A Graduation Project Report Submitted To The Department of Naval Architecture and Marine Engineering

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A Graduation Project Report Submitted to the Department of Naval

Architecture and Marine Engineering
Technical Report · July 2017
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Faculty of Engineering Alexandria University Offshore Support Vessels Design
Marine Engineering and Naval Architecture Department Graduation Project (2016-2017)
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Alexandria University
Faculty of Engineering
Offshore Support Vessels Design

A Graduation Project Report
Submitted to the Department of Naval Architecture
and Marine Engineering
Faculty of Engineering Alexandria University
for the Partial Fulfillment of the Requirements of the B.Sc. degree
By:
Ahmed Taha Abd El-Mawla
Supervised by:
Prof. Dr. M. M. El-Gammal

Dr. Ahmed Ibrahim
2016-2017
I
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Acknowledgment
I would like to express my deep gratitude to Prof. Dr.M. M. El-Gammal and

Dr. Ahmed Ibrahim My research supervisors, for their patient guidance,
enthusiastic, encouragement.
I would also like to thank my parents and all who contributed in the
course of the project.
Thanks Again to All Who Helped Me.
II
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Declaration
I declare that no part of the work referred to in this thesis has been
submitted in support of an application for another degree or
qualification of this or any other University or Institution
III
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Table of contents
Acknowledgments …………………………………………………………………….. II
Declaration ……………………………………………………………………………. III
Table of contents …………………………………………………………………….... IV
List of Figures…………………………………………………………………………. VIII
List of Tables…………………………………………………………………………... X
Abstract………………………………………………………………………………... XI
Chapter (1) Introduction……………………………………………………………... 1
1.1 Offshore support vessel……………………………………………………. 1
1.2 Background………………………………………………………………… 5
1.3 A brief introduction of oilfield market……………………………………. 6
Chapter (2) Literature Review……………………………………………………….. 8
Chapter (3) Vessel Specifications…………………………………………………….. 9
3.1. Generation of the hull surface …………………………………………… 9
3.2. General specifications of the vessel……………………………………..... 10
3.3. Lines Plans - Table of Offsets…………………………………………….. 11
3.4. General Arrangements……………………………………………………. 14
3.5. Classification Societies and Classification Rules………………………… 15
Chapter (4) Design of vessel…………………………………………………..……… 16
4.1. Introduction of Ship Design……………………………………………..... 16
4.2. 3D Model Representation…………………………………………………. 19
4.3. Preliminary hydrostatic calculations……………………..……………… 20
4.4. Light weight Estimations………………………………………………….. 21
Chapter (5) Dead weight……………………………………………………………… 22
5.1. Tank Capacity…………………………………………...………………… 22
5.2. Distribution of Dead Weight……………………………………………… 22
Chapter (6) Intact Stability……………………………………………...…………… 23
6.1. Load Condition from Regulations………………………………..……… 23
6.2. Upright Hydrostatics………………………………………………..……. 23
6.3. Large Angle Stability………………………………………………...…… 24
6.4. Equilibrium…………………………………………………………...…… 24
6.5. KN Values Analysis cross curve of stability………………………...…… 24
6.6. Longitudinal Strength…………………………………….………….….... 24
6.7. Tank Calibrations…………………………………………………..…..…. 25
6.8. Stability Booklet………………………………………………………..….. 25
Chapter (7) Ship Resistance …………………………………………………………. 26
7.1. Components of Total Hull Resistance………………………………….… 26
7.2. Other Types of Resistance………………………………………………… 27
IV
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7.3. Ship Resistance Calculations……………………………………….….…. 29

7.4. Calculate barge resistance using Maxsurf Resistance…………………... 29
Chapter (8) Ship Propulsion and Powering…………………………………………. 31
8.1. Introduction …………. …………………………………………..………. 31
8.2. Powering: Overall Concept………………………………………………. 31
8.3. Components of Propulsive Power……………………………………..…. 33
8.4. Machinery selection……………………………………………………….. 40
Chapter (9) Propeller design…………………………………………………………. 42
9.1. Design constraints…………………………………………………………. 42
9.2. The choice of propeller type. ………………………………………...…… 42
9.3. Number of Propeller Blades……………………………………….……... 44
9.4. Propeller Design Procedure…………………………………….………… 44
9.5. The use of standard series data in design………………………..………. 46
9.6. The determination of diameter……………………………………...……. 46
9.7. Design Procedure……………………………………………………..…… 47
Chapter (10) Cavitation………………………………………………………………. 50
10.1. The Nature of Cavitation. ………………………………………..……… 50
10.2. Types of Cavitation………………………………………………………. 50
10.3. The cavitation forms…………………………………………………..… 50
10.4. Cavitation Tests with Model Propellers………………………..………. 52
10.5. Detrimental effects of cavitation, ………………………………………. 52
10.6. Prediction of Propeller Cavitation by Keller, 1966 Method…………... 53
Chapter (11) Seakeeping and Ship Motions………………………………………... 54
11.1 Seakeeping qualities…………………………………………………….… 54
11.1.1 Motions…………………………………………………………… 54
11.1.2 Speed and power in waves………………………………………. 54
11.1.3 Wetness…………………………………………………………… 54
11.1.4 Slamming…………………………………………………………. 55
11.1.5 Ship routing………………………………………………………. 55
11.2 Importance of good seakeeping……………………………………….…. 55
11.3. Degrees of freedom………………………………………………………. 56
11.4 Limiting seakeeping criteria……………………………………………... 57
11.5 Wind…………………………………………………………………….…. 58
11.6 Overall seakeeping performance………………………………………… 58
11.7. Data for seakeeping assessments…………………………………….…. 61
11.8. MAXSURF Motions……………………………………………………… 62
11.8.1Seakeeping Fundamentals……………………………………….. 62
11.8.2. Strip Theory…………………………………………………….. 67
Chapter (12) Construction of vessel……………………………………………......... 69
V
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12.1. Ship Scantling Concept …………………………………………………. 69

12.2. Ship Scantling Calculations……………………………………………... 69
12.3. Midship Section………………………………………………………….. 73
12.4 3D Model Representation……………………………………..…………. 73
Chapter (13) Characteristics of Ship Structural Assemblies………………………. 75
13.1. Double-Bottom Structure……………………………………………….. 77
13.2. Side Shell Structure…………………………………………………….. 87
13.3. Deck Structure…………………………………………………………… 78
13.4. Transverse Bulkheads………………………………………………..…. 79
Chapter (14) Configurations and Geometrical Properties……………………….... 80
14.1. Stiffened Panels……………………………………………………..…… 80
14.2. Frameworks………………………………………………………………. 83
Chapter (15) Structural Design Loads………………………………………………. 85
15.1. Longitudinal Strength Load: …………………………………………... 85
15.2. Transverse Strength Loads: …………………………………………..… 85
15.3. Local Strength Loads: ……………………………………………….…. 86
Chapter (16) Strength Evaluation………………………………………………...…. 87
16.1Introduction……………………………………………………………….. 87
16.2. Procedure of Structural Strength Evaluation…………………………. 87
16.3. Evaluation of Stress Calculated by FEM……………………………… 89
16.4. Type of Analysis Method………………………………………………… 90
16.5. Analysis Procedure……………………………………………………… 91
Chapter (17) Tertiary Loading and Stresses in Strength Members of Ships…….. 92
17.1. Tertiary Loading on Bottom Plating…………………………………… 93
17.2. Tertiary Loading on Bottom Longitudinal…………………………….. 96
17.3 Tertiary Loading on Tank Top Longitudinal…………………………... 98
17.4. Tertiary Loading on Deck Longitudinal………………………………... 100
17.5. Tertiary Loading on Side Longitudinal………………………………… 102
Chapter (18) Secondary Loading and Stresses……………………………………… 105
18.1. Strength Members of Ship Bottom Assemblies ………………………... 105
18.2. Secondary Loading in Bottom Assemblies……………………………... 105
18.3. Secondary Stresses in Longitudinally Stiffened Bottom………………. 106
18.4. Secondary Stresses in Longitudinally Stiffened Side…………………... 109
Chapter (19) Hull Girder Loading…………………………………………………... 111
19.1. The Nature of Hull Girder Loads……………………………………….. 111
19.2. Classification of Hull Girder Loads…………………………………….. 112
19.3. Hull Girder Longitudinal Vertical Bending Moments………………… 112
19.4. Wave-Induced Components………………………………………..…… 113
References………………………………………………………………………………….. 116
VI
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Appendix 1: Stability Booklet

Appendix 2: Charts of propeller design
Appendix 3: Bentley Motions
Appendix 4: Longitudinally Stiffened Bottom Plate Analysis
Appendix 5: Longitudinally Stiffened Side Plate Analysis
VII
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List of Figures
Figure 1.1 Platform Supply Vessels (PSV) …………………………………………………. 3

Figure 1.2 Anchor Handling Towing and Supply (AHTS) vessel………………………………….. 4
Figure 1.3 Multi-Purpose Service Vessel (MPSV) …………………………………………... 5
Figure 1.4 Global Oil Field Services Industry ($ Billion), 2005 – 2015…………………………….. 6
Figure 3.1 Lines before Fairing process…………………………………………………….. 9
Figure 3.2 Final hull surface after fairing curves and surfaces……………………………….. 9
Figure 3.3 Lines Plans by using MAXSURF MODELER……………………………………. 12
Figure 3.4 General Arrangements of OSV………………………………………………….. 14
Figure 4.1 Typical tasks and subsystems in a maritime design project…………………………….. 17
Figure 4.2 Design process…………………………………………………………………... 18
Figure 4.3 Model Representation…………………………………………………………… 19
Figure 4.4 Steel weight Estimations…………………………………………………………………. 21
Figure 5.1 Distribution of Dead Weight……………………………………………………. 22
Figure 7.1 Resistance Vs. Speed…………………………………………………………… 30
Figure 8.1 Overall concept of energy conversion. ………………………………………….. 31
Figure 8.2 Components of ship powering – main considerations…………………………………. 34
Figure 8.3 Components of the ship power estimate…………………………………………. 35
Figure 8.4 C18 ACERT TIER 3…………………………………………………………… 40
Figure 9.1 The phases of propeller design. ………………………………………………… 42
Figure 9.2 Typical optimum open water efficiencies for different propeller types……………… 44
Figure 9.3 power coefficient BPS…………………………………………………………… 48
Figure9.4 Blade outline of the Wageningen B series (4 blades) ……………………………… 48
Figure 10.1 The cavitation forms……………………………………………………………. 51
Figure 11.1 Ship motions…………………………………………………………………… 56
Figure 11.2 Speed loss in waves……………………………………………………………. 57
Figure 11.3. The Beaufort Wind……………………………………………………………. 59
Figure 11.4 Motion sickness………………………………………………………………... 60
Figure 11.5 Energy spectra and response pf a ship in an irregular………………………………… 61
Figure 11.6 World Meteorological Organization WMO Sea state code…………………………….. 64
Figure 12.1 Midship Section………………………………………………………………… 73
Figure 12.2 3D Model Representation……………………………………………………….. 73
Figure 13.1 Longitudinally stiffened double bottom structure……………………………………… 76
Figure 13.2 Longitudinally stiffened bottom structure………………………………………... 76
Figure 13.3 Longitudinally stiffened bottom structure………………………………………... 77
Figure 13.4 Longitudinally framed single and double side structure……………………………….. 77
Figure 13.5 transversely framed deck structure showing the cargo hatch openings……………….. 78
Figure 13.6 A transversely framed deck structure showing the cargo hatch openings…………….. 78
Figure 13.7 The main dimensions of a longitudinally framed deck structure of a cargo hold in a
general cargo ship……………………………………………………………… 79
VIII
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Figure 13.8 Horizontal and vertical systems of corrugation of the plate panels of transverse
bulkheads………………………………………………………………………. 79
Figure 13.9 Vertical and horizontal stiffening of bulkhead plate panels…………………………… 79
Figure 14.1 unidirectional stiffened panel…………………………………………………..... 80
Various configurations of stiffened panels showing the primary and secondary
Figure 14.2 stiffeners ……………………………………………………………………….. 81
Figure 14.3 A 3D stiffened structure assembly……………………………………………….. 81
Figure 14.4 Plate and stiffened plate elements………………………………………………... 82
Figure 14.5 Stiffened Panels in a Bottom Structure (Interaction Between Global and Local
Loads). ………………………………………………………………………… 83
Figure 14.6 transverse ring of web frames in an oil tanker……………………………….…… 84
Figure 16.1 procedures of FEM structure analysis …………………………………………... 89
Figure 16.2 comparison table of multi-purpose structure analysis ………………………………..… 90
Figure 16.3 procedures of FEM structure analysis ………………………………………..…. 91
Figure 17.1 Normal and in-plane loading on a bottom plate panel………………………………..… 93
Figure 17.2 longitudinal loading area subjected to external water pressure……………………..… 96
Figure 17.3 loading on inner bottom longitudinal …………………………………………… 98
Figure 17.4 loaded area on deck longitudinal ……………………………………………….. 100
Figure 17.5 Hydrostatic pressure loading over a ship section………………………………… 102
Figure 18.1 A structural assembly of one fully loaded cargo hold with two half empty holds….… 106
Figure 19.1 shear force and bending moment distribution along ship length…………………….… 113
Figure 19.2 wave induced bending moment and shear force ………………………………………... 114
Figure 19.3 the deformed hull shape of a ship in a hogging condition …………………………….... 114
Figure 19.4 the deformed hull shape of a ship in a sagging condition …………………………….... 114
IX
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List of Tables
Table 3.1 Table of Offsets……………………………………………………………... 13

