Purpose Carrier Food Reefer Tankers LNG Palletised SHIP TYPES WORLD FLEET World Fleet 2000 and 2008 (million dwt) >6,600 ships 2000 2008 Source: UNCTAD, 2002, 2004, 2009 SHIP TYPES BULK CARGO Cargo Large homogeneous consignments Same cargo Consignment fills a complete ship or hold Simple stowage requirements Shipment details Small number of shippers Cargo loaded near location of origin Cargo discharged near destination Port-to-port contracts SHIP TYPES GENERAL CARGO - CHARACTERISTICS Insufficient to fill a ship or hold Large numbers of shippers Small diverse consignments Difficult stowage requirements Often onward hinterland move(s) Multi-port itineraries Primarily container, breakbulk and roro SHIP TYPES BREAKBULK Low handling rates Highly labour intensive High cost operations Very low productivity High freight rates Long delivery times Poor cargo quality control Constraint on trade SHIP TYPES BREAKBULK – STANDARD UNITS Pallets Paper Tonne Bags Coils Pallets SHIP TYPES SHIP DESIGN & VOYAGE TYPE Different types of voyage (journey) Deep-sea v Short-sea Mainline v Feeder Coastal v Short sea Coastal v River It is not the ship type but the journey Voyage and ship size Deep-sea tend to be large Mainline tend to be large Short-sea tend to be small Feeder tend to be small River tend to be small Voyage and water conditions Oceans Straits Coastal Rivers Voyage length Different crew needs Different fuel quantity SHIP TYPES LECTURE STRUCTURE Section 1 Ship Types Section 2 Tankers Section 3 Dry Bulk Ships Section 4 Breakbulk Ships Section 5 RoRo Ships Section 6 Container Ships Section 7 Specialised Ships TANKERS LIQUID CARGO Shipped in bulk Ship load consignment = 1 cargo per ship Hold load (parcel) consignment = multiple cargoes per ship Loading and unloading by pumping May need to heat liquid if it is viscous (sticky) ????? TANKERS OIL TANKERS TANKERS SINGLE HULL & DOUBLE HULL Single Hull Double Hull TANKERS RISK OF EXPLOSIONS – INERT GAS Sun on liquid oil = vapour (gas) Ignition + vapour + oxygen = explosions Inert gas = replace oxygen with a safe gas (engine exhaust) TANKERS LOADING & UNLOADING TANKERS TANKER SHIP SIZES Handysize (10,000 to 30,000 dwt) Hellespont Alhambra Handymax (30,000 to 50,000 dwt) 441,893 dwt Panamax (50,000 to 80,000 dwt) Draft 24.5m Aframax (80,000 to 120,000 dwt) LOA 380m Suezmax (120,000 to 200,000 dwt) Beam 68m VLCC (200,000 to 320,000 dwt) Design speed 16.5 Knots ULCC (320,000 to 550,000 dwt) TANKERS TANKER SHIP SIZES - ULCC TANKERS SPECIALISED CHEMICAL CARRIERS Parcel chemical tanker Typically up to 40,000 tonnes deadweight Many small cargo tanks (up to 54 separate tanks) Tanks have dedicated pipeline Tanks often made of stainless steel Product / chemical tanker Similar size to parcel tankers Fewer cargo tanks Acid Tanker Mostly coated in steel rather than stainless steel Fruit Juice Tanker Less sophisticated pump and line arrangements Carry less difficult chemicals Specialised chemical carriers Small to medium sized ships Often dedicated to one trade Wine Tanker Usually carrying a single cargo Acid Molten sulphur Methanol Fruit juice Palm oil Vegetable Oil Tanker Wine TANKERS LNG CARRIERS Liquefied natural gas (LNG) natural gas that is converted temporarily to a liquid form for ease of storage or transportation TANKERS LNG MEMBRANE – LNG MOSS TANKS Membrane Tanks Moss Tanks TANKERS FRUIT JUICE TANKER Carlos Fisher Year Built 2004 Length 205m Breadth 32.2m Draught 9.5m Capacity 37,000 tonnes orange juice Special design Refrigerated storage tanks Pipework for flow of juice SHIP TYPES LECTURE STRUCTURE Section 1 Ship Types Section 2 Tankers Section 3 Dry Bulk Ships Section 4 Breakbulk Ships Section 5 RoRo Ships Section 6 Container Ships Section 7 Specialised Ships DRY BULK SHIPS (DRY) BULK CARGO Shipped in bulk Ship load consignment = 1 cargo per ship (major and minor bulks) Hold load (parcel) consignment = multiple cargoes per ship Loading and unloading Grab (digging material with crane) Pneumatic (suction) Crane hook (mechanical attachment) Grain Rice Cement Coal Salt DRY BULK SHIPS DRY BULK - HANDYSIZE Characteristics DWT 10,000 to 35,000 dwt Draft between 7m and 10m LOA between 110m and 170m Beam 19m to 27m Typically up to 5 cargo holds Generally geared Design speed 14 Knots Market Very flexible as size allows them to enter small ports Do not require ports to have cranes Carry variety cargo including: steel products, woodchips. grain, ores, phosphate, cement, logs, grain, etc. DRY BULK SHIPS DRY BULK - HANDYMAX Characteristics DWT 35,000 to 59,000 Draft 10m to 12m LOA 160m to 190m Beam 24m to 32.26m Typically 5 cargo