This was by far the most favorite subject that I have done, I have not got A+ grade though.
1) ships
What is the ship?
- it can be defined for those vessels which content floatablility, loadability and mobility.
grouping by holding up method
- displacement type: usual ships
- planing type: SES(surface effects ship), hovercrafts, hydrofoil ships, WIG(wing in ground effects ship), etc
grouping by propulsion type
- propeller propulsion ships: controllable pitch propeller, contra-rotating propeller
- jet propulsion ships: waterjet, ramjet
- super conductivity ship
grouping by transporting object
- tanker
- bulk carrier
- container ship
- Ro-Ro
grouping by size
<bulk carrier>
- handy size: 18,000 ton ~ 40,000 ton
- panamax: 60,000 DWT ~ 70,000 DWT (under 32.24m of width)
- cape size: 145,000 DWT ~ 160,000 DWT
-VLBC: 180,000 DWT ~ 200,000 DWT
<tanker>
- AFRAMAX(Average Freight Rate Assessment MAXimum): 80,000 DWT ~ 110,000 DWT
- SUEZMAX(capable of passing through the SUEZ canal): 135,000 DWT ~ 150,000 DWT
- VLCC: 240,000 ~ 280,000 DWT
- ULCC: over 300,000 DWT
Buoyancy
Pressure
Lift - the higer density -> the stronger force
to make a boat into catamaran
benefit: can reduce the wave making resistance because of the hull shape becoming thin
good stability, can procure wider deck area
drawback: might increase the frictional resistance due to the increasing of the wetted surface area
40 knot * 0.5144m/s * 3600s/1000m * 1km/1hour = 73km/h
1 nautical mile(knot) = 1.85184 km
tied a knot = got married
x axis - length (+)bow/(-)stern
- body plan
y axis- breadth (+)starboard/(-)port
- sheer plan
z axis - depth
- half breadth plan
offset table
principle dimension
ship length
- LoA(Length overall)
- LR(Registered length)
- LBP,LPP(Length between perpendiculars)
- LWL(Waterline length)
breadth
- Moulded breadth
- Bmax(Extreme breadth)
- BR(Registered Breadth)
depth
- Moulded depth
- DR(Registerded depth)
- DF(Freeboard depth)
draft
- Moulded draft(ex. light draft, full load draft)
- scantling draft
- keel draft
equator
latitude
longitude
altitude
displacement volume
DW(dead weight)
DW=W-WL
ship statics
GM=KB+BM-KG
ship resistance
free surface: a surface between two objects which have different density
total resistance = viscosity resistance + wave making resistance + residual resistance
- viscosity resistance = surface frictional resistance + form resistance(pressure resistance) + eddy making resistance
- eddy(eddy, spray, seperation)
- residual resistance = wave making resistance + eddy making resistance + air resistance + etc
- form resistance is related to the ship hull shape(steamline shape)
surface frictional resistance is related to the wetted surface area and the viscosity
the biggest factor is wave making resistance because it is proportional to the four times squared speed
ideal fluid
- inviscid
- incompressible
- homogeneous
cavitation
ship basic design
ship: floatablility, loadabliity, mobility
design - an operation of actualizing particular plan
- a process of continuous decision making
ship design: an operation of actualizing a ship into a product
parametric study
- to calculate design factor systematically, compare the results and find the best one
parametric design
- the fact that when design factor changes, dependent variable changes automatically
a competitive ship yard
- cheaper, reliable delivery, good quality, to build a proven design, after service
ship construction process
1) contract signing
- contain ship hull shape, delivery, cost
2) design
3) stell plate storage
- storage and grouping
4) cutting steel
- produce block
5) assembling block
6) installing engine
7) erecting accommodation
8) building vessel
- outfit inside
9) launching
10) sea trial
11) christening
12) delivery
flow chart
1) design condition(from owner)
- deadweight(cargo&ballast water/spare parts and inventories/tools and test equipment/crews,their luggage and effects)
- speed
- draught
- dimension
- etc
2) to estimate W(full load weight)
3) main dimension
4) main engine horse power
5) light weight
- the only unknown factor at the begining of the design
- empty ship/spare parts and inventory/oil and water(minimum quantity necessary for main engine starting)
- deadweight = displacement - lightweight
- displacement will not really be changed into a big difference from the initial design figure
- because displacement is seriously related to speed
a. LWT = SWT + OWT + etc
b. analysing performanced data
c. structural quantity estimation by alteration of main dimensions
d. structural quantity estimation by section examination
- aft part
- engine room part
- cargo zone