Table 3.2 Additional notations for specialized service capabilities…………………………… 15
Table 4.1 preliminary hydrostatic calculations………………………………………… 20
Table 5.1 Tank Capacity………………………………………………………………. 22
Table 7.1. Resistance of appendages, as a percentage of hull naked resistance……………… 27
Table 7.2. Total resistance of appendages as a percentage of hull naked resistance………… 28
Table 7.3. Ship Resistance Calculations………………………………………………... 30
Table 8.1. Potential savings in resistance and propulsive efficiency…………………………. 33
Table 8.2. Ship Resistance and power Calculations……………………………………. 36
Table 8.3 C18 ACERT TIER 3 specifications………………………………………….. 40
Table 9.1. Propeller Design data………………………………………………………. 48
Table 10.1 Prediction of Propeller Cavitation………………………………………..… 53
Table 11.1. Specifying Wave Spectra Input…………………………………………….. 68
Table 12.1 Scantling Calculations Of OSV……………………………………………... 69
Table 17.1 Tertiary Loading on Bottom Plating………………………………………... 94
Table 17.2 Tertiary Loading on Bottom Longitudinal…………………………………… 96
Table 17.3 Tertiary Loading on Tank Top Longitudinal………………………………… 98
Table 17.4 Tertiary Loading on Deck Longitudinal…………………………………………… 100
Table 17.5. Tertiary Loading on Side Longitudinal…………………………………………… 102
Table 17.6. Tertiary Loading and stress summary……………………………………………. 104
Table 18.1. Secondary Loading on Bottom Structure…………………………………… 107
Table 18.2. Secondary Loading and stress on Bottom ………………………………………… 110
Table 18.3. Secondary Loading and stress on Side Structure…………….……………… 110
Table 19.1. Wave Bending Moment Amidships……………...…………………………. 115
X
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Abstract
An Offshore supply vessel is a multi-task vessel and has to be designed for many different
purposes. This is contrary to most other ships used worldwide. In general, the geographical location
where the offshore activity takes place is an important indicator of the choice of supply vessel.
Factors like weather conditions, the amount of equipment needed and the distance from the shore
are important for what properties the vessel should have. The deep-water oilfield market is
becoming more important as the conventional oilfield market in shallow water cannot meet the
energy requirements from the consuming market. The Offshore Supply Vessels (hereafter it is
called OSVs) market is becoming booming and the demand for OSVs has never reached the extent
like today in previous periods.
In this project, an offshore supply vessel will be designed according to ABS Rules.
XI
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Chapter (1)
Introduction
1.1 Offshore Support Vessel
In the oilfield of North Sea or many other areas in the world, a kind of special vessel is
busy with various tasks which are relative to exploration and operation of oil and gas on
offshore. This ship type has been given a variety of names but Offshore Support Vessel
(OSV) is perhaps the more dominant one.
According to Guidelines for design and construction of OSVs (2007), OSV is defined as a
vessel “which is primarily engaged in the transport of stores, materials and equipment to
offshore installations, and - which is designed with accommodation and bridge erections
in the forward part of the vessel and an exposed cargo deck in the aft part for the handling
of cargo at sea”. [1]
The design features and service characteristics differ from those of conventional cargo
ships and specific safety requirement are introduced to OSVs. One or more of the following
design and operating capabilities can be expected of a vessel of this type:
• Large and open aft deck and equipment for cargo, anchor handling and towing
operations.
• Highly maneuverable, particularly at low speed or static operations.
• Storage of consumables for offshore exploration and production activities: such as
drilling fluids, bulk mud and cement, potable water, fuel, chemicals, etc.
• Stern roll for anchor handling
• Wheel house all - round visibility (have forward & aft control)
• Some OSVs equipped with A-frame to reduce the tension of wire.
• High engine power for towing operations.
• Propeller types (fixed or variable pitch with Kort nozzle, Voith Schnieder, Azimth
and Azipod propeller)
• Some OSVs are equipped with big fire pump with monitors for external firefighting
system.
Introduction 1
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• Now Dynamic Positioning (DP) system is very important for all types of OSVs.
The origin of offshore support vessels may be traced to the Gulf of Mexico where oil
exploration first moved offshore in the 1950s. Those old vessels, fishing boats are used to
supply offshore platforms with fresh water, fuel, food and materials for production.
In following decades, purpose-built vessels to supply offshore rigs and platforms were
designed and well developed. With the strong desire for energy and the development of
activities on deep water, OSVs are playing an increasing important role on the development
of exploration and operation activities about oil and gas on offshore. In the past, the sizes
of OSVs are traditionally in the range of 40m to around 70m and the types of cargos carried
on board were typically casings, pipes, machineries, equipment for offshore installations
and so on. Within the main hull of OSVs, deep tanks are typically provided for OSVs for
the carriage of drilling water, liquid mud and brine, etc.
While new generation OSVs are required to provide more complicated support services to
Deepwater drilling operations.
Types of Offshore Support Vessel
OSVs can be divided into several types according to its functions:

• Anchor Handling Towing Supply (AHTS) vessels
Fitted for deep-water anchor handling and towing operations and equipped with
a winch capable to lift a barge or other offshore vessels’ anchors. Main duty is to
move rigs, setting anchors, and provide supply support.
• Diving Support Vessels (DSV)
Fitted with Diving support equipment, Large Cranes and may also be used as a
standby/support vessel, with firefighting, rescue operations, or oil recovery
equipment.
Introduction 2
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• Platform Supply Vessels (PSV)

Main purpose is to move cargoes and supplies to/from offshore installations.
Figure 1.1 Platform Supply Vessels (PSV)
• Remote Operating Vessels (ROV) Support

• Multi-Purpose Service Vessel (MPSV)0
• Cable & Pipe Laying Vessels
• Standby and Rescue Vessels
• Seismic Survey Vessels
• Well Stimulation Vessel
• Well Intervention Vessel . [2]
Introduction 3
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Features of offshore supply vessel

One or more of the following design and operating features can generally be expected for
OSVs.: [3]
1- Work deck 13 - Heavy lift crane

2- Anchor roller 14 - Life raft
3- Steering gear 15 - MOB-boat with crane
4- Ducted propeller 16 - Life boat
5- Stern Tube 17 - Storage reel for steel wires for anchor
6- Transverse Thruster 18 - Bridge with controls for deck gear and ship’s steering
7- Azimuth Thruster 19 - Firefighting monitor
8- Tanks For dry bulk 20 - Radar antennas
9- Deck cranes 21 - Antenna for communication system / satellite antenna
10 - Propeller shaft 22 - Switchboard
11 - Gear box 23 - Anchor windlass
12 - Maine engine 24 - Helicopter deck
Figure 1.2 Anchor Handling Towing and Supply (AHTS) vessel
Introduction 4
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Figure 1.3 Multi-Purpose Service Vessel (MPSV)
1.2 Background
The development of Offshore Support Vessel began in 1947, when Kerr-McGee purchased
a surplus Landing Ship Tank (LST) to support their Ship Shoal platform close to the shore
in the Gulf of Mexico.
In 1948, Humble Oil purchased 19 of these ships to support their offshore operations. These
vessels were provided with an open deck ahead of the pilot house, but had limited space
between the wing tanks and restricted view from the pilot house. Arguably the first supply
vessel, the Ebb Tide was commissioned in 1955 to support the Mr. Charlie Mobile Offshore
Drilling Unit (MODU). This followed the mobile drilling unit’s appearance in its earliest
form in 1950 as the Breton 20.
The next major change in the offshore industry was the arrival of the three-legged jack-up,
the first being the Scorpion which entered service in 1956. [4]
Introduction 5
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Supply vessels now faced a reduction in the area of the platform at sea level, being reduced
to its legs. It became necessary for them to drop an anchor.
In 1960, the first semi-submersible platform was developed. This was the Bluewater One,
which had originally been a submersible, sunk until the lower hull rested on the seabed,
but was modified so that it could remain afloat at a draught which provided a stable drilling
platform.
1.3 A brief introduction of oilfield market
Nowadays hydrocarbon energy plays an important role in people’s life and the reliance on
oil and gas has never achieve the extent like today before. In order to ensure the energy
supply for people’s daily life and industry demands, people put more attention to deep-
water market where huge market exists and keep the conventional oil and gas operation on
shallow water at the meanwhile.
The global oil and gas field services market has witnessed considerable growth in recent
years due to an increase in the exploration and production activity and growth in the activity
in the offshore areas of the world (GBI Research, 2010). The growth of oil field market is
driven by the high prices of crude oil and natural gas and high demand of crude oil and gas.
The increasing demand of oil and gas is resulted from the high economic growth during
the period from 2004 to 2008.
The demand for oil and gas and prevalent high prices stimulate increasing activities in the
offshore market. It was estimated that about $140 billion in 2008 will be created in the
global oil field services market according to GBI research. However, the economy started
to go down and the Financial Crisis happened in the middle of 2008. The offshore drilling
expenditure is directly dependent on the exploration and production capital spending of the
international oil companies and producers.
The tight credit situation and uncertain outlook for the oil and gas market have affected the
capital expenditure plan of the exploration and production companies. These factors have
had a negative effect on the offshore drilling market in 2009. However, with increased the
Introduction 6
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exploration and production activity and increased demand for oil and gas after 2009, the
global oilfield market is expected to increase in the future growing to about $200 billion
by the end of the forecast period in 2015, as Figure 1.4 (GBI Research, 2010). [5]
Figure 1.4 Global Oil Field Services Industry ($ Billion), 2005 – 2015
Introduction 7
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Chapter (2)
Literature Review
April, 2013 by Wenming Chen, He made a project about “Design and operation of anchor
handling towing and supply vessels (AHTS) “The project is interested in Offshore Support
Vessels market, design and operation of Anchor handling towing supply vessel (AHTS),
is one of the main type of OSVs and can carry out several major operations likes towing,
anchor handling, supply, standby and so on offshore.
With the development of the offshore oil and gas industry, services provided for supporting
operations, accommodations, etc. which are required by the offshore installations become
complicated and stronger than before. Therefore, optimization of the OSV fleet is required
from the oilfield services companies. As the main OSV type, AHTSs have been playing an
important role in offshore oilfield activities.
The habitability of vessel and the working environment on the vessel need to be kept in a
comfortable stage and then the crew staying on the vessel can stay on the vessel
comfortably and keep good emotions which promote safe operations on the vessel.
Literature Review 8
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Chapter (3)
Vessel Specification
3.1. Generation of the hull surface
It is start with preliminary table offsets which has unfairness points, by using MAXSURF
MODELER program trying to get the optimum parameters to achieve the space
requirements, minimum resistance, minimum power, straight framed sections (no
curvature in the transverse direction to be easy and cheap in manufacturing). by changing
the position of each control point manually to get the best faired hull surface then export
to Rhinoceros program to create Hull surface, then, teste the resulted model in MAXSURF
RESISTANCE and then modifying the model again in MAXSURF MODELER and
Rhinoceros.
Figure 3.1 Lines before Fairing process
Figure 3.2 Final hull surface after fairing curves and surfaces
Vessel Specification 9
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3.2. General specifications of the vessel
The vessel is designed to satisfy the general requirements of the offshore industry for
operation in Harbors and International deep-water areas, as follows:
• Towing
• External Fire Fighting
• Carrying and offloading to offshore units: Deck cargo, Liquid cargo / Mud , Cement
• Move men and materials between platforms and shore.
Arrangement, Description
The Vessel to be arranged as a single decker. Machinery to be arranged forward of midship

and all accommodation forward. The vessel is to be propelled by two marine diesel engines
via reduction gearbox, controllable pitch propellers in nozzle. Two bow thrusters, one stern
thruster and two flap rudders to be installed to provide quick maneuverability while
working.
A waterfall type anchor handling and towing winch is to be installed on main deck. Main
cargo deck is to be arranged free of obstructions. The Vessel to be arranged with
accommodation for 25 crew and passengers. In addition, mess/dayroom, office, galley,
provision store etc., to be provided as given in this specification.
Main Particulars
Length overall = 20 m
Length B.P. = 19.3 m
Breath moulded = 6.6 m
Depth moulded = 3m
Design draught = 2m
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3.3. Lines Plans - Table of Offsets
A ship's hull is a very complicated three-dimensional shape. With few exceptions, an

equation cannot be written that fully describes the shape of a ship. Until very recently, most
of this work was done by hand. Today high-speed digital computers assist the engineer
with the drawings, but they are not substitutes for imagination and judgment. Traditionally,
the ship's hull form is represented graphically by a line drawing.
The lines drawing consist of projections of the intersection of the hull with a series of
planes. The planes are equally spaced in each of the three dimensions. Planes in one
dimension will be perpendicular to planes in the other two dimensions. This results in three
separate projections, or views, called the Body Plan, the Half-Breadth Plan, and the Sheer
plan, respectively.
The hull form is portrayed graphically by the lines plan. This shows the various curves of
intersection between the hull and three sets of orthogonal planes. The curves showing the
intersections of the vertical fore and aft planes are grouped in the profile, the water lines
are grouped in the half breadth plan and the sections by transverse planes in body plan.
Lines are presented in three views (profile - plan- body plan). [6]
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Figure 3.3 Lines Plans by using MAXSURF MODELER
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Table 3.1 Table of Offsets
chine 1 chine 2 chine 3 chine 4

station Long. Offset Height Offset Height Offset Height Offset Height
0 0 0 1.1575 2.0534 1.1575 2.5176 1.6392 3.2012 3.3
1 0.5 0 1.0783 2.0546 1.1412 2.5185 1.6388 3.2703 3.3
2 1 0 0.9999 2.0557 1.1248 2.5200 1.6366 3.3269 3.3
3 1.5 0 0.9239 2.0572 1.1066 2.5237 1.6326 3.3569 3.3
4 2 0 0.8536 2.0577 1.0880 2.2534 1.6257 3.3771 3.3
5 2.5 0 0.7794 2.0594 1.0811 2.5524 1.6168 3.3908 3.3
6 3 0 0.7045 2.0609 1.0732 2.5738 1.6068 3.4042 3.3
7 3.5 0 0.6295 2.0627 1.0597 2.5965 1.5973 3.4189 3.3
8 4 0 0.5535 2.0641 1.0468 2.6187 1.5891 3.4357 3.3
9 4.5 0 0.4777 2.066 1.0318 2.6383 1.5819 3.4527 3.3
10 5 0 0.4018 2.0675 1.0177 2.6552 1.576 3.4734 3.3
11 5.5 0 0.3259 2.0691 1.0040 2.666 1.5714 3.4942 3.3
12 6 0 0.2500 2.0710 0.9899 2.6783 1.5672 3.5144 3.3
13 6.5 0 0.1736 2.0726 0.9761 2.6926 1.5601 3.5339 3.3
14 7 0 0.0946 2.0742 0.9629 2.7100 1.5533 3.5514 3.3
15 7.5 0 0.0289 2.0758 0.9486 2.7269 1.546 3.5668 3.3
16 8 0 0.0019 2.0768 0.9341 2.7442 1.5378 3.5828 3.3
17 8.5 0 0 2.0776 0.9189 2.7627 1.5300 3.6005 3.3
18 9 0 0 2.0739 0.9051 2.7812 1.5226 3.6224 3.3
19 9.5 0 0 2.0809 0.8921 2.7995 1.5172 3.6406 3.3
20 10 0 0 2.0834 0.8803 2.8301 1.5112 3.6620 3.3
21 10.5 0 0 2.0834 0.8803 2.8301 1.5112 3.6620 3.3
22 11 0 0 2.0834 0.8803 2.8301 1.5112 3.6620 3.3
23 11.5 0 0 2.0834 0.8803 2.8301 1.5112 3.6620 3.3
24 12 0 0 2.0834 0.8803 2.8301 1.5112 3.6620 3.3
25 12.5 0 0 2.0834 0.8803 2.8301 1.5112 3.6620 3.3
26 13 0 0 2.0834 0.8803 2.8301 1.5112 3.6620 3.3
27 13.5 0 0 2.0834 0.8803 2.8301 1.5112 3.6620 3.3
28 14 0 0 2.0834 0.8846 2.8301 1.5153 3.6395 3.3
29 14.5 0 0 2.0734 0.8947 2.8167 1.5258 3.5898 3.3
30 15 0 0 2.0090 0.9116 2.7848 1.5449 3.5119 3.3363
31 15.5 0 0 1.9325 0.9367 2.7261 1.5705 3.422 3.3561
32 16 0 0 1.8362 0.9726 2.6464 1.6058 3.3041 3.3759
33 16.5 0 0 1.7096 1.0164 2.5417 1.6518 3.1634 3.4551
34 17 0 0.0147 1.5511 1.0739 2.4055 1.7097 2.9631 3.4287
35 17.5 0 0.1158 1.3353 1.1637 2.2286 1.8016 2.7303 3.4551
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36 18 0 0.3513 1.0685 1.3361 1.9906 1.8824 2.4583 3.4782