holds Generally geared Design speed 15 Knots Market Do not require ports to have cranes All five of the major bulks and also some of the larger minor bulks such as cement, logs, sugar, salt, steel, fertilizer and logs DRY BULK SHIPS DRY BULK - PANAMAX Characteristics DWT 60,000 to 80,000 Draft 11m to 13.4m LOA 225m to 229m Beam 24m to 32.26m Not geared Design speed 14.5 Knots Market Limited to ports with suitable cranes All five of the major bulks and some minor bulks (sulphur, cement, clinker, pellets and fertilizers) DRY BULK SHIPS DRY BULK - CAPESIZE Characteristics DWT 80,000 to 200,000 Draft 12m to 17m LOA 225m to 289m Beam 37m to 45m Not geared Design speed 14.5 Knots Market Limited to specific ports Transport primarily iron ore and coal Few older vessels dedicated to the carriage of grain. Carry approximately 75% of the maritime iron ore trade and 45% of the coal trade Voyage via Cape Horn or Cape of Good Hope DRY BULK SHIPS DRY BULK – VLBC (VLOC) Characteristics DWT 200,000 to 380,000 Draft 18m to 23m LOA 300m to 332m Beam 45m to 58m Not geared Design speed 15 Knots Market Limited to a few ports Transport iron ore and coal DRY BULK SHIPS DRY BULK – CHINAMAX (VALEMAX) Characteristics DWT 380,000 to 400,000 Draft 23m LOA 65m Not geared Design speed 15.4 Knots Market Limited to a few ports Transport iron ore and coal Chinamax (Valemax) Panamax DRY BULK SHIPS OIL-BULK-ORE CARRIER (OBO) DRY BULK SHIPS CONBULK Star Geiranger 11 cargo holds Total of 2,286 TEU Under deck 4 high, 11 across Above deck 4 high 11 across 22 reefer plugs Grain capacity of 65,338m³ Bale capacity of 65,298m³ SHIP TYPES LECTURE STRUCTURE Section 1 Ship Types Section 2 Tankers Section 3 Dry Bulk Ships Section 4 Breakbulk Ships Section 5 RoRo Ships Section 6 Container Ships Section 7 Specialised Ships BREAKBULK SHIPS BREAKBULK CARGO Loose cargo of different shapes & sizes Low handling rates Highly labour intensive High cost operations Very low vessel productivity High freight rates Long delivery times Poor cargo quality control Constraint on trade BREAKBULK SHIPS MULTI PURPOSE SHIP SHIP TYPES LECTURE STRUCTURE Section 1 Ship Types Section 2 Tankers Section 3 Dry Bulk Ships Section 4 Breakbulk Ships Section 5 RoRo Ships Section 6 Container Ships Section 7 Specialised Ships RORO SHIPS CARGO - VEHICLES Vehicles New vehicles Used vehicles RORO SHIPS CARGO - TRUCKS & TRAILERS Vehicles Trucks and trailers Accompanied (trailer only) Unaccompanied (truck and trailer) RORO SHIPS CARGO - OVERSIZED Vehicles Trucks and trailers Oversized specialist equipment (project cargo) Wheeled Caterpillar RORO SHIPS CARGO - ROLL TRAILERS Vehicles Trucks and trailers Oversized specialist equipment (project cargo) Roll trailer Minor bulks General and project cargo RORO SHIPS CARGO - NON WHEELED Vehicles Trucks and trailers Oversized specialist equipment (project cargo) Roll trailer Non-wheeled cargo Containers Boxes etc Industrial equipment RORO SHIPS CARGO – NON WHEELED CASSETTES Vehicles Trucks and trailers Oversized specialist equipment (project cargo) Roll trailer Non-wheeled cargo Containers Boxes etc Industrial equipment Cassettes RORO SHIPS CARGO - ANYTHING…. Vehicles Trucks and trailers Oversized specialist equipment (project cargo) Roll trailer Non-wheeled cargo Other (anything that fits) RORO SHIPS PASSENGERS Vehicles Trucks and trailers Oversized specialist equipment Roll trailer Non-wheeled cargo Other (anything that fits) Passengers Cars Coaches Motorbikes On foot RORO SHIPS WHEELED CARGO Primarily movement of vehicles or wheeled equipment May include one or a combination of Commercial vehicles – trucks, vans Passenger – passengers, motor bikes, cars, busses May combine wheeled and non-wheeled cargo Roll trailers (MAFIs) Cassettes Fork lift trucks to load cargo Containers Large numbers of shippers Ship sailing Between 2 ports Multiport port calls RORO SHIPS WHEELED – RORO ACCOMPANIED RORO SHIPS WHEELED – RORO UNACCOMPANIED RORO SHIPS ANATOMY – STERN RAMPS RORO SHIPS ANATOMY – SIDE RAMPS RORO SHIPS ANATOMY – BOW DOOR RORO SHIPS ANATOMY – MOVEABLE FLOORS RORO SHIPS ANATOMY – INTERNAL RAMPS RORO SHIPS RORO FREIGHT VESSELS RoRo = roll-on roll-off Pure freight carrying RoRo vessels Very limited accommodation for truck drivers Would transport Truck & trailer & driver (accompanied) Trailer (unaccompanied) RORO SHIPS ROPAX VESSELS ROPAX = Roll on Roll off freight and passengers Designed to carry Wheeled freight cargo Includes passenger accommodation (typically 250 passengers) RORO SHIPS LORO VESSELS LORO – Lo-Lo
Recommended publications
  • Glossary of Nautical Terms: English – Japanese