- fore end
- deck house(living quarter)
e. outfit weight estimation
- hull outfitting
- piping
- accomodation
- machinery outfitting
- electric outfitting
- painting
- stern frame & rubber assembly
- welding reinforcement
- design margin
repeat 1)~5)
6) displacement adjustment
7) speed and PS(required horse power) caculation
- sea margin
- main engine selection
- power optimization
derating: new setting of MCR
- fuel oil consumption
8) speed evaluation
9) main engine decision
10) cargo volume assumption
11) freeboard caculation
- as short as possible in a range of the freeboard law
12) dimension decision
13) equipment number calculation
14) stern aperture & rudder area examination
15) general arrangement study
16) hull variation
17) capacity computation
18) SWBM consideration(still water bending moment)
19) loading condition from owner requirement examination
20) structure & equipment examination operation commision
21) engine room study
22) mechanic/outfit/piping/electrical&instrumental/cabin/structure organic evaluation
23) hull weight & light weight fix
24) re-examination & re-estimation of dimension by fixed lightweight & general arrangement
25) bending moment operation & structural study
26) damage stability calculation
27) damage stability examination & review above dimensions
28) if needed, it is availlable and obligatory to review any level at any process with an evaluation of design objective
to extend length
- cause high tax pay
- increase material, decrease DW
- worst choice
to extend dreadth
- difficult
to extend depth
- nice and easy
basic rules and regulations
1) international convention on load lines
- decision of summer load water line(scantling draught)
- bow height decision
- sheer or F'cle deck equip yes or no decision
2) international convention for the safety of life at sea(SOLAS)
- collision bulkhead position decision
- segregation between cargo space and machinery space
- division evaluation based on dangerous zone consideration
3) international convention for the prevention of pollution of the sea by oil(MARPOL)
- protective location & segregated ballast tank
- double hull structure
- liquid transfer condition
evaluation built ship and standard ship or even design new one
- estimate
There are so many things to rearrange that I learned. Hit the ground running!
1) ships
What is the ship?
- it can be defined for those vessels which content floatablility, loadability and mobility.
grouping by holding up method
- displacement type: usual ships
- planing type: SES(surface effects ship), hovercrafts, hydrofoil ships, WIG(wing in ground effects ship), etc
grouping by propulsion type
- propeller propulsion ships: controllable pitch propeller, contra-rotating propeller
- jet propulsion ships: waterjet, ramjet
- super conductivity ship
grouping by transporting object
- tanker
- bulk carrier
- container ship
- Ro-Ro
grouping by size
<bulk carrier>
- handy size: 18,000 ton ~ 40,000 ton
- panamax: 60,000 DWT ~ 70,000 DWT (under 32.24m of width)
- cape size: 145,000 DWT ~ 160,000 DWT
-VLBC: 180,000 DWT ~ 200,000 DWT
<tanker>
- AFRAMAX(Average Freight Rate Assessment MAXimum): 80,000 DWT ~ 110,000 DWT
- SUEZMAX(capable of passing through the SUEZ canal): 135,000 DWT ~ 150,000 DWT
- VLCC: 240,000 ~ 280,000 DWT
- ULCC: over 300,000 DWT
Buoyancy
Pressure
Lift - the higer density -> the stronger force
to make a boat into catamaran
benefit: can reduce the wave making resistance because of the hull shape becoming thin
good stability, can procure wider deck area
drawback: might increase the frictional resistance due to the increasing of the wetted surface area
40 knot * 0.5144m/s * 3600s/1000m * 1km/1hour = 73km/h
1 nautical mile(knot) = 1.85184 km
tied a knot = got married
x axis - length (+)bow/(-)stern
- body plan
y axis- breadth (+)starboard/(-)port
- sheer plan
z axis - depth
- half breadth plan
offset table
principle dimension
ship length
- LoA(Length overall)
- LR(Registered length)
- LBP,LPP(Length between perpendiculars)
- LWL(Waterline length)
breadth
- Moulded breadth
- Bmax(Extreme breadth)
- BR(Registered Breadth)
depth
- Moulded depth
- DR(Registerded depth)
- DF(Freeboard depth)
draft
- Moulded draft(ex. light draft, full load draft)
- scantling draft
- keel draft
equator
latitude
longitude
altitude
displacement volume
DW(dead weight)
DW=W-WL
ship statics
GM=KB+BM-KG
ship resistance
free surface: a surface between two objects which have different density
total resistance = viscosity resistance + wave making resistance + residual resistance
- viscosity resistance = surface frictional resistance + form resistance(pressure resistance) + eddy making resistance
