Report Number: ACP036-RP-ST-003_Rev A 03 March 2022

Pipe Transportation on Mv Anshun

Lashing Calculation Report

Restricted to: Ark2tech & Its Client

Prepared for: Prepared by:

M Chakradhar Thomas Stephen

General Manager - shipping & Logistics Director, Engineering

Welspun Corp Limited Ark2Tech Consultants Pvt. Limited

Mumbai, India 9/60, Palace Road, Bank Junction Aluva, 683 101,
Cochin, Kerala, India 686574

Mob: 9167117175 Tel/Fax: + 91 484 401 4744 (India)

Mobile : + 91 9061 630 625 (India- Thomas Stephen)

Email : m_chakradhar@welspun.com E-mail: thomas.stephen@ark2tech.com

Website: www.welspun.com Website: www.ark2tech.com

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Report Number: ACP36-RP-ST-003_ Lashing Calculation Report
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Distribution
Name Company
M Chakradhar Welspun Corp Limited

Revision details
Revision Description Prepared by
Tomin Mathew
A Issued for comments
Structural Engineer

Report approval
Revision Checked by Approved by Date
Neethu Narayanan Thomas Stephen
A 03 March 2022
Lead Structural Engineer Director (Engineering)

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Contents
1 Introduction .................................................................................................................................. 4
1.1 Scope................................................................................................................................................ 4
1.2 Units ................................................................................................................................................. 4
2 References ................................................................................................................................... 5
3 Transportation Vessel & Cargo Details ...................................................................................... 6
3.1 Vessel Details .................................................................................................................................. 6
3.2 Cargo Details ................................................................................................................................... 6
3.3 Lashing Plan .................................................................................................................................... 6
4 Methodology ................................................................................................................................ 7
4.1 Assumptions.................................................................................................................................... 7
4.2 Default Motion Criteria & Deviation from Default Motion Criteria ............................................... 7
4.3 Design Wave Height of the Vessel & Limiting Weather Criteria for the Voyage ........................ 9
4.4 Friction Coefficient.......................................................................................................................... 9
5 Calculation & Results .................................................................................................................11
5.1 Calculation for Roll, Pitch & +Heave Loading and Check for Sliding ....................................... 11
5.2 Calculation for Roll, Pitch & -Heave Loading and Check for Sliding ........................................ 12
5.3 Calculation for -Roll, -Pitch & +Heave Loading and Check for Sliding .................................... 13
5.4 Calculation for -Roll, -Pitch & -Heave Loading and Check for Sliding ..................................... 14
5.5 Notes on Roll & Heave Motions ................................................................................................... 15
5.6 Factor of Safety Against Sliding for Pitch & Heave Loading (X dir) ......................................... 15
5.7 Horizontal Force Calculation for Bundle 3 (Roll & Heave Loading) .......................................... 15
APPENDIX A – VESSEL GA DRAWINGS .............................................................................................16
APPENDIX B – VOYAGE WEATHER FORECAST ...............................................................................17

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Report Number: ACP36-RP-ST-003_ Lashing Calculation Report
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1 Introduction
Welspun Corp Limited Contracted Ark2Tech to perform lashing calculation for the pipe transportation on
vessel MV ANSHUN. The stowage plan provided by the client is shown below.

Figure 1: Stowage Plan

1.1 Scope
The scope of this report is to provide lashing calculation for the pipe transportation for the anticipated loads
during transit from Mundra port, India to one of the Southeast Asian locations.

1.2 Units
SI units are used in this report

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2 References
This report is prepared in accordance with the following reference codes/standards, project documents and
drawing:
1. AISC ASD 9th Edition – Allowable Stress Design
2. Stowage plan provided by the client
3. Vessel main deck aft and frame cross sectional drawings provided by the client.
4. Default motion criteria – ABL
5. GA of the vessel provided by the client

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3 Transportation Vessel & Cargo Details

3.1 Vessel Details

Over all dimensions of the vessels are given in below table. Vessel GA is shown in Appendix A

Length Overall 182.87 m

Length between PP 179.95 m

Breadth (Moulded) 31 m

Depth (Moulded) 14.5 m

Design Draft 9.5 m

Scantling Draft 10.15m

Deadweight @ Scantling Draft 39231 MT

Table 1: Vessel Particulars

3.2 Cargo Details

The information of cargo pipes is given below.
Length of each pipe piece : 12.2 m
OD of the pipes : 26.3”
Thickness of the Pipe : 23.6 mm & 19.7 mm (2 types of pipe)

3.3 Lashing Plan

Olympic lashing is used as shown in the below figure using 3 bundles and 3 layers.

