DOCSLIB.ORG

Ship Stability

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
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. z z¢ t e G: Center of total mass (gravity) B: Center of buoyancy at initial position * Angle of inclination should be within the range of inclinations G1: New position of center of total mass (gravity) after the weight has been moved where the metacenter (M) is not changed (about 7°~10°). B1: New position of center of buoyancy after the ship has been inclined Z: The intersection of vertical line through the center of buoyancy with the transversally parallel line to a waterline through center of total mass (gravity) M: The intersection of a vertical line through the center of buoyancy at previous position(B) with a vertical line through the present position of the center of buoyancy(B1) after the τe : Heeling moment ship has been inclined transversally through a small angle Required values to find the KG τr : Righting moment M f d • Draft FG Z • Total weight (FG) G 1 y • Hydrostatic values (KB, BM) • Weight (w) y¢ • Distance (d) B 1 • Angle of inclination (f )* FB t r 5 Naval Architectural Calculation, Spring 2018, Myung-Il Roh t r=F B × GZ GZ» GM ×sinf (at small angle f ) GM= KB +BM - KGKG z ¢ z w× d t e GG1 = FG M f d th=F G × GG1 cos f Shift of center of total mass (gravity) FG Z G 1 y tr=F B × GZ » F B × GM sin f y¢ FGB× GG1 cosf = F × GM sin f B1 (QStatic equilibrium: FGB= F ) FB t r 3 Inclining experiment formula 2018-08-07 The angle of inclination can be measured when we perform the inclining test. Derivation of Inclining Test Formula (1/5) t r=F B × GZ GZ» GM ×sinf (at small angle f ) 8 Naval Architectural Calculation, Spring 2018, Myung-Il Roh GM= KB +BM - KGKG z w× d KG z¢ GM = t e FG × tanf M f d KG= KB + BM - GM FG Z w× d G Required Values to Find the KG (3/3) 1 y =KB + BM - FG × tanf y¢ B1 FB t r 7 Naval Architectural Calculation, Spring 2018, Myung-Il Roh t r=F B × GZ GZ» GM ×sinf (at small angle f ) GM= KB +BM - KGKG d y ¢ d z ¢ z B B B z n B n z¢ 1 M ¢ ¢ KBsinf dyB cos f dzB sin f f KG, N0 NZ, Suppose that the center of gravity is located at K. Then the y y KN represents the righting arm. f d y ¢ B B B y¢ B1 FG F d z ¢ G F B B FB FB w KG, N NZ, KG, 0 GZ = KN =KN0 + N 0 N ¢ ¢ = KB ×sinf +d yBB ×cosf + d z × sin f These terms have positive effect to the restoring moment arm. 4 2018-08-07 t r=F B × GZ GZ» GM ×sinf (at small angle f ) 10 Naval Architectural Calculation, Spring 2018, Myung-Il Roh GM= KB +BM - KGKG ¢ KG= d zG z z z¢ z¢ M M f f FG G DerivationZ of Inclining Test Formula (2/5) y y d z ¢ G f d y ¢ d y ¢ B B B B y¢ y¢ B1 B1 FG ¢ FG ¢ d zB d zB FB FB FGB ' FB KG, NZ, N N0 K N ¢ d0zG sin f GZ = KN GZ =KN - KG ' =KN + N N ¢ ¢ 0 0 = KB ×sinf +d yBB ×cosf + d z × sin f ¢ ¢ = KB ×sinf +d yBB ×cosf + d z × sin f 9 Naval Architectural Calculation, Spring 2018, Myung-Il Roh This term has negative effect to the restoring moment