37 18.5 0 0.7045 0.7526 1.5905 1.6966 1.9996 2.0567 3.5013
38 19 0 1.3156 0.4029 1.8877 1.2971 2.1461 1.4779 3.5244
39 19.5 0 2.2063 0.0358 2.2631 0.6681 2.2906 0.7460 3.5508
40 20 0 2.4009
OFFSETS Are In mm
3.4. General Arrangements
Figure 3.4. General Arrangements of OSV
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3.5. Classification Societies and Classification Rules
ABS first established Rules specifically for smaller vessels in 1973 with the publication of
Rules for Building and Classing Steel Vessels under 61 meters in Length. In 1997, the
Rules evolved into Rules for Building and Classing Steel Vessels under 90 meters in
Length. Besides extending the criteria for length, the Rules specified more functional
equipment and arrangement requirements and introduced optional classification notations
for specific functions and services. New generation OSVs have become more technically
advanced to meet the support demands of Deepwater drilling and subsea operations. To
keep pace with industry changes, ABS developed the Rules for Building and Classing
Offshore Support Vessels (OSV Rules) with standards for the design and construction of
modern OSVs. ABS continuously review and updates its Rules and Guides to anticipate
industry developments. [2]
Table 3.2 Additional notations for specialized service capabilities
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Chapter (4)
Design of Vessel
4.1 Introduction of Ship Design

The design process used in most vessel design approaches can be described as sequential
and iterative, where the initial design is subject to constant improvements. The process
development is thereby constrained by the decisions made in early stages of design.
It becomes apparent that the more design knowledge which can be generated and evaluated
in these stages, the better foundation the designer has to make the best decisions. System
Based Ship design (SBSD) has introduced a bottom-up approach which generates a
functional description based on the vessel missions for use in early stages of design.
SBSD focuses on enabling creativity and innovation in vessel design by being able to
evaluate alternative solutions. The increase and availability of computational processing
capacity these days is a contributor to enabling more design aspects included in earlier
design stages. [7]
Design Offshore Support Vessel
Develop and evaluate Offshore Support Vessel designs and alternative designs in concept
and preliminary stages of design. Based on the functional description of OSVs from the
SBSD methodology are modules related to vessels missions systematically identified and
generated. Modular Product Platforms (MPPs) which contains rules for how these OSV
modules can be combined have been developed to efficiently develop design alternatives
for consideration. The main focuses have been to enable creativity, innovation and
alternative solutions in an efficient manner in early stages of design.
Automated 3D modelling based on the OSV MPPs provides a more intuitive design process
and facilitates design evaluation to multiple vessel alternatives. The responsiveness and
flexibility of the MPP and automated 3D modelling is believed to have benefits in a sales
situation to efficiently develop design alternatives based on customer demands and
providing a visual representation for discussion.
This has the potential of reducing the time and resources involved in tendering/sales
projects. MPPs can be used by design companies to more easily communicate which
designs they can offer, and to explore vessel design parameters influence on performance.
Design of Vessel 16
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Figure 4.1 Typical tasks and subsystems in a maritime design project. [8]
Design of Vessel 17
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Figure 4.2 Design process. [8]
Design of Vessel 18
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4.2 3D Model Representation
Figure 4.3 3D Model Representation
Design of Vessel 19
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4.3 preliminary hydrostatic calculations

MAXSURF MODELER allows to quickly assess the model’s upright hydrostatic
properties.
Table 4.1 preliminary hydrostatic calculations
Displacement 122.9 t
Volume (displaced) 119.895 m^3
Draft Amidships 2 m
Immersed depth 2.015 m
WL Length 19.392 m
Beam max extents on WL 6.144 m
Wetted Area 136.187 m^2
Max sect. area 7.821 m^2
Waterpl. Area 105.717 m^2
Prismatic coeff. (Cp) 0.79
Block coeff. (Cb) 0.499
Max Sect. area coeff. (Cm) 0.636
Waterpl. area coeff. (Cwp) 0.887
LCB length -0.158 from zero pt. (+ve fwd) m
LCF length -0.504 from zero pt. (+ve fwd) m
LCB % -0.813 from zero pt. (+ve fwd) % Lwl
LCF % -2.599 from zero pt. (+ve fwd) % Lwl
KB 1.333 m
KG fluid 0 m
BMt 2.41 m
BML 23.723 m
GMt corrected 3.743 m
GML 25.056 m
KMt 3.743 m
KML 25.056 m
Immersion (TPc) 1.084 tonne/cm
MTc 1.588 tonne.m
RM at 1deg =
GMt.Disp.sin(1) 8.027 tonne.m
Length:Beam ratio 3.156
Beam:Draft ratio 3.049
Length:Vol^0.333 ratio 3.933
Precision Highest 211 stations
Design of Vessel 20
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4.4 light weight Estimations

MAXSURF STRUCTURE is a structure modelling utility that allows the designer to model
the primary structure within a 3D Maxsurf surface model. All parts created in Maxsurf
Structure are parametric, meaning that the parts will automatically update to changes in
the Maxsurf surface model.
It is allowing to define where parts will be located by referring to construction lines on
the surface of the hull. The construction lines can use are sections, waterlines, buttocks,
diagonals, inclined sections, feature lines, intersections, surface curves and edges. It
allows to create a complete and accurate set of parts including stringers, frames, decks
and plates. After enters all part of Structure, the total widget of steel can be estimate. [9]
Figure 4.4 Steel weight Estimations
Design of Vessel 21
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Chapter (5)
Dead weight
5.1 Tank Capacity and cargo
Table 5.1 Tank Capacity

:
Freshwater 18.00 Tonnes
Dry bulk cargo tanks (cement) 15.00 Tonnes
Fuel oil 2.00 Tonnes
Oil cargo 40.00 Tonnes
Freshwater cargo 15.00 Tonnes
5.2 Distribution of Dead Weight
Figure 7.1 Distribution of Dead Weight
Dead weight 22
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Chapter (6)
Intact Stability
6.1. Load Conation from Regulations
General Requirements
An offshore support vessel is typically designed with accommodations and bridge

erections in the forward part of the vessel and an exposed cargo deck in the after part
for handling cargo at sea.
Standard Loading Conditions
The following conditions of loading are to be examined in the Trim
and Stability Booklet:
i) Vessel at the maximum Load Line draft, with full stores and fuel and fully loaded
with all liquid and dry cargo distributed below deck.
ii) Vessel with 10% stores and fuel and fully loaded cargoes.
iii) Vessel with full stores and fuel in ballast departure condition.
iv) Vessel with 10% stores and fuel in ballast arrival condition.
General Criteria
The following stability criteria are to be complied with:
i) The area under the righting lever curve (GZ curve) should not be less than 0.055
meter-radians up to θ=30° angle of heel and not less than 0.09 meter-radians up to
θ = 40° or the angle of flooding, if this angle is less than 40°.
ii) Additionally, the area under the righting lever curve (GZ curve) between the angles
of heel of 30° and 40° or between 30° and θf*, if this angle (θf) is less than 40°, is not
to be less than 0.03 meter-radians.
iii) The righting lever GZ is to be at least 0.20 m at an angle of heel equal to or greater
than 30°.
iv) The maximum righting arm is to occur at an angle of heel not less than 25°.
iv) The initial metacentric height, GM0, is not to be less than 0.15 m. [12]
6.2 Upright Hydrostatics
For Upright Hydrostatics, heel is fixed at zero heel, trim is fixed at a user defined value
and draft is varied in fixed steps. Displacement and center of buoyancy and other
hydrostatic data are calculated during the analysis. The results are tabulated and graphs
of the hydrostatic data, curves of form and sectional area at each draft are available.
Bonjean Curves are also calculated.
Intact Stability 23
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6.3 Large Angle Stability

For the analysis of Large Angle Stability, displacement and center of gravity are specified
in the load case. A range of heel angles are specified and Stability calculates the righting
lever and other hydrostatic data at each of these heel angles by balancing the load case
displacement against the hull buoyancy and, if the model is free-to-trim, the center of
gravity against the center of buoyancy such that the trimming moment is zero.
The key output value is GZ (or righting lever), the horizontal distance between the centers
of gravity and buoyancy. A graph of these values at the various heel angles forms a GZ
curve. Various other information is often overlaid on the GZ curve, including upright
GM, curves for wind heeling and passenger crowding levers and the angle of the first
down flooding point. These additional data depend on which (if any) stability criteria
have been selected.
6.4 Equilibrium
Equilibrium Analysis uses the Load case, to calculate the displacement and the location
of the center of gravity. Stability iterates to find the draft, heel and trim that satisfy
equilibrium and reports the equilibrium hydrostatics and a cross sectional areas curve.
Equilibrium analysis result table lists the hydrostatic properties of the model. The
sectional area curve is also calculated, as is the freeboard to any defined key points,
margin line and deck edge.
6.5 KN Values Analysis cross curve of stability
KN values or Cross Curves of Stability are useful for assessing the stability of a vessel if
its VCG is unknown. They may be calculated for a number of displacements before the
height of the center of gravity is known. The KN data may then be used to obtain the GZ
curve for any center of gravity height (KG) using the following formula:
GZ = KN - KG * sin(Heel)
where GZ is the righting lever measured transversely between the Centre of Buoyancy
and the Centre of Gravity, and KG is the distance from the baseline to the vessel's
effective Vertical Centre of Gravity.
Output is in the form of a table of KN values and a graph of Cross Curves of Stability.
6.6 Longitudinal Strength
Stability calculates the net load from the buoyancy and weight distribution of the model.
That data is then used to calculate the bending moment and shear force on the vessel.
The longitudinal strength graph and tables contain all information on weight and
buoyancy distribution, the shear force and bending moment on the vessel.
Intact Stability 24
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6.7 Tank Calibrations
Tanks can be defined and calibrated for capacity, center of gravity and free surface
moment (FSM). Fluid densities and tank permeabilities can be varied arbitrarily. Tank
calibrations may be calculated for a range of trim and heel angles. Stability uses its fluid
simulation mode to calculate the actual position of the fluids in the tanks, taking into
account the vessel trim and heel; i.e. the position of the fluid in the tank will be computed
so that the fluid surface is parallel with the external seawater surface. Tank ullages are
measured from the top of the sounding pipe to the free surface of the liquid within the
tank along the sounding pipe and in a similar manner, soundings are measured from the
bottom of the sounding pipe to the free surface.
6.8 Stability Booklet

The following drawings are to be submitted with the Trim and Stability Booklet for
ABS review:
i) General arrangement plan, with outboard profile
ii) Capacity plan or table with centers of gravity and free surface values
iii) Lines plan
iv) Tank Sounding Tables
v) Cross curves of stability
vi) Intact and damage stability calculations supporting the maximum KG or
minimum GM curve [13]
A typical Stability Booklet from MAXSURF Stability in Appendix 1 “Intact

Stability Requirements for Offshore Support Vessels”
Intact Stability 25
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Chapter (7)
Ship Resistance
7.1 Introduction of ship Resistance [10]
Components of Total Hull Resistance