    Glossary of Nautical Terms: English – Japanese

    Glossary of Nautical Terms: English – Japanese 2 Approved and Released by: Dal Bailey, DIR-IdC United States Coast Guard Auxiliary Interpreter Corps http://icdept.cgaux.org/ 6/29/2012 3 Index Glossary of Nautical Terms: English ‐ Japanese A…………………………………………………………………………………………………………………………………...…..pages 4 ‐ 6 B……………………………………………………………………………………………………………………………….……. pages 7 ‐ 18 C………………………………………………………………………………………………………………………….………...pages 19 ‐ 26 D……………………………………………………………………………………………..……………………………………..pages 27 ‐ 32 E……………………………………………………………………………………………….……………………….…………. pages 33 ‐ 35 F……………………………………………………………………………………………………….…………….………..……pages 36 ‐ 41 G……………………………………………………………………………………………….………………………...…………pages 42 ‐ 43 H……………………………………………………………………………………………………………….….………………..pages 49 ‐ 48 I…………………………………………………………………………………………..……………………….……….……... pages 49 ‐ 50 J…………………………….……..…………………………………………………………………………………………….………... page 51 K…………………………………………………………………………………………………….….…………..………………………page 52 L…………………………………………………………………………………………………..………………………….……..pages 53 ‐ 58 M…………………………………………………………………………………………….……………………………....….. pages 59 ‐ 62 N……………….........................................................................…………………………………..…….. pages 63 ‐ 64 O……………………………………..........................................................................…………….…….. pages 65 ‐ 67 P……………………….............................................................................................................. pages 68 ‐ 74 Q………………………………………………………………………………………………………..…………………….……...…… page 75 R………………………………………………………………………………………………..…………………….…………..
  • Glossary of Nautical Terms & References