arm. t r=F B × GZ GZ» GM ×sinf (at small angle f ) GM= KB +BM - KGKG ¢ ¢ KG= d zG G d yG z zn GG= d y ¢ z¢ Z z¢ 1 G M M G1 ¢ Z1 dyG cos f f f d FG G ' G1 ' N FG FG G Z G Z ¢G Z1 y d yG 1 y d z ¢ G f f d y ¢ d yB B B B y¢ y¢ B1 B1 FG d z ¢ d zB B ¢ G ' dyG cos f FGB ' FB FGB ' 1 FB Derivation of Inclining Test Formula (3/5) K N¢ N K N¢ N dzG0sin f dzG 0sin f GZ =KN - KG ' GZ1 1 =KN - KG''' - G G1 ¢ ¢ ¢ ¢ = KB ×sinf +d yBB ×cosf + d z × sin f = KB ×sinf +d yBB ×cosf + d z × sin f ¢ ¢ -dzG ×sin f -dzG ×sin f This term has negative effect to the restoring moment arm. 5 2018-08-07 Derivation of Inclining Test Formula (5/5) Calculation of moment using “GZ” 12 Naval Architectural Calculation, Spring 2018, Myung-Il Roh t r=F B × GZ GZ» GM ×sinf (at small angle f ) GM= KB +BM - KGKG ¢ KG= d zG z z GG= d y ¢ z¢ z n n n b ¢ 1 G rPz=b R b r P z M M écosf- sin f ù n ê ú = Rb ()f ësinf cos f û f y¢ ü Rotational transformation matrix (b to n frame) f f y d FG FG FG z z¢ G DerivationZ of Inclining Test Formula (4/5) G Z Z1 cos(---f ) sin( f ) ¢G1 é ù n d yG y ê ú =Rb () -f yn ësin(--f ) cos( f ) û d zG f ü Rotational transformation matrix (b to n frame) -f y d y ¢ B B y¢ y y¢ b B1 d z ¢ ¢ B dyG cos f G ' FG ' G1 ' F é¢ ù B B édyBB ù Kécosf sinN f ù d y K N N = ê ú 0 ¢ ê ú ê ú -dzG sin f ëd zB û ë-sinf cos fû ê¢ ú ëd zB û GZ1 1 =KN - KG''' - G G1 ¢ ¢ dyBBB= d ycos f + d z sin f ¢ ¢ = KB ×sinf +d yBB ×cosf + d z × sin f ¢ ¢ ¢ ¢ d y dyGGG= d ycos f + d z sin f -dzG ×sin f -dyG ×cos f B 11 Naval Architectural Calculation, Spring 2018, Myung-Il Roh -d yG ü In n-frame, because the forces are acting on vertical direction, moment arm is yn-component. w× d KG= d z ¢ GG = t r=F B × GZ G 1 F GG= d y ¢ G GZ» GM ×sinf (at small angle f ) 1 G GM= KB +BM - KGKG z z¢ GZ =KN - KG''' - G G t e 1 1 1 ¢ ¢ =KB ×sinf + d yBB × cos f + d z × sin f M -dz ¢ ×sin f -dy ¢ ×cos f f d G G = KN -KG sinf -GG cosf F 1 G = GZ Z G f <<1 1 y = GM sinf : Inclining test formula =GMsinf - GG1 cos f y¢ d MGZ= D × B1 1 1 = D ×(GM sinf - GG1 cos f ) FB GMsinf= GG1 cos f Moment produced by total weight & buoyant force t GG w× d r \GM =1 = tanfFG × tan f : Assume that 6 Static equilibrium of moment 2018-08-07 Deflection Mark ! Mark ! Method of Measuring the Angle of Inclination (2/2) * Reference: http://www.mchl.fr 14 Naval Architectural Calculation, Spring 2018, Myung-Il Roh w× d Method of Measuring GM = F × tanf the Angle of Inclination (1/2) G How can you measure the angle of inclination when you perform the inclining test? z z¢ Inclining test formula f y L ¢ Deflection y L: Length of plumb line Plumb: The line which is exactly vertical or perpendicular to a level horizontal line Batten: Long and thin strip of wood Deflection \tanf = L 13 Naval Architectural Calculation, Spring 2018, Myung-Il Roh 7 2018-08-07 Precautions to be Taken During the Inclining Test Certain precautions must be taken to ensure that accuracy is obtained.
