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On the Calculation of Propulsive Characteristics of a Bulk-Carrier Moving in Head Seas
Journal of Marine Science and Engineering Article On the Calculation of Propulsive Characteristics of a Bulk-Carrier Moving in Head Seas S. Polyzos and G. Tzabiras * School of Naval Architecture & Marine Engineering, National Technical University of Athens, 15780 Athens, Greece; [email protected] * Correspondence: tzab@fluid.mech.ntua.gr; Tel.: +30-210-772-1107 Received: 14 September 2020; Accepted: 8 October 2020; Published: 9 October 2020 Abstract: The present work describes a simplified Computational Fluid Dynamics (CFD) approach in order to calculate the propulsive performance of a ship moving at steady forward speed in head seas. The proposed method combines experimental data concerning the added resistance at model scale with full scale Reynolds Averages Navier–Stokes (RANS) computations, using an in-house solver. In order to simulate the propeller performance, the actuator disk concept is employed. The propeller thrust is calculated in the time domain, assuming that the total resistance of the ship is the sum of the still water resistance and the added component derived by the towing tank data. The unsteady RANS equations are solved until self-propulsion is achieved at a given time step. Then, the computed values of both the flow rate through the propeller and the thrust are stored and, after the end of the examined time period, they are processed for calculating the variation of Shaft Horsepower (SHP) and RPM of the ship’s engine. The method is applied for a bulk carrier which has been tested in model scale at the towing tank of the Laboratory for Ship and Marine Hydrodynamics (LSMH) of the National Technical University of Athens (NTUA). -
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%. -
Load Line Length - Policy Clarification - Hullform Cut- Outs, Extensions and Steps
Maritime and Coastguard Agency LogMARINE GUIDANCE NOTE MGN 645 (M) Load Line Length - Policy Clarification - Hullform Cut- Outs, Extensions and Steps Notice to all Owners and builders of Small Commercial Vessels, Shipowners, Designers, Masters, Assigning Authorities and Surveyors This notice should be read with.. The Merchant Shipping (Load Line) Regulations 1998 - SI 1998 No.2241, as amended The Safety of Small Commercial Motor Vessels - A Code of Practice (Yellow Code) The Safety of Small Commercial Sailing Vessels - A Code of Practice (Blue Code) The Safety of Small Workboats and Pilot Boats - A Code of Practice (Brown Code) The Code of Practice for the Safety of Small Vessels in Commercial Use for Sport or Pleasure Operating from a Nominated Departure Point (Red Code) MGN280: Small Vessels in Commercial Use for Sport or Pleasure, Workboats and Pilot Boats - Alternative Construction Standards Summary This Note clarifies the UK policy when determining Load Line Length on vessel hullforms featuring cut-outs, removable end sections, or bathing platforms. 1. Foreword 1.1 This MGN relates to vessels with under 24m in Load Line Length, where the keel of which was laid on or after the date these regulations were implemented and were measured in accordance with the regulations in force at that time. 2. Introduction 2.1 Load Line Length (L) is used as a breakpoint for determining whether a vessel should comply with the requirements for either small vessels or large vessels. Identifying this size breakpoint is particularly important when the determination of the length of the vessel on the 85% waterline or identification of the point of least moulded depth is not straight forward due to particular design arrangements. -
2. Bulbous Bow Design and Construction Historical Origin