    Glossary of Nautical Terms & References

    Canadian Coast Guard Auxiliary Search & Rescue Crew Manual GLOSSARY OF NAUTICAL TERMS & REFERENCES Glossary of Nautical Terms 245 Bearing – The direction in which an object lies A with respect to the reference direction. Bearing, Collision – A set of bearings taken on a Abaft – In a direction towards the stern. converging vessel in order to determine if a danger of collision exists. Abeam – On the beam; a direction at right angles to the keel. Bearing, Compass – A bearing relative to the Ship’s Compass North. Aboard – In or on board the vessel. Bearing, Magnetic – A bearing relative to the Afloat – A vessel totally supported by water and Magnetic North. off the bottom. Bearing, Relative – A bearing relative to the ship’s Aft – At or towards the stern. heading or bow of the vessel. Ahead – In the direction of the vessel’s head or Bearing, Ring – A ring fitted over a compass and bow. equipped with sighting lines for observing Aid to Navigation – A device or object, external to compass bearings. the vessel, located to assist in safe navigation. It Bearing, True – A bearing relative to True North. may be natural, a man-made structure or object. Beating – The procedure of sailing or running to Air Accident – A SAR Incident where the original windward with alternate tacks across the wind. vehicle of transportation of the persons involved was an airborne vehicle, regardless of Belay – To make fast a rope on a cleat by taking where the vehicle came to rest. turns. Amidships – In the middle of the ship, whether Bifurcation Buoy – A buoy that marks where a longitudinally or laterally.
  • AFRAMAX Tanker Design

    AFRAMAX Tanker Design

    The Society of Naval Architects and Marine Engineers (SNAME) Greek Section – Technical Meeting 15. March 2012, Athens HOLISTIC SHIP DESIGN OPTIMISATION: Theory and Applications by Apostolos Papanikolaou National Technical University of Athens - NTUA Ship Design Laboratory – SDL http://www.naval.ntua.gr/sdl A. Papanikolaou HOLISTIC SHIP DESIGN OPTIMISATION 1 List of contents 1. Introduction to Holistic Ship Design Optimisation • Important Design Optimization Notions • Holistic Optimisation Methodology 2. Optimization of RoPax ships – Case study • Projects ROROPROB (2000-2003) and EPAN-MET4 (2004-2007) 3. Optimisation of High-Speed vessels • Project FLOWMART (2000-2003) 4. Holistic Optimisation of Tanker Ships – Projects SAFEDOR and BEST (2005-2011) • Multi-objective Optimization of Tanker Ships • Case study-reference ship • Alternative configurations • Discussion of results 5. Conclusions- The Way Ahead A. Papanikolaou HOLISTIC SHIP DESIGN OPTIMISATION 2 Important Design Optimization Notions (1) • Holism (from Greek όλος, meaning entire, total)-holistic The properties of a system cannot be determined or explained by looking at its component parts alone; instead of, the system as a whole determines decisively how the part components behave or perform. “The whole is more than the sum of the parts” (Aristotle Metaphysics) • Reductionism-reduction: is sometimes interpreted as the opposite of holism. “A complex system can be approached by reduction to its fundamental parts” • Holism and reductionism need, for proper account of complex systems, to be regarded as complementary approaches to system analysis. • Systemic and analytical approaches are also complementary and strongly related to holism and reductionism • Risk (financial): “A quantifiable likelihood of loss or of less-than-expected returns” • Risk (general): “A quantifiable likelihood of loss of an acceptable state or of a worse-than-expected state condition” • Safety: may be defined as “An acceptable state of risk” A.
  • Weekly Market Report