Load more

Recommended publications
  • In This Issue …
    In This Issue … INLAND SEAS®VOLUME 72 WINTER 2016 NUMBER 4 MAUMEE VALLEY COMES HOME . 290 by Christopher H. Gillcrist KEEPING IT IN TRIM: BALLAST AND GREAT LAKES SHIPPING . 292 by Matthew Daley, Grand Valley State University Jeffrey L. Ram, Wayne State University RUNNING OUT OF STEAM, NOTES AND OBSERVATIONS FROM THE SS HERBERT C. JACKSON . 319 by Patrick D. Lapinski NATIONAL RECREATION AREAS AND THE CREATION OF PICTURED ROCKS NATIONAL LAKESHORE . 344 by Kathy S. Mason BOOKS . 354 GREAT LAKES NEWS . 356 by Greg Rudnick MUSEUM COLUMN . 374 by Carrie Sowden 289 KEEPING IT IN TRIM: BALLAST AND GREAT LAKES SHIPPING by Matthew Daley, Grand Valley State University Jeffrey L. Ram, Wayne State University n the morning of July 24, 1915, hundreds of employees of the West- Oern Electric Company and their families boarded the passenger steamship Eastland for a day trip to Michigan City, Indiana. Built in 1903, this twin screw, steel hulled steamship was considered a fast boat on her regular run. Yet throughout her service life, her design revealed a series of problems with stability. Additionally, changes such as more lifeboats in the aftermath of the Titanic disaster, repositioning of engines, and alterations to her upper cabins, made these built-in issues far worse. These failings would come to a disastrous head at the dock on the Chicago River. With over 2,500 passengers aboard, the ship heeled back and forth as the chief engineer struggled to control the ship’s stability and failed. At 7:30 a.m., the Eastland heeled to port, coming to rest on the river bottom, trapping pas- sengers inside the hull and throwing many more into the river.
    [Show full text]
  • 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.
    [Show full text]
  • Potential for Terrorist Nuclear Attack Using Oil Tankers
    Order Code RS21997 December 7, 2004 CRS Report for Congress Received through the CRS Web Port and Maritime Security: Potential for Terrorist Nuclear Attack Using Oil Tankers Jonathan Medalia Specialist in National Defense Foreign Affairs, Defense, and Trade Division Summary While much attention has been focused on threats to maritime security posed by cargo container ships, terrorists could also attempt to use oil tankers to stage an attack. If they were able to place an atomic bomb in a tanker and detonate it in a U.S. port, they would cause massive destruction and might halt crude oil shipments worldwide for some time. Detecting a bomb in a tanker would be difficult. Congress may consider various options to address this threat. This report will be updated as needed. Introduction The terrorist attacks of September 11, 2001, heightened interest in port and maritime security.1 Much of this interest has focused on cargo container ships because of concern that terrorists could use containers to transport weapons into the United States, yet only a small fraction of the millions of cargo containers entering the country each year is inspected. Some observers fear that a container-borne atomic bomb detonated in a U.S. port could wreak economic as well as physical havoc. Robert Bonner, the head of Customs and Border Protection (CBP) within the Department of Homeland Security (DHS), has argued that such an attack would lead to a halt to container traffic worldwide for some time, bringing the world economy to its knees. Stephen Flynn, a retired Coast Guard commander and an expert on maritime security at the Council on Foreign Relations, holds a similar view.2 While container ships accounted for 30.5% of vessel calls to U.S.
    [Show full text]
  • 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%.
    [Show full text]
  • 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 ...............................................................................................................................................................
    [Show full text]
  • Safe Harbor Worksheet
    Safe Harbor Worksheet Description: Why should we care about Harbors? Roughly 90% of the world's goods are transported by sea. The port of NY/NJ is the third busiest port in the U.S. and the 18th in the World. Without our ports, life as we know it would not exist, however they are often overlooked. As trade volume increases, so does the size of ships. When European explorers first visited the New York Harbor, they found an estuary with a natural depth of 17 feet. As colonies became established and trade flourished, shipping channels were needed to allow for bigger ships. By 1880, the main ship channel was dredged to a depth of 24 feet and by 1891 to a depth of 30 feet. In 1914 the Ambrose Channel became the main entrance to the port of New York and had a depth of 40 feet and 2,000 feet wide (ship design changes/technological advancements allowed for wider ships). During World War II the main channel was dredged to 45 feet deep to accommodate larger ships up to Panamax size (the largest size ship which could travel through the Panama Canal). Panamax (1916) New Panamax (2016) Tonnage: 52,500 DWT Tonnage: 120,000 DWT Length: 950 ft Length: 1,201 ft Beam: 106 ft Beam: 161 ft Height: 190 ft Height: 190 ft Draft: 39.5 ft Draft: 50 ft Capacity: 5,000 TEU Capacity: 13,000 TEU Eventually even the Panama Canal was not big enough. In 2016, an expanded Panama Canal opened to allow for significantly larger ships (see above).