2. Bulbous Bow Design and Construction Ship Design I Manuel Ventura MSc in Marine Engineering and Naval Architecture Historical Origin • The bulbous bow was originated in the bow ram (esporão), a structure of military nature utilized in war ships on the end of the XIXth century, beginning of the XXth century. Bulbous Bow 2 1 Bulbous Bow • The bulbous bow was allegedly invented in the David Taylor Model Basin (DTMB) in the EUA Bulbous Bow 3 Introduction of the Bulbous Bows • The first bulbous bows appeared in the 1920s with the “Bremen” and the “Europa”, two German passenger ships built to operate in the North Atlantic. The “Bremen”, built in 1929, won the Blue Riband of the crossing of the Atlantic with the speed of 27.9 knots. • Other smaller passenger ships, such as the American “President Hoover” and “President Coolidge” of 1931, started to appear with bulbous bows although they were still considered as experimental, by ship owners and shipyards. • In 1935, the “Normandie”, built with a bulbous bow, attained the 30 knots. Bulbous Bow 4 2 Bulbous Bow in Japan • Some navy ships from WWII such as the cruiser “Yamato” (1940) used already bulbous bows • The systematic research started on the late 1950s • The “Yamashiro Maru”, built on 1963 at the Mitsubishi shipyard in Japan, was the first ship equipped with a bulbous bow. • The ship attained the speed of 20’ with 13.500 hp while similar ships needed 17.500 hp to reach the same speed. Bulbous Bow 5 Evolution of the Bulb • Diagram that relates the evolution of the application of bulbs as -
Ship Design Decision Support for a Carbon Dioxide Constrained Future
Ship Design Decision Support for a Carbon Dioxide Constrained Future John Nicholas Calleya A dissertation submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy of University College London. Department of Mechanical Engineering University College London 2014 2 I, John Calleya confirm that that the work submitted in this Thesis is my own. Where information has been derived from other sources I confirm that this has been indicated in the Thesis. Abstract The future may herald higher energy prices and greater regulation of shipping’s greenhouse gas emissions. Especially with the introduction of the Energy Efficiency Design Index (EEDI), tools are needed to assist engineers in selecting the best solutions to meet evolving requirements for reducing fuel consumption and associated carbon dioxide (CO2) emissions. To that end, a concept design tool, the Ship Impact Model (SIM), for quickly calculating the technical performance of a ship with different CO2 reducing technologies at an early design stage has been developed. The basis for this model is the calculation of changes from a known baseline ship and the consideration of profitability as the main incentive for ship owners or operators to invest in technologies that reduce CO2 emissions. The model and its interface with different technologies (including different energy sources) is flexible to different technology options; having been developed alongside technology reviews and design studies carried out by the partners in two different projects, “Low Carbon Shipping - A Systems Approach” majority funded by the RCUK energy programme and “Energy Technology Institute Heavy Duty Vehicle Efficiency - Marine” led by Rolls-Royce. -
Nautical Terms English Translated to Creole
Nautical Terms Translated English to Creole A Abaft Aryè Abeam Atraver Aboard Abò Adrift En derive Advection fog Bouya advection Aft Arrière Aground A tè Ahead De van Aids to navigation (ATON) Ed pou navigasyon Air draft Vent en lè a Air intake Rale lè a Air exhaust Sorti lè a Allision Abodaj Aloft Altitid Alternator Altènatè Amidship Mitan bato an Anchor Lank Anchorage area Zòn ancrage nan Anchor’s aweigh Derape lank nan Anchor bend (fisherman’s bend) Un tour mort et deux demi-cle (mare cord pecher poisson utilize) Anchor light Limyè lank Anchor rode Lank wouj Anchor well Lank byen Aneroid barometer Bawomèt aneroid Apparent wind Van aparan Astern Aryèr Athwartship A travè bato Attitude Atitid Automatic pilot Pilot otomatik Auxiliary engine Motè oksilyè B Back and drill Utilize pousse lateral helice lan pou manevrer bato an Backing plate Kontre plak Backing spring (line) Line pou remorkage Backstay Pataras Ballast Lèst Bar Barre Barge Peniche Barograph Barograf Barometer Baromèt Bathing ladder Echèl pou bin yin Batten Latte Batten down! Koinsez pano yo Batten pocket Poche ou gousset pou metez latte yo ladan Battery Batri Battery charger Chag batri Beacon Balis Beam Poto Beam reach Laje poto Bearing Relevman Bear off Pati lot bo Beating Remonte vent Beaufort wind scale Echel vent Beaufort Before the wind Avan vent Bell buoy Bouye ak kloche Below Anba Berth Plas a kouche Belt Kouroi Bilge Cale (kote tout dlo/liqid ranmase en ba bato an) Bilge alarm system System alarm pou cale Bilge drain Evakuation pou cale Bilge pump Pomp pou cale Bimini -
With Addendum) St