- eddy(eddy, spray, seperation)
- residual resistance = wave making resistance + eddy making resistance + air resistance + etc
- form resistance is related to the ship hull shape(steamline shape)
surface frictional resistance is related to the wetted surface area and the viscosity
the biggest factor is wave making resistance because it is proportional to the four times squared speed
ideal fluid
- inviscid
- incompressible
- homogeneous
cavitation
ship basic design
ship: floatablility, loadabliity, mobility
design - an operation of actualizing particular plan
- a process of continuous decision making
ship design: an operation of actualizing a ship into a product
parametric study
- to calculate design factor systematically, compare the results and find the best one
parametric design
- the fact that when design factor changes, dependent variable changes automatically
a competitive ship yard
- cheaper, reliable delivery, good quality, to build a proven design, after service
ship construction process
1) contract signing
- contain ship hull shape, delivery, cost
2) design
3) stell plate storage
- storage and grouping
4) cutting steel
- produce block
5) assembling block
6) installing engine
7) erecting accommodation
8) building vessel
- outfit inside
9) launching
10) sea trial
11) christening
12) delivery
flow chart
1) design condition(from owner)
- deadweight(cargo&ballast water/spare parts and inventories/tools and test equipment/crews,their luggage and effects)
- speed
- draught
- dimension
- etc
2) to estimate W(full load weight)
3) main dimension
4) main engine horse power
5) light weight
- the only unknown factor at the begining of the design
- empty ship/spare parts and inventory/oil and water(minimum quantity necessary for main engine starting)
- deadweight = displacement - lightweight
- displacement will not really be changed into a big difference from the initial design figure
- because displacement is seriously related to speed
a. LWT = SWT + OWT + etc
b. analysing performanced data
c. structural quantity estimation by alteration of main dimensions
d. structural quantity estimation by section examination
- aft part
- engine room part
- cargo zone
- fore end
- deck house(living quarter)
e. outfit weight estimation
- hull outfitting
- piping
- accomodation
- machinery outfitting
- electric outfitting
- painting
- stern frame & rubber assembly
- welding reinforcement
- design margin
repeat 1)~5)
6) displacement adjustment
7) speed and PS(required horse power) caculation
- sea margin
- main engine selection
- power optimization
derating: new setting of MCR
- fuel oil consumption
8) speed evaluation
9) main engine decision
10) cargo volume assumption
11) freeboard caculation
- as short as possible in a range of the freeboard law
12) dimension decision
13) equipment number calculation
14) stern aperture & rudder area examination
15) general arrangement study
16) hull variation
17) capacity computation
18) SWBM consideration(still water bending moment)
19) loading condition from owner requirement examination
20) structure & equipment examination operation commision
21) engine room study
22) mechanic/outfit/piping/electrical&instrumental/cabin/structure organic evaluation
23) hull weight & light weight fix
24) re-examination & re-estimation of dimension by fixed lightweight & general arrangement
25) bending moment operation & structural study
26) damage stability calculation
27) damage stability examination & review above dimensions
28) if needed, it is availlable and obligatory to review any level at any process with an evaluation of design objective
to extend length
- cause high tax pay
- increase material, decrease DW
- worst choice
to extend dreadth
- difficult
to extend depth
- nice and easy
basic rules and regulations
1) international convention on load lines
- decision of summer load water line(scantling draught)
- bow height decision
- sheer or F'cle deck equip yes or no decision
2) international convention for the safety of life at sea(SOLAS)
- collision bulkhead position decision
- segregation between cargo space and machinery space
- division evaluation based on dangerous zone consideration
3) international convention for the prevention of pollution of the sea by oil(MARPOL)
- protective location & segregated ballast tank
- double hull structure
- liquid transfer condition
evaluation built ship and standard ship or even design new one
- estimate
There are so many things to rearrange that I learned. Hit the ground running!
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