As a ship moves through calm water, there are many factors that combine to form the total
resistance force acting on the hull. The principle factors affecting ship resistance are the
friction and viscous effects of water acting on the hull, the energy required to create and
maintain the ship’s characteristic bow and stern waves, and the resistance that air provides
to ship motion. In mathematical terms, total resistance can be written as:
RT = RV + RW + RAA
Where:
RT = total hull resistance RV = viscous (friction) resistance
RW = wave making resistance
RAA = resistance caused by calm air
• Frictional Resistance
As a ship moves through the water, the friction of the water acting over the entire wetted
surface of the hull causes a net force opposing the ship’s motion. This frictional resistance
is a function of the hull’s wetted surface area, surface roughness, and water viscosity.
Experimental data have shown that water friction can account for up to 85% of a hull’s
total resistance at low speed (Fn ≤ 0.12 or speed-to-length ratio less than 0.4 if ship speed
is expressed in knots), and 40-50% of resistance for some ships at higher speeds.
• Wave Making Resistance
A ship moving through still water surface will set up a very characteristic pattern of waves.
There are essentially two primary points of origin of waves, which are at the bow and at
the stern. However, the bow wave train is more significant, because the waves generated
here persist along the ship's hull. Generally, the bow waves also larger and more
predominant. These wave systems, bow and stern, arises from the pressure distribution in
the water where the ship is acting and the resultant of net fore-and-aft force is the wave
making resistance. Wave making resistance is the result of the tangential fluid forces. It’s
depends on the underwater shape of a ship that moves through water.
Ship Resistance 26
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• Eddy Resistance
In a non-viscous fluid, the lines of flow past a body close in behind it creating pressures
which balance out those acting on the forward part of the body. With viscosity, this does
not happen completely and the pressure forces on the after body are less than those on the
fore body. Also, where there are rapid changes of section the flow breaks away from the
hull and eddies are created. The effects can be minimized by streamlining the body shape
so that changes of section are more gradual. However, a typical ship has many features
which are likely to generate eddies. Transom sterns and stern frames are examples. Other
eddy creators can be appendages such as the bilge keels, rudders and so on.
• Air Resistance
Air resistance is the resistance caused by the flow of air over the ship with no wind present.
This component of resistance is affected by the shape of the ship above the waterline, the
area of the ship exposed to the air, and the ship’s speed through the water. Ships with low
hulls and small sail area will naturally have less air resistance than ships with high hulls
and large amounts of sail area. Resistance due to air is typically 4-8% of the total ship
resistance.
7.2. Other Types of Resistance Not Included in Total Hull Resistance
There are several other types of resistance that will influence then total resistance
experienced by the ship.
Appendage Resistance
Appendage resistance is the drag caused by all the underwater appendage such as the
propeller, propeller shaft, struts, rudder, bilge keels, pit sword, and sea chests. Appendages
will primarily affect the viscous component of resistance as the added surface area of
appendages increases the surface area of viscous friction.
Table 7.1. Resistance of appendages, as a percentage of hull naked resistance
Ship Resistance 27
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The main appendages on a single-screw ship are the rudder and bilge keels, with a total
appendage drag of about 2%–5%. On twin-screw vessels, the main appendages are the twin
rudders, twin shafting and shaft brackets, or bossings, and bilge keels. These may amount
to as much as 8%–25% depending on ship size. The resistance of appendages can be
significant and some typical values, as a percentage of calm-water test resistance.
Table 7.2. Total resistance of appendages as a percentage of hull naked resistance
Steering Resistance
Steering resistance is added resistance caused by the motion of the rudder. Every time the
rudder is moved to change course, the movement of the rudder creates additional drag.
Although steering resistance is generally a small component of total hull resistance in
warships and merchant ships, unnecessary rudder movement can have a significant impact.
Wind and Current Resistance
The environment surrounding a ship can have a significant impact on ship resistance. Wind
and current are two of the biggest environmental factors affecting a ship. Wind resistance
on a ship is a function of the ship’s sail area, wind velocity and direction relative to the
ship’s direction of travel.
Ship Resistance 28
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7.3. Ship Resistance Calculations
Prediction of Ship Resistance using Holtrop’s and Mennen’s Method

In 1982 Holtrop has published results of resistance and propulsion tests with 191 models
of various types of ship using statistical analysis. It was found that for 95 percent of the
cases the accuracy of the statistically derived formulas is satisfactory in preliminary design
work. Holtrop and Mennen extended then their method to include the Series 64 hull forms.
Also, better formulas were obtained for the higher speed ranges. Holtrop’s and Mennen’s
method is suitable for resistance prediction of small vessel.
However, there are still errors that exist in the final result.
Therefore, all the factors below should be considered to determine the degree of uncertain
parameters:
1 - Increasing in Froude number which will create a greater residuary resistance (wave
making resistance, eddy resistance, breaking waves and shoulder wave) is a common
phenomenon in small ships. As a result, error in total resistance increases.
2 - Small vessels are easily influenced by environmental condition such as wind and
current during operational.
3 - For smaller ship, the form size and ship type has a great difference. [10]
7.4. Calculate resistance using Maxsurf Resistance
Maxsurf Resistance is essentially a resistance prediction program. A number of regression

based methods and one analytical method can be used to predict the resistance of the hull
form. It is normal naval architecture practice to break down the resistance into components
which scale according to different laws. Maxsurf Resistance can calculate the resistance
components in coefficient form. However, since different methods use different
formulations, not all the resistance components may be available. [11]
Ship Resistance 29
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Table 7.3. Ship Resistance Calculations
speed (KN) Froude No LWL Froude No Vol Resist KN power (KW)

2 0.075 0.148 0.4 0.689
3.35 0.125 0.248 1.1 2.971
4.25 0.159 0.314 1.7 5.828
5.15 0.192 0.381 2.4 10.253
6.05 0.226 0.448 3.5 17.736
7.85 0.293 0.581 9.2 59.982
9.65 0.36 0.714 30.4 243.612
10.1 0.377 0.747 33.8 283.302
11 0.41 0.814 45.4 414.702
12.8 0.477 0.947 81.1 860.853
13.7 0.511 1.014 99 1125.53
14.6 0.545 1.08 117.1 1418.227
15.5 0.578 1.147 149.4 1921.563
16.4 0.612 1.213 179.1 2437.065
17.3 0.645 1.28 201.8 2896.825
18.65 0.696 1.38 225.5 3488.934
19.1 0.713 1.413 231.5 3668.936
20 0.746 1.48 242.1 4017.239
Figure 7.1 Resistance Vs. Speed
Ship Resistance 30
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Chapter (8)
Ship Propulsion and Powering
8.1. Introduction
The estimation of ship propulsive power is fundamental to the process of designing and
operating a ship. A knowledge of the propulsive power enables the size and mass of the
propulsion engines to be established and estimates made of the fuel consumption and
operating costs. The estimation of power entails the use of experimental techniques,
numerical methods and theoretical analysis for the various aspects of the powering
problem. The requirement for this stems from the need to determine the correct match
between the installed power and the ship hull form during the design process. An
understanding of ship resistance and propulsion derives from the fundamental behavior of
fluid flow. The complexity inherent in ship hydrodynamic design arises from the
challenges of scaling from practical model sizes and the unsteady flow interactions
between the viscous ship boundary layer, the generated free-surface wave system and a
propulsor operating in a spatially varying inflow. [16]
Figure 8.1 Overall concept of energy conversion.
8.2. Powering: Overall Concept
The overall concept of the powering system may be seen as converting the energy of the
fuel into useful thrust (T) to match the ship resistance (R) at the required speed (V), It is
seen that the overall efficiency of the propulsion system will depend on:
• Fuel type, properties and quality.
• The efficiency of the engine in converting the fuel energy into useful transmittable
power.
• The efficiency of the propulsor in converting the power (usually rotational) into
useful thrust (T).
The main components of powering may be summarized as the effective power PE to tow
the vessel in calm water, where PE = R × V and the propulsive efficiency, leading to the
propulsive (or delivered) power PD, defined as: PD = PE/η. This is the traditional
Ship Propulsion and Powering 31

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breakdown and allows the assessment of the individual components to be made and
potential improvements to be investigated
Improvements in Efficiency
The factors that drive research and investigation into improving the overall efficiency of
the propulsion of ships are both economic and environmental. The main economic drivers
amount to the construction costs, disposal costs, ship speed and, in particular, fuel costs.
These needs to be combined in such a way that the ship-owner makes an adequate rate of
return on the investment. The main environmental drivers amount to emissions, pollution,
noise, antifouling and wave wash.
The emissions from ships include NOx, SOx and CO2, a greenhouse gas. Whilst NOx and
SOx mainly affect coastal regions, carbon dioxide (CO2) emissions have a global climatic
impact and a concentrated effort is being made worldwide towards their reduction. The
International Maritime Organization (IMO) is coordinating efforts in the marine field, and
the possibilities of CO2 Emissions Control and an Emissions Trading Scheme are under
consideration. The likely extension of a carbon dioxide based emissions control mechanism
to international shipping will influence the selection of propulsion system components
together with ship particulars. Fuel costs have always provided an economic imperative to
improve propulsive efficiency. The relative importance of fuel costs to overall operational
costs influences the selection of design parameters such as dimensions, speed and trading
pattern. Economic and environmental pressures thus combine to create a situation which
demands a detailed appraisal of the estimation of ship propulsive power and the choice of
suitable machinery. There are, however, some possible technical changes that will decrease
emissions, but which may not be economically viable. Many of the auxiliary powering
devices using renewable energy sources, and enhanced hull coatings, are likely to come
into this category.
On the basis that emissions trading for ships may be introduced in the future, all means of
improvement in powering and reduction in greenhouse gas emissions should be explored
and assessed, even if such improvements may not be directly economically viable. The
principal areas where improvements might be expected to be made at the design stage are
listed in Table 1.1. It is divided into sections concerned first with resistance and then
propulsive efficiency, but noting that the two are closely related in terms of hull form, wake
fraction and propeller–hull interaction. It is seen that there is a wide range of potential areas
for improving propulsive efficiency.
Power reductions can also be achieved through changes and improvements in operational
procedures, such as running at a reduced speed, weather routing, running at optimum trim,
using hydrodynamically efficient hull coatings, hull/propeller cleaning and roll
stabilization. Auxiliary propulsion devices may also be employed, including wind assist
devices such as sails, rotors, kites and wind turbines, wave propulsion devices and solar
energy.

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Table 8.1. Potential savings in resistance and propulsive efficiency
8.3. Components of Propulsive Power
During the course of designing a ship it is necessary to estimate the power required to
propel the ship at a particular speed. This allows estimates to be made of:
o Machinery masses, which are a function of the installed power
o The expected fuel consumption and tank capacities.
The power estimate for a new design is obtained by comparison with an existing similar
vessel or from model tests. In either case it is necessary to derive a power estimate for one
size of craft from the power requirement of a different size of craft. That is, it is necessary
to be able to scale powering estimates. The different components of the powering problem
scale in different ways and it is therefore necessary to estimate each component separately
and apply the correct scaling laws to each.
One fundamental division in conventional powering methods is to distinguish between the
effective power required to drive the ship and the power delivered to the propulsion unit(s).
The power delivered to the propulsion unit exceeds the effective power by virtue of the
efficiency of the propulsion unit being less than 100%. The main components considered
when establishing the ship power comprise the ship resistance to motion, the propeller open
water efficiency and the hull– propeller interaction efficiency, and these are summarized
in Figure 2.1.
Ship power predictions are made either by
(1) Model experiments and extrapolation, or
(2) Use of standard series data (hull resistance series and propeller series), or
(3) Theoretical (e.g. components of resistance and propeller design).
(4) A mixture of (1) and (2) or (1), (2) and (3).

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Figure 8.2 .Components of ship powering – main considerations.

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Figure .8.3 Components of the ship power estimate

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Table 8.2. Ship Resistance and power Calculations
Item Value unites Holtrop Compton

LWL 19.392 m 19.392 (low) 19.392 (low)
Beam 6.143 m 6.143 (high) 6.143 (high)
Draft 2.015 m 2.015 2.015
Displaced volume 119.869 m^3 119.869 119.869 (high)
Wetted area 130.679 m^2 130.679 130.679
Prismatic coeff. (Cp) 0.79 0.55-0.85 --
Waterpl. area coeff. (Cwp) 0.887 0.887 --
1/2 angle of entrance 42.5 deg. 42.5 --
LCG from midships(+ve
for'd) -0.459 m -0.459 -0.459
Transom area 0.479 m^2 0.479 --
Transom wl beam 0 m -- --
Transom draft 0.843 m -- --
Max sectional area 7.82 m^2 -- --
Draft at FP 2 m 2 --
Deadrise at 50% LWL 23 deg. -- --
Hard chine or Round bilge Hard chine -- Hard chine
L/B 3.1567638 3.9-15 4-5.2
V/L^3 0.01643763 0.00368
B/T 3.04863524
Frontal Area 18 m^2

Headwind 40 kn
Drag Coefficient 0.8
Air density 0.001 tonne/m^3
Appendage Area 1.1314 m^2
Nominal App. length 1.2 m
Appendage Factor 1.3
Correlation allowance 0.0004 0.0004

Kinematic viscosity 1.1883E-06 m^2/s
Water Density 1.0259 tonne/m^3

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Holtrop Holtrop Compton Compton

Speed FN LWL Fn VOL Res Pow Res Pow
0.5 0.019 0.037 3.2 0.812 -- --
1 0.037 0.074 3.3 1.708 -- --
1.5 0.056 0.111 3.5 2.722 -- --
2 0.075 0.148 3.8 3.889 -- --
2.5 0.093 0.185 4.1 5.238 -- --
3 0.112 0.222 4.4 6.798 5.7 8.842
3.5 0.131 0.259 4.8 8.595 6.6 11.804
4 0.149 0.296 5.2 10.659 7.5 15.386
4.5 0.168 0.333 5.6 13.029 8.5 19.785
5 0.187 0.37 6.1 15.781 9.7 25.032
5.5 0.205 0.407 6.7 19.069 11.1 31.467
6 0.224 0.444 7.5 23.186 12.9 39.953
6.5 0.242 0.481 8.5 28.578 15 50.215
7 0.261 0.518 10.1 36.337 17.7 63.866
7.5 0.28 0.555 11.9 46.087 21.1 81.568
8 0.298 0.592 14.6 60.078 25 103.093
8.5 0.317 0.629 19.8 86.387 30.1 131.796
9 0.336 0.666 27.3 126.314 36 166.804
9.5 0.354 0.703 33.8 165.035 41.9 204.992
10 0.373 0.74 37.9 195.036 45.8 235.609
10.5 0.392 0.777 42.2 227.992 49.8 269.044
11 0.41 0.814 50.5 285.615 59.8 338.443
11.5 0.429 0.851 60.4 357.51 76.2 450.574
12 0.448 0.888 70.4 434.727 94.7 584.772
12.5 0.466 0.925 80.4 517.29 113.3 728.707
13 0.485 0.962 90.5 605.223 133.6 893.772
13.5 0.504 0.999 100.6 698.551 153.3 1064.688
14 0.522 1.036 110.7 797.295 162.2 1168.486
14.5 0.541 1.073 120.9 901.482 171.2 1277.41
15 0.56 1.11 136.2 1050.717 178.4 1376.882
15.5 0.578 1.147 155.4 1239.363 183.5 1463.117
16 0.597 1.184 172.9 1423.092 188 1547.852
16.5 0.616 1.221 188.2 1597.542 -- --
17 0.634 1.258 201.3 1760.807 -- --
17.5 0.653 1.295 212.5 1912.885 -- --
18 0.671 1.332 221.9 2055.011 -- --
18.5 0.69 1.369 230 2189.074 -- --
19 0.709 1.406 237.1 2317.192 -- --
19.5 0.727 1.443 243.4 2441.442 -- --
20 0.746 1.48 249.2 2563.717 -- --

------------------------------------------------------------------------------------------------------------------------------------------------------------------
280 Resistance
260
240
220
200
resistance KN
180
160
140
Holtrop Res
120
100
Compton Res
80
60
40
20
0
0 2 4 6 8 10 12 14 16 18 20 22
Speed KN
2800
Power
2600
2400
2200
2000
1800
Power KW
1600
1400
1200 Holtrop Pow