    [Show full text]
  • Measurement of Fishing
    35 Rapp. P.-v. Réun. Cons. int. Explor. Mer, 168: 35-38. Janvier 1975. TONNAGE CERTIFICATE DATA AS FISHING POWER PARAMETERS F. d e B e e r Netherlands Institute for Fishery Investigations, IJmuiden, Netherlands INTRODUCTION London, June 1969 — An entirely new system of The international exchange of information about measuring the gross and net fishing vessels and the increasing scientific approach tonnage was set up called the to fisheries in general requires the use of a number of “International Convention on parameters of which there is a great variety especially Tonnage Measurement of in the field of main dimensions, coefficients, propulsion Ships, 1969” .1 data (horse power, propeller, etc.) and other partic­ ulars of fishing vessels. This variety is very often caused Every ship which has been measured and marked by different historical developments in different in accordance with the Convention concluded in Oslo, countries. 1947, is issued with a tonnage certificate called the The tonnage certificate is often used as an easy and “International Tonnage Certificate”. The tonnage of official source for parameters. However, though this a vessel consists of its gross tonnage and net tonnage. certificate is an official one and is based on Inter­ In this paper only the gross tonnage is discussed national Conventions its value for scientific purposes because net tonnage is not often used as a parameter. is questionable. The gross tonnage of a vessel, expressed in cubic meters and register tons (of 2-83 m3), is defined as the sum of all the enclosed spaces. INTERNATIONAL REGULATIONS ON TONNAGE These are: MEASUREMENT space below tonnage deck trunks International procedures for measuring the tonnage tweendeck space round houses of ships were laid down as follows : enclosed forecastle excess of hatchways bridge spaces spaces above the upper- Geneva, June 1939 - International regulations for break(s) deck included as part of tonnage measurement of ships poop the propelling machinery were issued through the League space.
    [Show full text]
  • User Manual – Tanker Rapid Response Damage
    USER MANUAL – TANKER RAPID RESPONSE DAMAGE ASSESSMENT September 2019 © 2019 American Bureau of Shipping. ALL RIGHTS RESERVED. USER MANUAL – TANKER RRDA Contents 1.1 General Information .................................................................................................. 5 1.2 Instructions for Validating Enrollment Status ........................................................... 6 1.3 Types of Analyses for Response ............................................................................... 7 1.4 Drills .......................................................................................................................... 7 1.5 Training ..................................................................................................................... 8 2.1 Activating/Notifying RRDA Team ........................................................................... 9 2.2 Time to Respond. ...................................................................................................... 9 2.3 Office Hours .............................................................................................................. 9 2.4 After Office Hours .................................................................................................. 10 2.5 Action After Voice Notification .............................................................................. 10 3.1 Information Requirements ....................................................................................... 11 3.2 Load Condition Before the Incident. ......................................................................
    [Show full text]
  • 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
    [Show full text]
  • 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.
    [Show full text]
  • Panamax - Wikipedia 4/20/20, 1018 AM
    Panamax - Wikipedia 4/20/20, 1018 AM Panamax Panamax and New Panamax (or Neopanamax) are terms for the size limits for ships travelling through the Panama Canal. General characteristics The limits and requirements are published by the Panama Canal Panamax Authority (ACP) in a publication titled "Vessel Requirements".[1] Tonnage: 52,500 DWT These requirements also describe topics like exceptional dry Length: 289.56 m (950 ft) seasonal limits, propulsion, communications, and detailed ship design. Beam: 32.31 m (106 ft) Height: 57.91 m (190 ft) The allowable size is limited by the width and length of the available lock chambers, by the depth of water in the canal, and Draft: 12.04 m (39.5 ft) by the height of the Bridge of the Americas since that bridge's Capacity: 5,000 TEU construction. These dimensions give clear parameters for ships Notes: Opened 1914 destined to traverse the Panama Canal and have influenced the design of cargo ships, naval vessels, and passenger ships. General characteristics New Panamax specifications have been in effect since the opening of Panamax the canal in 1914. In 2009 the ACP published the New Panamax Tonnage: 120,000 DWT specification[2] which came into effect when the canal's third set of locks, larger than the original two, opened on 26 June 2016. Length: 366 m (1,201 ft) Ships that do not fall within the Panamax-sizes are called post- Beam: 51.25 m (168 ft) Panamax or super-Panamax. Height: 57.91 m (190 ft) The increasing prevalence of vessels of the maximum size is a Draft: 15.2 m (50 ft) problem for the canal, as a Panamax ship is a tight fit that Capacity: 13,000 TEU requires precise control of the vessel in the locks, possibly resulting in longer lock time, and requiring that these ships Notes: Opened 2016 transit in daylight.
    [Show full text]
  • 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.
    [Show full text]