Figure 2: Olympic Lashing Arrangement

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4 Methodology

4.1 Assumptions
Below are the major assumptions considered in the analysis,
• The major loading on to the cargo comes from the roll, pitch and heave motions of the vessel.
• Only the lashing check is considered in the current study.
• The vertical and horizontal loads from the vessel motion will be analyzed for the top 3 layers and
ensured that lashing is sufficient or not.
• Even though Olympic lashing is used, as a conservative approach, in the calculation it will be
considered as 3 separate bundles as shown in the below figure.

Bundle 1 Bundle 2 Bundle 3

Figure 3: Top 3 Layer Bundle Arrangement

• The bundle on the edge will be critical for roll motion loading which is bundle 3 with 9/10 nos of
pipes clubbed together. Cargo hold 3 is considered for calculation.
• For pitch motion either Bundle 3 or Bundle 2 can be considered critical which are placed in Cargo
Hold 1 which is farthest from the LCF of the vessel.

4.2 Default Motion Criteria & Deviation from Default Motion Criteria
Based on conventional approach of MWS projects, for the vessel of this size can be associated
with the below default motion criteria which is 20 degree roll and 10 degree pitch both associated
with 10s period and 0.2g for heave.

Table 2: Default Motion Criteria

However, a detailed calculation of the pitch amplitude and pitch period is carried out as per DNV-
GL Ship Rules which is given below.

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The draft of the vessel for transportation is 8.44m. The scantling draft of the vessel is 10.15m.

Therefore, the factor fT= 8.44/10.15= 0.83

Substituting the above values, we get Pitch Period as 11.34 s
Maximum Pitch Amplitude = 11.9 degrees

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4.3 Design Wave Height of the Vessel & Limiting Weather Criteria for the Voyage
From empirical relations, the design wave height of the vessel can be estimated as
Design Wave Height = 0.61*L^0.5 = 8.24m (Ref Given Below)
Corresponding Hs = 8.24/1.86 = 4.4 m

Limiting weather criteria for the voyage is informed as 2m Hs. See Appendix C for voyage weather forecast.
Assuming that the maximum pitch angle is corresponding to design wave Hs, the pitch angle for 2.0m Hs
is reduced linearly by a factor of 2.0/4.4 = 0.45
Therefore, revised pitch amplitude is taken as 0.45 x 11.9 degrees = 5.35 degrees

4.4 Friction Coefficient

Friction coefficient of 0.3 is assumed for steel – rope dunnage contact as per below table

Table 3: Friction Coefficient

The above coefficient is chosen since uncoated steel to uncoated steel friction coefficient and polypropylene
coated pipe to polypropylene coated pipe friction value are the same. Therefore, polypropylene coated pipe
to rope dunnage friction coefficient is used for uncoated steel to rope dunnage case as well. Please see
below stacking of pipes on to the vessel using rope dunnage.

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Figure 4: Pipe stacking using Nylon ratchet lashing belts

It is also assumed that one pipe is supported by 2 pipes below in 2 contact points as shown below

φ
R2
R1

From the above FBD, R1=R2 and R1 cos φ = W/2

Solving the above, we get R1=R2=0.58W
Total frictional resistance = frictional coefficient x (R1+R2) = 1.16W

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5 Calculation & Results

5.1 Calculation for Roll, Pitch & +Heave Loading and Check for Sliding
From figure 3, Bundle 3 is considered as the worst case scenario for the motion loads.
Depth of the vessel : 14.5 m
Draft of the vessel : 8.44 m
Vertical distance from waterline to Bundle 3 COG : 5.2 m
Horizontal distance from CL to Bundle 3 COG (for Roll) : 7.5 m
Horizontal distance from mid ship to Bundle 3 in Hold 1 COG (for Pitch): 64 m

From the above calculation, it can be seen that that the frictional resistance itself is sufficient for arresting
the longitudinal movement of the pipes (for Pitch + Heave Loading)
However, Roll + Heave Motions cannot be resisted by friction alone. Please see section 5.5 for justification
for Roll + Heave motions.