1000
800
Compton Pow
600
400
200
0
0 2 4 6 8 10 12 14 16 18 20 22
Speed KN

------------------------------------------------------------------------------------------------------------------------------------------------------------------
η= 100% PE
speed Froude NO LWL Froude NO Vol Resis Power
Holtrop 14 0.522 1.036 110.7 797.295
Compton 14 0.522 1.036 162.2 1168.486
η= 65% BHP
speed Froude NO LWL Froude NO Vol Resis Power
Holtrop 14 0.522 1.036 110.7 1226.608
Compton 14 0.522 1.036 162.2 1797.67
QPC = 0.65
PE = 797.295 Kw
1245.773438
Pd =
0.78
t=
0.09384224
w=
ηhull = 1
PT = 797.295 Kw
ηt = 0.97
ηshaft = 1
Pshaft= 1245.7734 Kw
ηG= 0.95
Php 1311.3404 Kw

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8.4. Machinery selection [17]

C18 ACERT TIER 3
The C18 ACERT marine propulsion engine has commercial application ratings of 475-725
mhp (469-715 bhp) at 1800-2100 rpm that meet U.S. EPA Tier 3, IMO II, and EU IW
emissions regulations. In addition to meeting the stricter EPA Tier 3 emissions, this engine
now offers a fresh water aftercooled option for the commercial propulsion and auxiliary
engines and genset packages. From fishing to offshore and everything in between, you can
be confident that we have the solution to fit your needs
Power Range 2 × 469-1001 bhp (350-747 bkW)
ENGINE SPECIFICATIONS
Speed Range 1800-2300 rpm
Emissions EPA Tier 3 Commercial, IMO II, EU IW
Aspiration TA, TTA
Bore 145.0 mm
Stroke 183.0 mm
Displacement 18.1 L
Rotation (from flywheel end) Counterclockwise
Configuration In-line 6, 4-Stroke-Cycle Diesel
DIMENSIONS & WEIGHTS
Minimum Dry Weight 1814.0 kg
Minimum Length 1854.0 mm
Maximum Length 19312.0 mm
Minimum Height 1198.0 mm
Maximum Height 1300.0 mm
Minimum Width 1134.0 mm
Maximum Width 1204.0 mm
Table 8.3 C18 ACERT TIER 3 specifications

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Figure 8.4. C18 ACERT TIER 3

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Chapter (9)
Propeller Design
9.1. Design constraints
The constraints on propeller design may take many forms: each places a restriction on the
designer and in most cases if more than one constraint is placed then this places a restriction
on the upper bound of performance that can be achieved in any one area. For example, if a
single constraint is imposed, requiring the most efficient propeller for a given rotational
speed, then the designer will most likely choose the optimum propeller with the smallest
blade area ratio, consistent with any blade cavitation erosion criteria, in order to maximize
efficiency. If then a second constraint is imposed, requiring the radiated pressures on the
hull surface not to exceed a certain value, then the designer will start to increase the blade
chord lengths and adjust other design parameters in order to control the cavitation.
Therefore, since the blade area is no longer minimized, this will cause a reduction in
efficiency but enhance the hull pressure situation.
Although this is a somewhat simplified example, it adequately illustrates the point and as
a consequence, it is important that all concerned with the ship design consider the various
constraints in the full knowledge of their implications and the realization that the setting of
unnecessary or over-strict constraints will most likely lead to a degradation in the
propeller’s overall performance. [18]
Figure 9.1 The phases of propeller design.
9.2. The choice of propeller type.

The choice of propeller type for a particular propulsion application can be a result of the
consideration of any number of factors. These factors may, for example, be the pursuit of
maximum efficiency, noise reduction, ease of maneuverability cost of installation and so
on.
Propeller Design 42
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Factors Affecting Choice of Propulsor

• Role of Vessel
• Special requirements
• Initial installation costs
• Running costs
• Maintenance requirements
• Service availability
• Legislative requirements
Some Important Characteristics of Fixed pitch propellers :
• Design for a single condition (i.e. design point)
• Blade root dictates boss length
• No restriction on blade area or shape
• Rotational speed varies with power absorbed
• Relatively small hub size
Some Important Characteristics of Controllable pitch propellers :
• Can accommodate multiple operating conditions
• Constant or variable shaft speed operation
• Restriction on blade area to maintain blade reversibility
• Blade root is restricted by palm dimensions
• Increased mechanical complexity
• Larger hub size, governed by spindle torque requirements
In terms of optimum open water efficiency van Manen [19] developed a comparison for a
variety of propeller forms based on the results of systematic series data. The figure shows
the highest obtainable open water efficiency for the different types of propeller as a
function of the power coefficient Bp. As can be seen from the legend at the top of the figure
the lightly loaded propellers of fast ships lie to the left-hand side whilst the more heavily
loaded propellers of the large tankers and bulk carriers and also the towing vessels lie to
the right-hand side of the figure. Such a diagram is able to give a quick indication of the
type of propeller that will give the best efficiency for a given type of ship. As is seen from
the diagram the accelerating duct becomes a more attractive proposition at high values of
Bp whereas the contra-rotating and conventional propellers are most efficient at the lower
values of Bp.
Propeller Design 43
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Figure 9.2. Typical optimum open water efficiencies for different propeller types.
9.3. Number of Propeller Blades

An early design decision concerns the choice of the number of blades. The number of
blades is governed mainly by the effects of propeller-excited vibration and, in particular,
vibration frequencies. Such excitation occurs due to the non-uniform nature of the wake
field, see Chapter 8. Propeller forces are transmitted to the hull through bearing forces via
the stern bearing, and hull surface forces which are transmitted from the pressure field that
rotates with the propeller. Exciting frequencies arising are the blade passage frequency
(rpm) and multiples of blade number (rpm × Z). For example, a four-bladed propeller
running at 120 rpm would excite at 120 cpm, 480 cpm, 960 cpm, etc. For a propeller with
an even number of blades, the most important periodic loads are T and Q which would
excite shaft vibration or torsional hull vibration.
9.4.Propeller Design Procedure

Traditionally, propeller design was based on design charts. These charts were created by
fitting theoretical models to data derived from actual model or full-size tests and therefore
their number was limited. By and large, propeller design was performed manually. In
contrast, contemporary propeller design relies heavily on computer tools. Some of the
traditional propeller diagrams, such as for the Wageningen B-series of propellers, This is
still a popular starting point for modern propeller design. Then,
Propeller Design 44
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Propeller design is an iterative process to optimize the efficiency of a propeller subject to

more or less restrictive constraints concerning cavitation, geometry, strength, etc. The
severity of the constraints depends on the ship type.
the primary optimization goal is still efficiency. Additional constraints are inherently
involved in the design process These additional constraints reflect the personal ‘design
philosophy’ of a designer or company and may lead to considerably different ‘optimal’
propellers for the same customer requirements.
The main engine influences the propeller design primarily through the propeller rpm and
delivered power.
The procedure follows a few main steps which involve model tests, analytical tools of
successive sophistication and power, and some experience in deciding trade-offs in
conflict situations:
1. Preparation of model
Known at this stage:
• experiments
• rpm of the full-scale propeller ns
• ship speed Vs
• estimate of delivered power for the ship PD
• ship hull form (lines plan)
• classification society
• often: number of blades Z
• often: diameter of propeller D
2. Estimate effective wake distribution full scale

• all of the above and .
• number of blades Z
• diameter of propeller D
• blade area ratio AE/A0
• thrust deduction fraction t
• effective wake fraction w
• relative rotative efficiency hR
• nominal wake field (axial, tangential, radial velocity components)
3. Determine profile thickness according to classification society

• all of the above
• Classification societies have simple rules to determine the minimum thickness of
the foils. The rules of all major classification societies are implemented in programs
that adjust automatically the (maximum) thickness of all profiles to the limit value
prescribed by the classification society.
Propeller Design 45
------------------------------------------------------------------------------------------------------------------------------------------------------------------
4. Lifting-line and lifting-surface calculations

• all of the above and . . .
• max. thickness at few radii
5. Smoothing results of Step 4
• all of the above and . . .
• radial distribution of profile camber (estimate)
• radial distribution of pitch (estimate)
6. Final hydrodynamic analysis
7. Check against classification society rules
9.5. The use of standard series data in design
Standard series data is one of the most valuable tools the designer has at his disposal for
preliminary design and feasibility study purposes. Design charts, or in many cases today
regression formulae, based on standard series data can be used to explore the principal
dimensions of a propeller and their effect on performance and cavitation prior to the
employment of more detailed design or analysis techniques. In many cases, however,
propellers are designed solely on the basis of standard series data, the only modification
being to the section thickness distribution for strength purposes. This practice not only
commonly occurs for small propellers but is also seen to a limited extent on the larger
merchant propellers. When using design charts, however, the user should be careful of the
unfairness that exists between some of the early charts, and therefore should always, where
possible, use a cross-plotting technique with these earlier charts between the charts for
different blade area ratios. These unfairnesses arose in earlier times when scale effects were
less well understood than they are today, and in several of the series this has now been
eradicated by recalculating the measured results to a common Reynolds number base.
9.6. The determination of diameter

To determine the propeller diameter D for a propeller when absorbing a certain delivered
power PD and a rotational speed N and in association with a ship speed Vs, it is first
necessary to determine a mean design Taylor wake fraction (wT) from either experience,
published data or model test results. From this the mean speed of advance Va can be
determined as Va =(1−wT)Vs. This then enables the power coefficient Bp to be determined
as follows:
which is then entered into the appropriate design chart as seen in Figure 22.11(a). The value
of δopt is then read off from the appropriate ‘constant δ line’ at the point of intersection of
Propeller Design 46
------------------------------------------------------------------------------------------------------------------------------------------------------------------
this line and the maximum efficiency line for required Bp value. From this the optimum
diameter Dopt can be calculated from the equation
If undertaking this process manually this should be repeated for a range of blade area ratios
in order to where Bp is calculated in British units of British horsepower, rpm and knots; Z
is the number of blades and AE/AO is the expanded area ratio.
Having calculated the optimum diameter in either of these ways, it then needs to be
translated to a behind hull diameter Db in order to establish the diameter for the propeller
when working under the influence of the ship rather than in open water.
9.8. Design Procedure [20]

• Calculate the effective power 𝑃𝐸 of the ship, i.e., 𝑃𝐸 = 𝑅𝑡 ∙ 𝑉
• Assume propulsive efficiency 𝜂𝑃𝑅, e.g., 𝜂𝑃𝑅 = 60 ~ 70 %.
• Calculate the delivered power 𝑃𝐷
• Calculate the speed of advance 𝑉𝑎 of the propeller
• Calculate the power coefficient 𝐵𝑃
• Using 𝐵𝑃- 𝛿 charts for 𝐵𝑍.𝐴𝐸, at the calculated 𝐵𝑃, on 𝜂𝑂𝑊 , decide 𝛿, 𝐴𝑂 𝑜𝑝𝑡
𝜂𝑂𝑊 and 𝑃Τ𝐷𝑂 corresponding to all 𝐵𝑃 - 𝛿 charts, except those charts
corresponding to resonant 𝑍, i.e., values of 𝑍 at which 𝑁 is divisible on without
remainder.
• Calculate the propeller diameter 𝐷𝑂
• Calculate the propeller pitch using the calculated 𝐷𝑂 and the decided 𝑃Τ𝐷𝑂
corresponding to each non-critical 𝐵𝑃- 𝛿 chart, i.e., non-resonant 𝑍.
• Select the propeller characteristics corresponding to the most higher open water
efficiency 𝜂𝑃𝑂 from all 𝐵𝑃 - 𝛿 charts.
• Calculate the ship hull efficiency, 𝜂𝐻𝐿
• Re-calculate 𝜂𝑃𝑅, i.e., 𝜂𝑃𝑅 = 𝜂𝑃𝑂 ∙ 𝜂𝑅𝑅 ∙ 𝜂𝐻𝐿 × 100.
• Compare the calculated 𝜂𝑃𝑅 with that initially assumed value, and according
to the required iteration accuracy (commonly 1%), the procedures may be
iterated several times (starting with the resultant 𝜂𝑃𝑅), or may not be iterated.
See Appendix 2: Charts of propeller design
Propeller Design 47
------------------------------------------------------------------------------------------------------------------------------------------------------------------
Propeller Data
PE = 398.6475 KW
Pd = 622.8867188 KW
GB ratio 0.333333333
N engine 1800 RPM
N propeller 600 RPM
Vs= 14 Knot
Va= 12.68620864 Knot

Bp = 26.12318716 Figure 9.3. power coefficient Bp
delta 180
D.optimim 3.805862591 ft
P/D 0.8
D 1.160026918 m
Table 9.1. Propeller Design Data
𝐴𝐸/𝐴𝑂 delta P/D Dop D (M) 𝜂𝑃𝑂 PT ηhull = ηRR = QPC = Total thurst P
0.40 180.00 1.00 3.81 1.16 0.60 373.73 1.07 1.00 0.64 747.46 1.16
0.85 300.00 0.85 6.34 1.93 0.39 242.93 1.64 1.00 0.64 485.85 1.64
0.55 310.00 0.80 6.55 2.00 0.41 255.38 1.56 1.00 0.64 510.77 1.60
0.70 305.00 0.83 6.45 1.97 0.40 249.15 1.60 1.00 0.64 498.31 1.63
Figure 9.4. Blade outline of the Wageningen B series (4 blades)
Propeller Design 48
------------------------------------------------------------------------------------------------------------------------------------------------------------------
Number of blades (Z) = 4

Blade area ratio ( 𝐴𝐸/𝐴𝑂 ) = 0.4
Blade thickness ratio t0/D = 0.04
Hub (Boss) diameter ( D) = 1.160026918
Blade area (Disk area)𝐴𝑂 1.056345023
Expanded Area of all blades outside hub 𝐴E 0.422538009
maximum blade thickness t0 0.046401077
d/D 0.18
hub (Boss) diameter d = 0.208804845
AD= 0.422538009
Ap= 0.354086852
Developed Area Ratio AD/A0 0.4
Projected Area Ratio Ap/A0 0.3352
Expanded Area Ratio 𝐴𝐸/𝐴𝑂 0.4
pitch along the radius of the propeller blade
D/2 =R 0.58
P/D = 1.00
P0.25 0.15
P0.5 0.29
P0.6 0.35
P0.7 0.41
P0.8 0.46
P0.9 0.52
P1 0.58
thickness of the blade section
t0/D 0.04
t0.1 0.002320054
t0.2 0.004640108
t0.3 0.006960162
t0.4 0.009280215
t0.5 0.011600269
t0.6 0.013920323
t0.7 0.016240377
t0.8 0.018560431
t0.9 0.020880485
t1 0.023200538
Propeller Design 49
------------------------------------------------------------------------------------------------------------------------------------------------------------------
Chapter (10)
Cavitation
10.1.The Nature of Cavitation. [21] [22]
Cavitation is a phenomenon met with in highly loaded propellers in which, beyond certain
critical revolutions, there is a progressive breakdown in the flow and a consequent loss of
thrust. In its extreme form, it may prevent the ship from reaching the desired speed. Before
this stage is reached, however, it manifests itself by noise, vibration and erosion of the
propeller blades, struts and rudders. In early days these problems were confined to
highspeed ships, but as speeds and powers have increased the erosion aspect of cavitation
has become more and more important, particularly in very high-powered,
Avoidance of cavitation and erosion has become an important requirement in the design of
nearly all propellers, and it is necessary to consider the problem of cavitation
before going on to methods of propeller design.
10.2. Types of Cavitation