    Weekly Market Report

    GLENPOINTE CENTRE WEST, FIRST FLOOR, 500 FRANK W. BURR BOULEVARD TEANECK, NJ 07666 (201) 907-0009 September 24th 2021 / Week 38 THE VIEW FROM THE BRIDGE The Capesize chartering market is still moving up and leading the way for increased dry cargo rates across all segments. The Baltic Exchange Capesize 5TC opened the week at $53,240/day and closed out the week up $8,069 settling today at $61,309/day. The Fronthaul C9 to the Far East reached $81,775/day! Kamsarmaxes are also obtaining excellent numbers, reports of an 81,000 DWT unit obtaining $36,500/day for a trip via east coast South America with delivery in Singapore. Coal voyages from Indonesia and Australia to India are seeing $38,250/day levels and an 81,000 DWT vessel achieved $34,000/day for 4-6 months T/C. A 63,000 DWT Ultramax open Southeast Asia fixed 5-7 months in the low $40,000/day levels while a 56,000 DWT supramax fixed a trip from Turkey to West Africa at $52,000/day. An Ultramax fixed from the US Gulf to the far east in the low $50,000/day. The Handysize index BHSI rose all week and finished at a new yearly high of 1925 points. A 37,000 DWT handy fixed a trip from East coast South America with alumina to Norway for $37,000/day plus a 28,000 DWT handy fixed from Santos to Morocco with sugar at $34,000/day. A 35,000 DWT handy was fixed from Morocco to Bangladesh at $45,250/day and in the Mediterranean a 37,000 DWT handy booked a trip from Turkey to the US Gulf with an intended cargo of steels at $41,000/day.
  • Tanker Orders Turn to Bulkers

    Tanker Orders Turn to Bulkers

    4 TradeWinds 19 October 2007 www.tradewinds.no www.tradewinds.no 19 October 2007 TradeWinds 5 DRY BULK DRY BULK More older Dollar signs tankers set for Capesize market hopping Tanker Trond Lillestolen Oslo sizes from NS Lemos of Greece start to erase and says one of the ships, the conversion The period-charter market for 164,000-dwt Thalassini Kyra capesizes was busy this week (built 2002), has been fixed to old stigmas Trond Lillestolen and Hans Henrik Thaulow with a large number of long-term Coros for 59 to 61 months at Oslo and Shanghai deals being done. $74,750 per day. Gillian Whittaker and Trond Lillestolen Quite a few five-year deals Hebei Ocean Shipping (Hosco) Athens and Oslo The rush to secure dry-bulk ton- orders have been tied up. One of the has fixed out two capesizes long nage is seeing more owners look- most remarkable was Singapore- term. The 172,000-dwt Hebei The hot dry-bulk market is ing to convert old tankers. based Chinese company Pacific Loyalty (built 1987) went to Old- closing the price gap for ships BW Group is converting two King taking the 171,000-dwt endorff Carriers for one year at built in former eastern-bloc more ships, while conversion Anangel Glory (built 1999) from $155,000 per day and Hanjin countries. specialist Hosco is acquiring the middle of 2008 at a full Shipping has taken the 149,000- Efnav of Greece is set to log a even more tankers and Neu $80,000 per day. The vessel is on dwt Hebei Forest (built 1989) for massive profit on a sale of a Seeschiffahrt is being linked to a turn to charter from China’s Glory two years at $107,000 per day.
  • Panama Canal Expansion Impacts on Fleet Patterns and Challenges in Terminal Design Presented by Michael Horton, C

    Panama Canal Expansion Impacts on Fleet Patterns and Challenges in Terminal Design Presented by Michael Horton, C

    Panama Canal Expansion Impacts on Fleet Patterns and Challenges in Terminal Design Presented by Michael Horton, C. Eng, P.E. Agenda • Panama Canal Expansion, the Coming Fleet – Fleet Vessel size – Container Vessel Size • Design Criteria , Present & Future – Terminal Requirements for the Future – Options for Berth Construction • Challenges, Moving Forward – Time – Money • Conclusions The New Generation Source: ACP Ready or Not? In 1995 the Regina Maersk was big at 6,500 TEU – 5,800 trucks – 25 barges – 550 cargo planes Regina Maersk (1995) Now We Have the Emma Maersk at 11,000 or 13,000TEUs Emma Maersk (2006) But Still Not The Biggest Vessel On The Water Typical Maritime Transport Costs Source: Delft University, “Containerization International Charter Market Report”, Drewry Container Market Review 2006-2007. Container Ship Dimensions by Capacity (averages) Capacity Draft LOA Beam (TEUs) (m) (m) (m) 2,000-2,999 11.6 239 31.5 3,000-3,999 12.1 259 32.4 4,000-4,999 13.0 284 33.2 5,000-5,999 13.7 281 39.0 6,000-6,999 13.9 302 40.6 7,000-7,999 14.6 343 42.6 8,000-8,999 14.3 329 42.8 9,000-9,999 14.7 344 44.0 >10,000 15.5 398 56.4 Immediate Demand (ECSA carrier) • (2010) - 6,300 TEUS: – Length: 300 Meters – Beam: 40 Meters – Draft: 14.5 Meters – DWT: 76,000 • (2014) - 8,800 TEUS: – Length: 338 Meters – Beam: 46 Meters – Draft: 15.5 Meters – DWT: 116,000 Vessel Size: Conclusion • Panama Canal sets the new top end? • Vessel size will be a factor of route, market potential and facilities availability • With or without the Canal expansion, terminal
  • 13.012 Hydrodynamics for Ocean Engineers Reading #3