Annex A Inspection report (with addendum) St. Mary’s House Commercial Road Penryn, Falmouth Cornwall, TR10 8AG Marine Surveyors and Consulting Engineers Tel: +44 (0) 1326 375500 Fax: +44 (0) 1326 374777 http://www.rpearce.co.uk 23rd March 2012 THIS IS TO CERTIFY that at the request of the Marine Accident Investigation Branch (MAIB), Mountbatten House Grosvenor Square, Southampton, SO15 2JU, a survey was held on the wooden single screw fishing vessel “HEATHER ANNE” of the port of Fowey, FY126, GT 11.67, whilst shored up on the Queens Wharf in Falmouth Docks, Cornwall, for the purpose of assisting with an investigation following the vessels sinking on the 20th December 2011. BACKGROUND The vessel had been fishing for pilchards and was returning to port when at about 2213 hours on the 20th December 2011 she capsized and sank in Gerrans Bay. The incident was seen by the crew of the fishing vessel LAUREN KATE who raised the alarm and recovered the two man crew from the water. Sadly one of the crewmen died. VISITS TO VESSEL The undersigned visited the vessel on the following dates:- 27th February 2012 – Meet with representatives of the MAIB to discuss the survey of the vessel. 7th March 2012 – Attend the vessel in the company of a representative of the MAIB to conduct a survey in accordance with the instructions below. 8th March 2012 – Attend the vessel to obtain additional data for this report. 14th March 2012 – Attend the vessel in the company of the Salver to discuss sealing the hull in order to re- launch the vessel for a stability test. -
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. -
1 Seagoing Ships 8 Fishing Vessels Edition 2007
Rules for Classification and Construction I Ship Technology 1 Seagoing Ships 8 Fishing Vessels Edition 2007 The following Rules come into force on October 1st , 2007 Germanischer Lloyd Aktiengesellschaft Head Office Vorsetzen 35, 20459 Hamburg Phone: +49 40 36149-0 Fax: +49 40 36149-200 [email protected] www.gl-group.com "General Terms and Conditions" of the respective latest edition will be applicable (see Rules for Classification and Construction, I - Ship Technology, Part 0 - Classification and Surveys). Reproduction by printing or photostatic means is only permissible with the consent of Germanischer Lloyd Aktiengesellschaft. Published by: Germanischer Lloyd Aktiengesellschaft, Hamburg Printed by: Gebrüder Braasch GmbH, Hamburg I - Part 1 Table of Contents Chapter 8 GL 2007 Page 3 Table of Contents Section 1 General A. Application ................................................................................................................................. 1- 1 B. Class Notations ........................................................................................................................... 1- 1 C. Ambient Conditions ................................................................................................................... 1- 2 D. Definitions .................................................................................................................................. 1- 2 E. Documents for Approval ........................................................................................................... -
(CWP) Handbook of Fishery Statistical Standards Annex LIII
Coordinating Working Party on Fishery Statistics (CWP) Handbook of Fishery Statistical Standards Annex LIII: Length of Fishery Vessels (Approved at the 11th Session of the CWP, 1982) Length overall (o/l): The most frequently used and preferred measure of the length of a fishing vessel is the length overall. This refers to the maximum length of a vessel from the two points on the hull most distant from each other, measured perpendicular to the waterline Other measures of the length of vessels are: Waterline length (w/l) refers to the length of the designed waterline of the vessel from the stern to the stern. This measure is used in determining certain properties of a vessel for example, the water displacement; Length between perpendiculars (p/p) refers to the length of a vessel along the waterline from the forward surface of the stern, or main bow perpendicular member, to the after surface of the sternpost, or main stern perpendicular member. This is believed to give a reasonable idea of the vessel’s carrying capacity, as it excludes the small, often unusable volume contained in her overhanging ends. On some types of vessels this is, for all practical purposes, a waterline measurement. In a vessel with raked stern, naturally this length <change as the draught of the ship changes, therefore it is measured from the defined loaded condition. p/p Length between perpendiculars w/l Waterline length o/a Length overall b Breadth f Freeboard d Draught Coordinating Working Party on Fishery Statistics (CWP) Handbook of Fishery Statistical Standards Vessel size (length overall in Code meters) Lower limit Upper limit 210 0 5.9 221 6 11.9 222 12 17.9 223 18 23.9 224 24 29.9 225 30 35.9 230 36 44.9 240 45 59.9 250 60 74.9 260 75 99.9 270 100 and over Annex LVII: Vessel size (Approved by CWP-11, 1982) . -