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5.2 Calculation for Roll, Pitch & -Heave Loading and Check for Sliding

From the above calculation, it can be seen that that the frictional resistance itself is sufficient for arresting
the longitudinal movement of the pipes (for Pitch - Heave Loading)
However, Roll - Heave Motions cannot be resisted by friction alone. Please see section 5.5 for justification
for Roll – Heave motions

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5.3 Calculation for -Roll, -Pitch & +Heave Loading and Check for Sliding

From the above calculation, it can be seen that that the frictional resistance itself is sufficient for arresting
the longitudinal movement of the pipes (for -Pitch + Heave Loading)
However, -Roll + Heave Motions cannot be resisted by friction alone. Please see section 5.5 for justification
for -Roll + Heave motions

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5.4 Calculation for -Roll, -Pitch & -Heave Loading and Check for Sliding

From the above calculation, it can be seen that that the frictional resistance itself is sufficient for arresting
the longitudinal movement of the pipes (for -Pitch + Heave Loading)
However, -Roll - Heave Motions cannot be resisted by friction alone. Please see section 5.5 for justification
for -Roll - Heave motions

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5.5 Notes on Roll & Heave Motions

From calculations in section 5.1 through 5.4, it can be seen that the friction alone will not be able to
sufficiently resist the Y dir movement from Roll & Heave Motions (4Nos)
However, from the below free body diagram, apart from friction in the transverse direction the pipes are
supported by the side shell itself and from the pipes at the bottom. Woods are used for chocking and shoring
and there is no loose space in the transverse direction. So, any horizontal loads will be directly transferred
to the ship hull and pipes below.
Y dir Loads from
Roll & Heave
Motion
Support from
Self Weight Ship Side

Figure 5: Pipe stacking using rope dunnage Support from

Pipes Below

5.6 Factor of Safety Against Sliding for Pitch & Heave Loading (X dir)
From the calculation shown in Section 4.3, the following FOS is obtained
FOS against sliding for Pitch+Heave loading : 0.481/0.13 = 3.78 (With only frictional Resistance)
FOS against sliding for Pitch-Heave loading : 0.342/0.1 = 3.81 (With only frictional Resistance)
FOS against sliding for -Pitch+Heave loading : 0.351/0.13 = 2.76 (With only frictional Resistance)
FOS against sliding for -Pitch-Heave loading : 0.212/0.09 = 2.36 (With only frictional Resistance)

5.7 Horizontal Force Calculation for Bundle 3 (Roll & Heave Loading)
Weight of one pipe (23.6mm thick pipe) : 4.57 MT
Number of pipes in Bundle 3 : 11 x 3 = 33 (11 assumed conservatively)
Maximum Horizontal Force on Bundle 3 (Roll+Heave) : 0.43*4.57*11*3 = 64.8 MT
Maximum Frictional Resistance (Roll+Heave) : 0.3*4.57*.99*1.16*11*3 = 51.9 MT
Additional loads transferred to side shell (Roll-Heave) : 64.8 – 51.9 = 12.9 MT
Maximum Horizontal Force on Bundle 3 (Roll-Heave) : 0.33*4.57*11*3 = 49.7 MT
Maximum Frictional Resistance (Roll-Heave) : 0.3*4.57*0.86*11*3*1.16 = 45.1 MT
Additional loads transferred to side shell (Roll-Heave) : 41.7 – 33.74 = 3.87 MT
From the above calculation it can be seen that the maximum load transferred by bundle 3 on to the side
shell of the vessel is only 12.9 MT in Roll+Heave Condition. This loading is spread in an area of 12.2m x
1.8m in the side shell as the length of the pipe is 12.2m and 3 layers will have approx. 1.8m height.
As a worst case scenario, it can be assumed that all 3 bundle horizontal load is taken by side shell and
therefore, total loading can be as high as 12.9 MT x 3 = 38.7 MT spread over 12.2mx1.8m area.
The pipes can be supported by at least 12 frames. Each frame will be taking a load of approx. 3.21 MT
spread over a height of 1.8m. This loading is substantially low for ship of this size and displacement. This
is for the top 3 layer.
From the above it can be safely assumed that the stowage plan chosen for the transportation of pipelines
are adequate.

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APPENDIX A – VESSEL GA DRAWINGS

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APPENDIX B – VOYAGE WEATHER FORECAST

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