Knapp, et al (1970) classify hydrodynamic cavitation in general into the following
categories:
• Travelling,
• fixed,
• vortex,
• vibratory.
The travelling cavitation type occurs in the free stream and consists of individual bubbles
moving with the flow.
Fixed cavitation occurs on boundaries of immersed bodies. It is fixed in the sense that the
cavitation is attached to the body, as such being inherent to the body and not to the flow.
A vortex occurs in a high shear flow. To balance centrifugal forces the pressure in the flow
near the vortex must decrease continuously as the vortex is approached.
These low pressures cause cavitation.
Vibratory cavitation is caused by pressure pulsations in the liquid. Usually
these pressure pulsations are caused by a submerged object vibrating normal to its face,
thus producing pressure waves. Cavitation is caused when these pressure variations are
large enough to cause the pressure in the liquid to reach, and fall below, the vapor pressure
10.3. The cavitation forms

are mainly of the fixed and vortex type. These types can be subdivided either according to
the position on the propeller where the cavitation occurs, or according to the physical nature
of the cavitation. Classifying propeller cavitation according to the latter method, i.e.,
according to the physical nature or its appearance, it is possible to specify the following
types:
• Sheet,
• bubble,
• cloud,
Cavitation 50
------------------------------------------------------------------------------------------------------------------------------------------------------------------
• tip vortex,
• hub vortex.
Figure 10.1 The cavitation forms
Sheet cavitation first occurs at the leading edges of propeller blades on the suction side
(back) when the blade sections work under positive angles of attack, and on the pressure
side (face) when the blade sections work under negative angles of attack cause very low
pressures in the leading edge region. This cavitation form may develop to cover the\
complete suction side of a blade, spreading inward from the leading edge in the form of a
sheet
Bubble cavitation first occurs at the mid chord or at the position of maximum thickness of
the blade sections, at shock-free entry of the flow. As such it occurs in non-separated flows.
This cavitation type appears as large individual bubbles, growing and contracting rapidly
Cloud cavitation often occurs behind strongly developed stable sheet cavities and, in general, in
moderately separated flows in which many small vortices form kernels form many small cavities.
Cloud cavitation appears as a mist or a cloud of very small bubbles
The vortex type of cavitation occurs at the tip and hub of the propeller. The flow around
the blade tips from the pressure to the suction side causes an unstable vortex which is shed
from the tip and the hub into the flow in the same way as an aerofoil of finite aspect ratio
generates a vortex at each end. The pressure is least in the center of the vortex, and it is this
vortex core which cavitates.
Cavitation 51
------------------------------------------------------------------------------------------------------------------------------------------------------------------
Tip vortex cavitation usually starts somewhat behind the tip of the propeller blades. In this
early stage, the cavitation is therefore unattached to the tip. When the vortex becomes
stronger, or the liquid pressure is reduced, the cavitating tip vortex becomes attached as
The hub vortex is formed by the combined vortices from the blades at the blade root,
which by themselves are too weak to cavitate. With a converging hub form this hub vortex
can, however, be very strong and cavitate readily.
10.4. Cavitation Tests with Model Propellers

The maximum pressure reduction on the back of the blade which can be tolerated before
cavitation begins depends on the total pressure head at the point where the section is
working at a particular instant. In model experiments in a towing tank, h and r are reduced
to scale but pA, the atmospheric pressure, is not. The pressure on the model blade is
therefore much too large to scale, and the experiments will not give a proper indication of
the onset of cavitation.
To obtain information on cavitation performance of propellers, therefore, some other model
technique is required, using a facility in which the total pressure can be varied at will.
10.5. Detrimental effects of cavitation,

(a) Effects on propeller performance
When the amount of cavitation on a propeller blade increases, the flow over the blade is
changed. This in turn influences the pressure distribution on the blade, resulting in changes
in propeller thrust and torque
(b) Cavitation damage of propellers

From the very first, erosion of marine propellers has been encountered. Originally it was
thought that this form of cavitation damage was due to corrosion. Today it is realized that
the mechanism of cavitation is responsible for erosion and other forms of damage occurring
to screw blades such as bent trailing edges. Parsons, et al (1919) first found the connection
between cavitation phenomena and erosion.
Nowadays it is assumed that cavitation damage is primarily caused by the process of
cavitation bubble collapse on the propeller blade surface. The energy associated with
cavitation bubble collapse has been calculated to be extremely high. This is particularly
due to the fact that this bubble collapse apparently occurs in the form of shock waves on
very small portions of the blade surface. This explains the pitted nature of the cavitation
damage form termed erosion Intense and continued erosion often leads to disastrous
damage Cavitation erosion has been observed at places where cloud and bubble cavitation
occurs
(c) Cavitation-induced vibrations and noise.

Ship vibrations are determined by the response characteristics of the ship structure and by
the excitation level. Propeller-induced vibratory forces on the afterbody of a ship form the
largest part of these excitation forces. This aspect of the influence of cavitation has been
Cavitation 52
------------------------------------------------------------------------------------------------------------------------------------------------------------------
the subject of significant experimental studies. It was found that cavitation considerably
influences the whole problem of ship-propeller interaction.
The largest effect, however, was found in the pressure fluctuations induced on the ship's
afterbody. Not only the amplitude but also the phase angle of the propeller-induced
fluctuating pressures are affected. Propeller cavitation increases the amplitude of these
vibratory pressures, depending on blade number and extent of cavitation, with a factor
between 1 and 10 and sometimes even higher. This is primarily due to the variation in angle
of attack of the flow causing large variations in the size of the cavities on the blades thereby
causing large volume variations. When the cavities on the propeller blade do not fluctuate
as much, such as occurs in a uniform flow, the pressure fluctuations on a nearby body are
not increased as much.
10.6.Prediction of Propeller Cavitation by Keller, 1966 Method
A useful formula for obtaining a first indication as to the required expanded blade
area ratio was derived by Keller (1966).
Where:
𝑨𝑶: Propeller disc area, in 𝑚2.
𝑨𝑬:Propeller expanded blade area, in 𝑚2. 𝑫𝑶: Propeller disc diameter, in 𝑚.
𝒉:Propeller immersion measured at the ship’s central plane, in 𝑚.
𝒌:Keller constant which varies according to the number of propellers and ship type; 𝑘 =
0.0 for T.S. fast naval ships, 𝑘 = 0.1 for T.S. slow merchant ships, 𝑘 = 0.2 for S.S. ships.
check for cavitation Keller Limit

𝐴𝐸/𝐴𝑂 A0 (𝐴𝐸/𝐴𝑂)l check
0.40 1.06 0.207322001 Cavitation dosen't occur
Table 10.1 Prediction of Propeller Cavitation
Cavitation 53
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Chapter (11)
Seakeeping and Ship Motions
11.1 Seakeeping qualities [23]

The general term sea worthiness must embrace all those aspects of a ship design which
affect its ability to remain at sea in all conditions and to carry out its specified duty. It
should, therefore, include consideration of strength, stability and endurance, besides those
factors more directly influenced by waves. the term seakeeping is used to cover these more
limited features, i.e. motions, speed and power in waves, wetness and slamming. The
relative importance of these various aspects of performance in waves varies from design to
design depending upon what the operators require of the ship, but the following general
comments are applicable to most ships
11.1.1 Motions
Excessive amplitudes of motion are undesirable. They can make shipboard tasks hazardous
or even impossible, and reduce crew efficiency and passenger comfort. In warships, most
weapon systems require their line of sight to remain fixed in space and to this end each
system is provided with its own stabilizing system. Large motion amplitudes increase the
power demands of such systems and may restrict the safe arcs of fire. The phase
relationships between various motions are also important. Generally, the phasing between
motions is such as to lead to a point of minimum vertical movement about two-thirds of
the length of the ship from the bow. If it is desirable to reduce the vertical movement at a
given point, then this can be achieved if the phasing can be changed, for example in a
frigate motion at the flight deck can be the limiting factor in helicopter operations. Such
actions must inevitably lead to increased movement at some other point.
11.1.2 Speed and power in waves

When moving through waves the resistance experienced by a ship is increased and, in
general, high winds mean increased air resistance. These factors cause the ship speed to be
reduced for a given power output, the reduction being aggravated by the less favorable
conditions in which the propeller is working. Other unpleasant features of operating in
waves such as motions, slamming and wetness are generally eased by a reduction in speed
so that an additional speed reduction may be made voluntarily.
11.1.3 Wetness
When the relative movement of the bow and local wave surface becomes too great, water
is shipped over the forecastle. At an earlier stage, spray is driven over the forward portion
of the ship by the wind. Both conditions are undesirable and can be lessened by increasing
freeboard. The importance of this will depend upon the positioning of upper deck
Seakeeping and Ship Motions 54

------------------------------------------------------------------------------------------------------------------------------------------------------------------
equipment and its sensitivity to salt spray. Spray rails, fl are angles and knuckles may all
influence the troublesome nature of spray which, in cold climates, causes ice accretion.
11.1.4 Slamming
Under some conditions, the pressures exerted by the water on a ship’s hull become very
large and slamming occurs. Slamming is characterized by a sudden change in the vertical
acceleration of the ship followed by a vibration of the ship girder in its natural frequencies.
The conditions leading to slamming are high relative velocity between ship and water,
shallow draught and small rise of floor. The area between 10 and 25% of the length from
the bow is the area most likely to suffer high pressures and to sustain damage.
11.1.5 Ship routing

Since the ship behavior depends upon the wave conditions it meets, it is reasonable to
question whether overall performance can be improved by avoiding the more severe waves.
This possibility has been successfully pursued by some authorities. Data from weather
ships are used to predict the speed loss in various ocean areas and to compute the optimum
route.
11.2 Importance of good seakeeping

No single parameter can be used to define the seakeeping performance of a design. A ship
with less power augment in waves will be able to maintain tighter schedules or will have a
lower fuel bill. In extreme cases, the seakeeping qualities of a ship may determine its ability
to make a given voyage at all. Good seakeeping is clearly desirable, but the difficulty lies
in determining how far other design features must, or should, be compromised to improve
seakeeping. This will depend upon each particular design, but it is essential that the
designer has some means of judging the expected performance and the effect on the ship’s
overall effectiveness. Theory, model experiment and ship trial all have a part to play.
Because of the random nature of the sea surface in which the ship operates, considerable
use is made of the principles of statistical analysis. Having improved the physical response
characteristics of a ship in waves the overall effectiveness of a design may be further
enhanced by judicious siting of critical activities and by fitting control devices such as anti-
roll stabilizers.
As with so many other aspects of ship design a rigorous treatment of seakeeping is very
complex and a number of simplifying assumptions are usually made. For instance, the ship
is usually regarded as responding to the waves as a rigid body when assessing motions and
wetness although its true nature as an elastic body must be taken into account in a study of
structure, Bishop and Price (1979) . In the same way it is instructive, although not correct,
to study initially the response of a ship to regular long-crested waves ignoring the
interactions between motions, for example when the ship is heaving the disturbing forces
will generate a pitching motion. This very simple approach is now dealt with before
considering coupled motions.

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11.3. Degrees of freedom

A floating body has six degrees of freedom. In order to completely define the ship motion
it is necessary to consider movements in all these modes as illustrated in Figure 11.1. The
motions are defined as movements of the center of gravity of the ship and rotations about
a set of orthogonal axes through the center of gravity, G. These are space axes moving with
the mean forward speed of the ship but otherwise fixed in space. It will be noted that roll
and pitch are the dynamic equivalents of heel and trim. Translations along the x- and y -
axis and rotation about the z -axis lead to no residual force or moment, provided
displacement remains constant, as the ship is in neutral equilibrium. For the other
translation and rotations, movement is opposed by a force or moment provided the ship is
stable in that mode. The magnitude of the opposition increases with increasing
displacement from the equilibrium position, the variation being linear for small
disturbances. This is the characteristic of a simple spring system. Thus, it is to be expected
that the equation governing the motion of a ship in still water, which is subject to a
disturbance in the roll, pitch or heave modes, will be similar to that governing the motion
of a mass on a spring. This is indeed the case, and for the undamped case the ship is said
to move with simple harmonic motion. Disturbances in the yaw, surge and sway modes
will not lead to such an oscillatory motion and these motions, when the ship is in a seaway,
exhibit a different character to roll, pitch and heave. These are considered separately and it
is the oscillatory motions which are dealt with in the next few sections. It is convenient to
consider the motion which would follow a disturbance in still water, both without and with
damping, before proceeding to the more realistic case of motions in waves.
Figure 11.1. Ship motions

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11.4 Limiting seakeeping criteria

The ability of a ship to carry out its intended mission efficiently may be curtailed by a
number of factors. There is a correspondingly wide range of limiting seakeeping criteria.
The limit may be set by the ability of the ship itself, or its systems, to operate effectively
and safely, or by the comfort or proficiency of passengers or crew. In so far as equipment
or personnel performance is degraded when motions (e.g. vertical acceleration) exceed a
certain level, careful siting of the related activity within the ship in an area of lesser motions
may extend the range of sea conditions in which operation is acceptable. Other features
such as slamming or propeller emergence are dependent on overall ship geometry and
loading although here again the design of the ship (e.g. its inherent strength in the case of
slamming) can determine the acceptable level before damage occurs or conditions become
unsafe. development. Some performance parameters can be assessed in different ways.
This may lead to different absolute values of criteria. Hence in using criteria values it is
important they be computed for a new design using the same method as that adopted in
establishing the acceptable levels. It is now appropriate to review briefly the seakeeping
parameters most frequently used as potential limiting criteria. They are speed and power
in waves, slamming, wetness, propeller emergence and impairment of human performance
Figure 11.2. Speed loss in waves