    13.012 Hydrodynamics for Ocean Engineers Reading #3

    13.012 Hydrodynamics for Ocean Engineers Reading #3 13.012 Hydrodynamics for Ocean Engineers Prof. A.H. Techet Fall 2004 Archimedes’s Principle and Static Stability “Any object, wholly or partly immersed in a fluid, is buoyed up by a force equal to the weight of the fluid displaced by the object.” “The apparent loss in weight of a body immersed in a fluid is equal to the weight of the displaced fluid.” I. Archimedes’s Principle: The force on a body due to pressure alone (in the absence of viscous forces) K F = ∫∫ p nˆ ds (3.1) S where pressure is a function of depth below the free surface: p(z) = −ρgz . (3.2) K F = ∫∫ p nˆ ds = − ρg ∫∫ z nˆ ds (3.3) S S By Calculus the surface integral can be converted into a volume integral (Gauss’s Theorem/Divergence Theorem): K K ∫∫G ⋅ nˆ ds = ∫∫∫∇ ⋅G dV (3.4) SV Thus equation becomes: K FpndsgzndsgdVgVk==−=∫∫ˆˆρρρ ∫∫ ∫∫∫ =ˆ (3.5) SSV version 3.0 updated 9/8/2004 -1- ©2003, 2004 aht 13.012 Hydrodynamics for Ocean Engineers Reading #3 We can see now that the buoyancy force acts to counterbalance the displaced volume of fluid. For a half submerged body the area of the water plane must be accounted for in the integration. II. Moment on a body (Ideal Fluid) The moment on a submerged body follows directly from structural mechanics or dynamics methodologies. K K M = p(x × nˆ) ds ≡ (M ,M ,M ) = (M ,M ,M ) (3.6) ∫∫ 1 2 3 x y z S Figure 1: x, y, z coordinate reference frame.
  • Operational Challenges to Port Interfaces in the Multi-Modal Transport Chain (Maritime and Hinterland Connections)

    Operational Challenges to Port Interfaces in the Multi-Modal Transport Chain (Maritime and Hinterland Connections)

    Operational Challenges to Port Interfaces in the Multi-modal Transport Chain (Maritime and Hinterland Connections) 2013 Table of contest Introduction ................................................................................................................................ 4 PART I EVALUATION OF THE EXISTING SITUATION .................................................... 5 1. Research methodology ....................................................................................................... 5 1.2 Setting the Criteria ....................................................................................................... 5 1.3 Selection of indicators ............................................................................................... 11 2. Latvian ports ..................................................................................................................... 21 2.1 Freeport of Riga ......................................................................................................... 22 2.2 Port of Liepaja ........................................................................................................... 33 2.3 Port of Ventspils ........................................................................................................ 38 3. Lithuanian ports ................................................................................................................ 43 3.2 Port of Klaip ėda ........................................................................................................
  • Course Objectives Chapter 2 2. Hull Form and Geometry

    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.
  • Glossary of Nautical Terms the Maritime World Has a Language of Its Own