Impact of Hard Fouling on the Ship Performance of Different Ship Forms
Journal of Marine Science and Engineering Article Impact of Hard Fouling on the Ship Performance of Different Ship Forms Andrea Farkas 1, Nastia Degiuli 1,*, Ivana Marti´c 1 and Roko Dejhalla 2 1 Faculty of Mechanical Engineering and Naval Architecture, University of Zagreb, Ivana Luˇci´ca5, 10000 Zagreb, Croatia; [email protected] (A.F.); [email protected] (I.M.) 2 Faculty of Engineering, University of Rijeka, Vukovarska ulica 58, 51000 Rijeka, Croatia; [email protected] * Correspondence: [email protected]; Tel.: +38-516-168-269 Received: 3 September 2020; Accepted: 24 September 2020; Published: 26 September 2020 Abstract: The successful optimization of a maintenance schedule, which represents one of the most important operational measures for the reduction of fuel consumption and greenhouse gas emission, relies on accurate prediction of the impact of cleaning on the ship performance. The impact of cleaning can be considered through the impact of biofouling on ship performance, which is defined with delivered power and propeller rotation rate. In this study, the impact of hard fouling on the ship performance is investigated for three ship types, keeping in mind that ship performance can significantly vary amongst different ship types. Computational fluid dynamics (CFD) simulations are carried out for several fouling conditions by employing the roughness function for hard fouling into the wall function of CFD solver. Firstly, the verification study is performed, and the numerical uncertainty is quantified. The validation study is performed for smooth surface condition and, thereafter, the impact of hard fouling on resistance, open water and propulsion characteristics is assessed. -
An Investigation of Head-Sea Parametric Rolling and Its Influence on Container Lashing Systems
SNAME Annual Meeting 2001 Presentation An Investigation of Head-Sea Parametric Rolling and its Influence on Container Lashing Systems William N. France,1 Marc Levadou,2 Thomas W. Treakle,3 J. Randolph Paulling,4 R. Keith Michel,5 and Colin Moore 5 Recent studies have demonstrated that parametric roll in extreme head or near head seas can occur when unfavorable tuning is combined with low roll damping (reduced speed) and large stability variations (governed by wavelength, wave height, general hull form, bow flare, and stern shapes). Parametric rolling is an unstable phenomenon, which can quickly generate large roll angles that are coupled with significant pitch motions. The rolling occurs in phase with pitch, and on containerships introduces high loads into the containers and their securing systems. It appears that post-Panamax containerships may be particularly prone to this behavior. This is an important issue considering the large number of these vessels scheduled for delivery in the next few years. In October, 1998, a post-Panamax, C11 class containership encountered extreme weather and sustained extensive loss and damage to deck stowed containers. The motions of the vessel during this storm event were investigated through a series of model tests and numerical analyses. These studies provide insight into the conditions in which post-Panamax containerships are likely to experience head sea parametric rolling, and the magnitude of motions and accelerations that can occur. The findings from this investigation are presented in this paper, together with discussion of how such extreme motions impact the design and application of container securing systems. Also outlined in the paper are recommendations for additional research needed to better understand the influence of vessel design and operational considerations on the propensity of post-Panamax containerships towards parametric rolling.