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11.5 Wind
By tradition, the magnitude of the wind is defined by the Beaufort Scale (Admiral Beaufort,
England, 1806). The Beaufort wind scale is based on observation of the sea, by way of a
rough grouping from 1 to 12 Bft. The observed wave pattern in deep sea is related to the
generating wind force. Storm at Bft. 11 is described as ‘Waves are so high that ships within
sight are hidden in the troughs; visibility poor ’ . Beaufort 12 means a hurricane, The sea
is white with streaky foam as covered by a dense white curtain; air filled with spray;
visibility very poor .The Beaufort numbers also correspond to a rating of wind according
to ascending wind velocity. Each Bft. number relates to a range of wind velocities.
11.6 Overall seakeeping performance
Their variety and the range of sea conditions expected in service mean that no single
performance parameter is likely to be adequate in defining a design’s overall seakeeping
performance. However, a methodology is developing which permits a rational approach,
the steps of which are now outlined.
(a) The sea states in which the ship is to operate are established. The need may be specific
in the sense that the ship will operate on a particular route at certain seasons of the year, or
it may he as general as world-wide operations all the year round. Ocean wave statistics can
be used to determine the ranges of wave height, period and direction likely to be met for
various percentages of time,
(b) The ship responses in the various sea states can be assessed from a knowledge of its
responses in regular waves. Even in long-crested seas the ship response depends upon the
severity of the sea, the ship speed and the ship’s heading relative to the wave crest line.
Thus motions can be represented by a polar diagram, , in which contours are drawn for
given values of response for each of a range of significant wave heights. Assuming a linear
dependency, the contours can be expressed as response operators.
(c) Limiting conditions. It is not usually the motion amplitudes per se which limit the
ability of a ship to carry out its intended mission. More often it is a combination of motions
and design features leading to an undesirable situation which can only be alleviated by
reduction in speed or a change of heading. That is to say the ship’s freedom of action is
restricted. The usual action is to reduce speed as this has the effect of avoiding synchronism
with wave components other than short waves which have less effect on motions anyway.
A change of course is only effective when there is a predominant wave direction and often
can only be adopted for relatively short periods of time
(d) The operational ability of a design will not always be limited by the same criterion.
Thus, the design’s overall potential must be assessed in relation to all the possible limiting
criteria. If all criteria of interest are plotted on a common polar plot the area within the
inner curve at each heading represents the overall limiting performance of that designing
the selected sea state.

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Figure 11.3. The Beaufort Wind

scale

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Figure 11.4. Motion sickness index

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11.7. Data for seakeeping assessments

It will be appreciated from the foregoing that two things are necessary to enable an
assessment to be made of seakeeping performance, namely a knowledge of:
(a) wave conditions for the area to which the assessment is related and specifically how the
total energy of the wave system is distributed with respect to frequency;
(b) the responses of the ship in regular sinusoidal waves covering the necessary frequency
band. These responses are normally defined by the appropriate response amplitude
operators in the form of response per unit wave height,
Figure 11.5. Energy spectra and response pf a ship in an irregular

sea

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11.8. MAXSURF Motions [24]
MAXSURF Motions is the seakeeping analysis program in the MAXSURF software suite.
It uses the MAXSURF geometry file to calculate the response of the vessel to user-defined
sea conditions.
The linear strip theory method is based on the work of Salvesen et al, it is used to calculate
the coupled heave and pitch response of the vessel. The roll response is calculated using
linear roll damping theory. In addition to graphical and tabular output of numerical results
data, MAXSURF Motions is also able to provide an animation of the vessel’s response to
specified sea conditions.
Response Amplitude Operators (RAOs) for all six degrees of freedom: surge, sway, heave,
roll, pitch and yaw. The panel methods are valid for a very large range of geometries.
Strip theory along with the Panel methods, and hence MAXSURF Motions, is able to
provide reasonably accurate seakeeping predictions for a wide range of vessel types. The
speed of the analysis and its integration into the rest of the MAXSURF suite, make
MAXSURF Motions particularly useful in initial design stage.
11.8.1Seakeeping Fundamentals
some of the fundamental principles used in seakeeping analysis.
• Assumptions
• Coordinate System
• Wave Spectra
• Characterizing Vessel Response
• Calculating Vessel Motions
• Statistical Measures
• Computational Methods
• Visualization
Assumptions (Linear Strip Theory)

When linear strip theory is used to compute the coupled heave and pitch motions of the
vessel, the following underlying assumptions are implied:
• Slender ship: Length is much greater than beam or draft and beam is much
less than the wavelength).
• Hull is rigid.
• Speed is moderate with no lift from forward speed.
• Motions are small and linear with respect to wave amplitude.
• Hull sections are wall-sided.
• Water depth is much greater than wavelength so that deep-water wave
approximations may be applied.
• The hull has no effect on the incident waves (so called Froude-Kriloff
hypothesis).
A simplified forced, damped mass-spring system is assumed for the uncoupled roll
motions. This assumes the following

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• An added inertia in roll is used which is assumed to be a constant proportion

of the roll inertia.
• A constant user-specified linear damping is used.
Coordinate System
The coordinate system used by MAXSURF Motions is the same as for MAXSURF. The
coordinate system has the origin at the user defined zero point.
When calculating motions at remote locations, the vessel is assumed to rotate about the
center of gravity. Hence the distance of the remote location from the center of gravity is of
interest
A vessel has six degrees of freedom, three linear and three angular. These are: surge, sway,
heave (linear motions in x, y, z axes respectively) and roll, pitch, yaw (angular motions
about the x, y, z axes respectively
Wave Spectra
Irregular ocean waves are often characterized by a "wave spectrum", this describes the
distribution of wave energy (height) with frequency.
Characterization
Ocean waves are often characterized by statistical analysis of the time history of the
irregular waves. Typical parameters used to classify irregular wave spectra are listed
below:

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Sea State Codes
In 1970 the World Meteorological Organization agreed the standard sea state code. Each
code represents a range of wave heights but there is no indication of the corresponding
wave periods.
Figure 11.6. World Meteorological Organization WMO Sea state code
Wave Spectra Representation

Irregular ocean waves are typically described in terms of a wave spectrum. This describes
a wave energy distribution as a function of wave frequency. The continuous frequency
domain representation shows the power density variation of the waves with frequency and
is known as the wave amplitude energy density spectrum, or more commonly referred to
as the wave energy spectrum. The spectral ordinates (or wave spectral density) are given
the symbol:

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Idealized Spectra
It is often useful to define idealized wave spectra which broadly represent the
characteristics of real wave energy spectra. Several such idealized spectra are available in
MAXSURF Motions and are described below:
• Bretschneider or ITTC two parameter spectrum
• One parameter Bretschneider
• JONSWAP
• DNV Spectrum
• Pierson Moskowitz
Encounter Spectrum
An important concept when calculating vessel motions is that of the encountered wave
spectrum. This is a transformation of the wave spectrum which describes the waves
encountered by a vessel travelling through the ocean at a certain speed. This is effectively
a Doppler shift of the spectrum which smears the spectrum towards the higher frequencies
in head seas and towards the lower frequency in following seas.
Characterizing Vessel Response
This section outlines the method used to describe a vessel's response in a seaway.
Harmonic Response of Damped, Spring, Mass system
For most purposes, it is sufficient to model the vessel as a set of coupled springs, mass,
damper systems undergoing simple harmonic motion. This is assumed by MAXSURF
Motions and most other seakeeping prediction methods. This method may be successfully
applied to the analysis of the vessel's motions provided that these motions are linear and
that the principle of superposition holds. These assumptions are valid provided that the
vessel is not experiencing extremely severe conditions.

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Response Amplitude Operator

The Response Amplitude Operator (RAO), also referred to as a transfer function (this is
similar to the response curve of an electronic filter), describes how the response of the
vessel varies with frequency. These are normally non-dimensional with wave height or
wave slope. Typical heave and pitch RAOs are shown below: It may be seen that the RAOs
tend to unity at low frequency, this is where the vessel simply moves up and down with the
wave and acts like a cork. At high frequency, the response tends to zero since the effect of
many very short waves cancel out over the length of the vessel. Typically, the vessel will
also have a peak of greater than unity; this occurs close to the vessels natural period. The
peak is due to resonance. An RAO value of greater than unity indicates that the vessel's
response is greater than the wave amplitude (or slope).
Statistical Measures
Often it is important to know certain statistical measures of the motion spectrum. These
can be used to determine significant motions, Root Mean Square (RMS) motions as well
as other measures such as Motion Sickness Incidence (MSI).
It is also possible to calculate the probability of exceeding certain limiting criteria, such as
limiting maximum vertical accelerations, propeller emergence, slamming and so forth.
MAXSURF Motions is able to calculate the significant and RMS motions, velocities and
accelerations of the heave, pitch and roll motions at the center of gravity of the vessel. In
addition, the user is able to specify remote locations away from the center of gravity.
MAXSURF Motions calculates the vertical absolute and relative motions as well as the
MSI at these locations.

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11.8.2. Strip Theory
Strip theory is a frequency-domain method. This means that the problem is formulated as
a function of frequency. This has many advantages, the main one being that computations
are sped up considerably. However, the method, generally becomes limited to computing
the linear vessel response.
The vessel is split into a number of transverse sections. Each of these sections is then
treated as a two-dimensional section in order to compute its hydrodynamic characteristics.
The coefficients for the sections are then integrated along the length of the hull to obtain
the global coefficients of the equations of motion of the whole vessel. Finally the coupled
equations of motion are solved.
Strip theory workflow

The following steps must be taken to perform a strip theory analysis (more detailed
information on each of the steps is provided in subsequent sections). Each command is
accessed from the Analysis menu:
• Select “Strip Theory” from the “Analysis Type” list.
• Select “Measure Hull…” to define the parameters for the conformal mapping.
• Select “Specify Vessel Type…” to define the number of hulls of the vessel
• Select “Mass distribution…” to define VCG of the vessel.
• Select “Damping Factors…” to define the non-dimensional heave, pitch and
roll damping factors.
• Select “Environment…” to specify the water density.
• Select “Frequency Range…” to define the number of frequencies at which to
calculate the RAOs.
• Select “Strip theory method…” to specify the Transom Terms, Added
Resistance and Wave Force methods to be used during the strip theory
calculations
Once the analysis specific settings have been entered the user needs to set the spectral
analysis settings. These include the vessel speeds, vessel headings, wave spectrums and
locations at which motions are to be evaluated (remote locations). These values are to be
entered in the Windows | Inputs windows. As a minimum 1 speed, 1 heading and 1 wave
spectrum must be entered. Once the minimum required inputs have been specified the
Analysis | Solve Seakeeping Analysis function will become enabled.
The last three columns are used to specify the coefficients to be used when calculating
motion induced interruptions (MII) at the remote location. Standard sliding and tipping
coefficients are:

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Specifying Wave Spectra Input

The wave spectrum type may be selected from five different standard spectra. For each
spectrum, different input data are required, this is summarized below:
Peak
Spectrum Characteristic Enhancement Wind
Height Period Factor Speed
ITTC or 2
parameter Not
Bretschneider Required Required Fixed 1.0 applicable
1 parameter Specified by Not
Bretschneider Required method Fixed 1.0 applicable
Not
JONSWAP Required Required Fixed 3.3 applicable
Not
DNV Required Required 1.0 – 5.0 applicable
Estimated by Estimated by
Pierson MAXSURF MAXSURF
Moskowitz Motions Motions Not applicable Required
Table 11.1. Specifying Wave Spectra Input
See Appendix 3: Bentley Motions

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Chapter (12)
Construction of Vessel
12.1 . Ship Scantling Concept

In shipbuilding, the scantling refers to the collective dimensions of the various parts,
particularly the framing and structural supports. The word is most often used in the plural
to describe how much structural strength in the form of girders, I-beams, etc. is in a given
section. The scantling length refers to the structural length of a ship. In shipping, a "full
scantling vessel" is understood to be a geared ship, that can reach all parts of its own cargo
spaces with its own gear.
12.2 . Ship Scantling Calculations

Calculation in detail according to the ABS rules” Offshore Support Vessels 2016-Part 3
Hull Construction and Equipment” is out of the scope of work. [12]
Contents of Offshore Support Vessels 2016-Part 3 Hull Construction and Equipment:

• CHAPTER 1: General Requirements
• CHAPTER 2: Hull Structures and Arrangements, “For Scantling Calculations “
• CHAPTER 3: Subdivision and Stability
• CHAPTER 4: Fire Safety Measures
• CHAPTER 5: Equipment
• CHAPTER 6: Navigation
• CHAPTER 7: Testing, Trials and Surveys During Construction – Hull
Scantling Calculations Of OSV:

Table 12.1 Scantling Calculations Of OSV:
SECTION 2 Shell Plating
Item Symbol Formulae Value Units
Side Shell Plating 𝑡 0.035(𝐿 + 29) + 0.009𝑠 7.3 𝑚𝑚
Sheer Strake 𝑏 5𝐿 + 800 896.96 𝑚𝑚
Bottom Shell `Plating 𝑡 0.035(𝐿 + 29) + 5.5 7.9 𝑚𝑚
Shell Plating at Ends 𝑡 0.035(𝐿 + 29) + 0.009𝑠 7.8 𝑚𝑚
Immersed Bow Plating 𝑡 0.05(𝐿 + 20) + 0.009𝑠 6.5 𝑚𝑚
Forecastle Side Plating 𝑡 0.0383(𝐿 + 114.5) + 0.006(𝑠 − 𝑆) 4.5 𝑚𝑚
Poop Side Plating 𝑡 0.0334(𝐿 + 124.5) + 0.006(𝑠 − 𝑆) 4.3 𝑚𝑚
Minimum Thickness 𝑡 0.035(𝐿 + 29) + 0.009𝑠 6.215 𝑚𝑚
Construction of Vessel 69
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SECTION 3 Decks
Deck Plating
height ℎ 3.66 𝑚
uniform loading 𝑝 25.66 𝐾𝑛/𝑚2
𝑡 𝑠√ℎ/254 + 1.5 5.3 𝑚𝑚
SECTION 4 Bottom Structures