    Glossary of Nautical Terms the Maritime World Has a Language of Its Own

    Glossary of Nautical Terms The maritime world has a language of its own. It may seem silly to use special terms instead of simply using one that we use for the same thing shore side, but it actually serves a practical purpose. For example, why not just call a galley a kitchen; it’s just a place where you cook food, right? Not exactly, in a kitchen you can leave pot of hot soup on the counter and, barring some geological event, it will still be there when you get back. In a galley, it is more likely to be all over the deck upon return. Using the proper terminology aboard a vessel helps to enforce the mindset that the maritime environment is different from that on shore and therefore, demands a different code of conduct. Objects: Bit: Two adjacent posts used for mooring or making a line fast to ​ Bollard: A single post used for mooring or making a line fast to ​ Boom: (1) Horizontal spar attached to the foot of a sail; (2) A spar used for lifting such as ​ on a crane or davit Bow: The forward end of the vessel ​ *Bowsprit: Spar protruding from the bow of a sailing vessel used for the attachment of the ​ headsails Bulkhead: A vertical partition inside a vessel ​ Bulwark: A partition extending above the weather deck of a vessel used to prevent seas ​ from washing over and keep objects and personnel from going overboard Capstan: Deck winch, usually configured vertically, used for hauling in lines See ​ Windlass. Ceiling: Planking on the interior sides the hull used for separating internal space from the ​ frame bays; in some cases used to increase hull stiffness to prevent hogging particularly in wood vessels (Hogging is the sagging of the vessel towards the bow and stern due to lack of floatation from the narrowing of the hull.
  • Weekly Market Report

    Weekly Market Report

    Weekly Market Report th Issue: Week 18 |Tuesday 11 May 2021 Market insight by Nassos Soulakis, SnP Broker Chartering (Wet: Softer / Dry: Firmer) Tanker S&P is finally back! Exceptional gains for the dry bulk owners for another week, with the Pana- For an extended period, Dry bulk & Wet market rates have been diverging, with max sector taking the lead in terms of w-o-w improvement followed by the the SnP deals on each sector more or less tracking the market trend. However, Capesize outstanding performance. Geared size rates have been on a rise as since April, this trend appears to be revoked; despite a lackluster tanker freight well. The BDI today (11/05/2021) closed at 3,254 up by 97 points compared market, tanker SnP transactions gained pace tracking the bulkers volumes. It is to previous Tuesday’s (04/05/2021) levels. Rates for the crude carrier sec- interesting to note, that older tankers units attracted the majority of SnP inter- tors remained at disappointing levels for another week with Far Eastern est, contrary to bulkers, where the majority of transactions took place for 10Y old holidays adding to the overall sluggishness of the market. The BDTI today units and younger. Record high steel prices are supporting asset values across (11/05/2021) closed at 606, an increase of 4 points, and the BCTI at 504, an the board, despite the tanker market underperforming, with owners positioning increase of 42 points compared to previous Tuesday’s (04/05/2021) levels. for a market recovery, while older units are still relatively undervalued.
  • Weekly Shipping Market Report Week 45

    Weekly Shipping Market Report Week 45

    WEEKLY SHIPPING MARKET REPORT WEEK 45 Week 45 (30th Oct to 6th Nov 2020) Bulkers Baltic Indices Defender Holding have sold their Capesize “True Dream” 181/2014 Bulkers Tsuneishi Cebu, Philippines (SS/DD 04/2022) for USD 27 mill. Remind you 5.000 that a month ago, the two years older sister vessel “Huge Hakata” 181/2012 4.000 Tsuneishi Cebu, Philippines (SS 09/2021, DD 05/2021) was sold at USD 23 mill. Moreover, Noble Group committed their “Aqua Vision” 180/2011 3.000 Dalian, China (SS/DD 09/2021) to Greek buyers Lavinia for region USD 15,75 2.000 mill, while CSSC Shipping’s “CSSC Wan Mei” 176/2012 SWS, China (SS/DD 11/2022) was committed to Berge Bulk for USD 18,3 mill. 1.000 0 The BWTS fitted Kamsarmax “Mild Sea” 82/2013 Qingdao Beihai, China (SS 01/2023, DD 12/2020) was committed to undisclosed buyers for USD 14 mill, with last similar sale the two years younger “SBI Conga” 81/2015 B.D.I B.C.I B.P.I. B.S.I. B.H.S.I. Hudong-Zhonghua, China which was sold a month ago at USD 18,4 mill basis SS/DD passed and BWTS fitted. In addition, MC Shipping’s “Gemini Ocean” 81/2017 JMU, Japan (SS/DD 02/2022) was sold for region USD 25 mill. Last INDEX 6-Nov 30-Oct ± (%) done for the latter was a month ago, the one year younger sister vessel “BTG BDI 1.196 1.283 -6,78% Eiger” 81/2016 JMU, Japan (SS/DD 01/2021) at USD 23,5 mill.