Center Girder 𝑐 1.5
𝑏 0.33335
𝑡 0.056𝐿 + 5.5 5.549672 𝑚𝑚
Thick. at Ends 4.7172212 𝑚𝑚
Bottom Girders
7.8𝑐ℎ𝑠𝑙 2 174.874343
𝑐 0.915
ℎ 3 𝑚
𝑙 1.65
Depth ℎ𝑤 145𝑙 0.23925
Thickness 𝑡 0.01ℎ𝑤 + 3 5.3925 𝑚𝑚
Side Girders 𝑐 1.5
0.036𝑙 + 𝑐 1.531932 𝑚𝑚
Solid Floors 𝑐 1.5
𝑡 0.036𝑙 + 4.7 + 𝑐 6.231932 mm
Open Floors ℎ 2.01 m
Bottom Frames 𝑙 1.65 m
𝑐 without struts 1
𝑐 struts 0.5
7.8𝑐ℎ𝑠𝑙 2 128.050065 𝑐𝑚3
Inner-bottom 𝑐 0.5
𝑏 2 mm
Plate Thickness 𝑆𝑀 0.037𝑙 + 0.009𝑠 − 𝑐 + 𝑏 6.717504 mm
Bottom and
Longitudinals 𝑅𝑙 0.69
𝑐 1.3
ℎ 2
𝑙 1.83
𝑆𝑀 (7.8𝑐ℎ𝑠𝑙 2 )𝑅𝑙 23.4309137 𝑐𝑚3
Inner Bottom
Longitudinals 𝑆𝑀 9.95813834 𝑐𝑚3
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SECTION 5 Frames
Transverse Side Frames
𝑆 3
ℎ 0.64
𝑏 1.65
𝑙 2.1
ℎ1 10
𝑏ℎ1
𝑆𝑀 𝑠𝑙 2 (ℎ + 30
) (𝑙 2 + 45/𝑙 3 ) 2729.98543 𝑐𝑚3
Longitudinal Frames
𝑐 0.95
𝑠 0.5 m
ℎ 2.1 m
𝑙 1.65 m
𝑆𝑀 7.8𝑐ℎ𝑠𝑙 2 93.366 𝑐𝑚3
SECTION 6 Web Frames

Web Frames
𝑐 1.5
𝑆 3 m
𝑙 1.65 m
ℎ 0.9 m
𝑏 1.65 m
𝑘 1
ℎ1 2.4 m
2 𝑏ℎ1
𝑆𝑀 4.74𝑠𝑐𝑙 (ℎ + ) 4364.03001 𝑐𝑚3
45𝐾
Side Stringers
𝑠 2.7
sum of the half lengths 𝑐 1.5
𝑙 2.33
ℎ 1.8
𝑆𝑀 4.74𝑐ℎ𝑠𝑙 2 310.9914 𝑐𝑚3
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SECTION 7 Beams and

Longitudinals
Beams and Longitudinals
𝑐 1
𝑠 0.5
𝑙 1.65
𝑝 25.66 KN/m2
ℎ 1.36
𝑆𝑀 7.8𝑐ℎ𝑠𝑙 2 38.86 𝑐𝑚3
SECTION 8 Pillars, Deck

Girders
Deck Girder
𝑐 1
𝑏 3.3 m
ℎ 1.36 m
𝑙 2 m
𝑆𝑀 4.74𝑐𝑏ℎ𝑙 2 114.49944 𝑐𝑚3
Side Girders 𝑆𝑀 57.24972 𝑐𝑚3
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12.3 Midship Section
Figure 12.1 Midship Section
12.4 3D Model Representation
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Figure 12.2 3D Model Representation
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Chapter (13)
Characteristics of Ship Structural Assemblies
Ship Structural Assemblies [25]
The main ship structural assemblies are:
• Bottom structure
• Side structure
• Deck structure
• Transverse bulkheads
13.1. Double-Bottom Structure
The double bottom structure is composed of outer and inner watertight bottom plating to
provide complete watertight integrity should the outer shell plating be pierced in way of
the double bottom. The minimum depth of the double bottom depends on the size of the
vessel and is determined by the rule requirements of classification societies. The actual
depth is sometimes increased in places to provide adequate capacity of the double-bottom
tanks. One or two side girders are fitted port and starboard depending on the width of the
ship. The side girders could be either continuous or intercostal, Watertight floors are fitted
beneath the main bulkheads and are also used to subdivide the double-bottom space into
tanks for ballast water, fuel oil or fresh water. Solid plate floors of non-watertight
construction are lightened by manholes. Manholes are provided for access through the
tanks and lightening holes are cut to reduce the steel weight of these floors. Also, small air
and drain holes may be drilled at the top and bottom edges of the solid plate floors in the
tank spaces.
The spacing of the solid plate floors varies according to the loads supported and the induced
local stresses. Bracket floors are fitted between solid plate floors. Bracket floors consist of
plate brackets attached to the center girder and the side shell with bulb plate or angle
stiffeners running between. The stiffeners are supported by angle bar struts at intervals and
any side girders. The inner bottom provides a considerable margin of safety, since in the
event of bottom shell damage only the double bottom space may be flooded. The double
bottom space is utilized to carry oil fuel and fresh water as well as providing the required
ballast capacity.
Characteristics of Ship Structural Assemblies 75

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Figure 13.1
Water ballast bottom tanks are commonly provided right forward and aft for trimming
purposes and the depth of the double bottom may be increased in these regions. In way of
the machinery spaces the double bottom depth is also increased to provide adequate
capacities for lubricating oil and fuel oil. The increase in the inner bottom height is always
made by a gradual taper in the longitudinal direction to avoid sudden discontinuities in the
structure.
Longitudinally Framed Double Bottom
Figure 13.2

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Figure 13.3
13.2. Side Shell Structure

The side shell structure may either be transversely or longitudinally framed. In many
conventional cargo ships, transverse framing is adopted to provide the required bale
capacity. Bale capacities are considerably reduced when deep web frames or transverses
are fitted. Scantlings of the main frames are primarily dependent on their lengths and also
on the rigidity of the end connections.
The sheer strake is the upper strake of plating adjacent to the strength deck, The thickness
of the sheer strake is the largest of the side shell strakes as it is the furthest strake from the
neutral axis of the ship section. Rounded sheer strake is used for connecting the side shell
plating with the strength deck plating particularly in large tankers and bulk carriers.
Figure 13.4

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13.3. Deck Structure

Ships are fitted with one or more decks depending on ship type and trade. The most
important decks are the strength deck which forms the upper flange of the main hull girder
and the freeboard deck which is the uppermost deck having permanent means of closing
all openings in the exposed portions of that deck,
Figure 13.5
Decks are main ship structural assemblies maintaining the integrity of the structure strength
of the hull girder. The main structural members of the deck are All decks contribute to
some extent to the strength of the ship hull girder. Lighter decks may be fitted to provide
platforms for passenger accommodation and permit more flexible arrangements for cargo
loading.
may be closed by watertight hatch covers. Other openings are provided in way of the
machinery space casing for crew access through the decks. Openings are also provided to
allow the removal of machinery items when necessary and to provide adequate light and
air to this space. All large openings in the decks have well rounded corners with insert
plates fitted
Figure 13.6
Deck Plating
As the largest hull girder bending stresses occurs over the midship region, the largest deck
plate thickness is maintained over 40 per cent of the ship length amidships, and it tapers to
a minimum thickness permitted at the ends of the ship. When the deck plate thickness
within the midship region and at hatch corners exceeds 20.5 mm grade D plating is used.
Both Grade D and Grade E plating are used in the decks of refrigerated cargo ships if the
temperature falls below certain limits in the region of the deck.

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Longitudinally Stiffened Deck Plating
Deck plating is stiffened with transverse beams or longitudinals and local stiffening in way
of any openings. In longitudinally stiffened strength decks, the scantlings of the
longitudinals depend on several factors such as the magnitude of the
Figure 13.7
13.4. Transverse Bulkheads

Depending on ship type and size, type of cargo carried and length of the ship, the hull girder
is subdivided by a number of transverse and longitudinal bulkheads. The minimum number
of transverse bulkheads is three when the ship has an aft engine room and four when the
engine room is not at the aft end of the ship. Transverse bulkheads are the main structural
members of ship hull girder supporting the external and structural transverse loading. They
provide support for deck and bottom girders and longitudinals. Transverse bulkheads are
constructed of stiffened panels of plating. Bulkhead plating could be stiffened by welded
Figure 13.8
Figure 13.9

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Chapter (14)
Configurations and Geometrical Properties
Structural Units of a Ship [25]

There are two basic types of structure units used in the design and construction of ship hull
girder:
(a) Stiffened panels
(b) Framework
14.1. Stiffened Panels
Stiffened panels represent the main structural elements used in the construction of ship hull
girder and its internal structural assemblies and are generally subjected to lateral and in-
plane loading. The lateral loads on the bottom plating come from hydrostatic and
hydrodynamic water pressure. The in-plane loading on the bottom and deck plate panels
comes mainly from longitudinal vertical and horizontal bending of ship hull girder in both
conditions of still-water and among waves.
These panels may be initially flat or curved. Unidirectional stiffened panels have several
applications in ship construction. Cross-stiffened panels represent the most common
structural units used in ship construction. These stiffened panels are composed of plate
panels, primary and secondary stiffening structural members. The secondary stiffeners are
supported by primary structural members spaced at ample distances apart in order to ensure
that the plate panels shall have adequate strength and stiffness when loaded. The main
function of the structural profiles is to serve as stiffeners on plate panels in bottom, side,
deck and bulkhead plating
Three dimensional (3D) structural assemblies are constructed of two dimensional (2D)
stiffened panels
Figure 14.1
Configurations and Geometrical Properties 80

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Figure 14.2
Figure 14.3

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Figure 14.4 Plate and stiffened plate elements

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Figure 14.5 Stiffened Panels in a Bottom Structure, (Interaction Between Global and Local Loads).
14.2. Frameworks
Frameworks are transverse rings of deck beams, side frames and bottom floors or
longitudinal rings composed of a deck girder, a vertical bulkhead stiffener and a
longitudinal bottom girder. A transverse ring is composed of deck, bottom and side web
frames. A typical web ring of an oil tanker and general cargo ship are shown in Fig. (3.4).
Transverse frameworks are subjected either to uniformly or linearly distributed loads
normal to their planes or to loads in their own planes. Other structural members or units
are the hull fittings.

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Figure 14.6

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Chapter (15)
Structural Design Loads
When a ship is sailing at sea, it is subjected to various load patterns with many magnitudes
which cause deformation of its structure, as well as stresses. The structural designer needs
to know the hull structure load features, as accurately as possible direction of the working
load, frequency of occurrence, distribution pattern on the hull structure and behavior in the
time domain, etc. The first design step is to assume exact loads acting on the structure
concerned, in order to estimate the structural strength in a reasonable way and consequently
to develop the design. the classification of loads being applied to a hull structure will be
explained, then the features of typical load components will be described, and finally the
method of estimating wave loads will be discussed. When considering the load features
where the load is transmitted gradually and continuously from a local structural member to
an adjacent bigger supporting member, the best way to categorize loads on the hull
structure is as follows:
• Longitudinal strength loads

• Transverse strength loads
• Local strength loads
15.1. Longitudinal Strength Load:
Longitudinal strength load means the load concerning the overall strength of the ship’s
hull, such as the bending moment, shear force and torsional moment acting on a hull girder.
Since a ship has a slender shape, it will behave like a beam from the point view of global
deformation. Now let’s assume a ship is moving diagonally across a regular wave. The
wave generates not only a bending moment deforming the vessel in a longitudinal vertical
plane but also a bending moment working in the horizontal plane, because of the horizontal
forces acting on side shell. In addition, the wave causes a torsional moment due to the
variation of the wave surface at different sections along the ship’s length. If the above
longitudinal strength loads exceed the upper limit of longitudinal strength for the hull, the
hull will be bent or twisted. Therefore, the longitudinal strength load is one of the most
important loads when calculating the overall strength of a hull structure.
15.2. Transverse Strength Loads:
The transverse strength loads represent the loads which act on transverse members and
cause structural distortion of a cross section. Transverse strength loads include hydrostatic
pressure on the outer shell, weight of cargo load working on the bottom structure, ballast
water pressure inducing the deformation of the ballast tank, etc. For instance, let’s imagine
a transverse section of a ship floating in still water. This section is subjected to: (a)
hydrostatic pressure due to surrounding water, (b) internal loading due to self-weight and
cargo weight. These loads are not always equal to each other at every point, consequently
loads working on transverse members will produce transverse distortion. When we
consider transverse loads and longitudinal loads, the following characteristic is significant
Structural Design Loads 85

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from the strength analysis point of view: The distortion due to longitudinal loads does not
affect the deformation of the transverse section. For example, the longitudinal bending
moment or shear force can never have an influence on the distortion of the cross section. It
is therefore necessary to recognize the transverse deformation of the ship structure due to
the transverse load, independently from the deformation induced by a longitudinal load.
Transverse strength loads are commonly used in cases where we investigate the strength
of primary members, such as transverse rings, transverse web frames
15.3. Local Strength Loads:
The local strength loads include loads which affect the local strength members such as shell
panels, stiffeners and connecting constructions between stiffeners. The above load
categories are so convenient that they are extensively used for practical design purposes.
A load acting on the structure can be treated independently by considering the load
transferring from a local structure to a bigger structure. For example, let’s consider the case
where the designer commences the design of a bottom structure. Firstly, the strength of
bottom shell panels must be determined regarding lateral water pressure, secondly, the
strength of longitudinal stiffeners, which support the subject panels, must be evaluated,
thirdly, the strength of transverse webs holding stiffeners at their ends must be estimated
and finally, the global strength of the bottom structure must be discussed. Investigations
can be done separately for each member by only considering the magnitudes of the loads
which are transmitted by each member.
This is a convenient concept, however, time-dependent relations between those simplified

loads have been intentionally omitted. Therefore, careful attention must be paid,
particularly when analyzing the simultaneous response of the entire structure to combined
loads, because the phase of the loads plays an important roll when calculating the overall
response.
Structural Design Loads 86

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Chapter (16)
Strength Evaluation
16.1. Introduction
If structural damage to a ship occurs, it means that the load acting on the structure must
have exceeded the maximum limit of structural strength. The hull structure has been
planned originally by the designer in such a way that the structure can effectively resist the
presumed maximum load, which is estimated from previous experience of failure modes
of damage. Therefore, once damage occurs in the structure, it indicates the following facts:
(1) The magnitude of the load causing the failure is greater than that expected. and/or
(2) The actual failure takes place in a different mode from the presumed one.
By using that damage experience for planning the next structure, the designer is able to
improve the accuracy of the load estimation and to accumulate knowledge relating to
various modes of failure, and consequently the designer can achieve a design where there
would be no future damage to the structure. When the designer starts a hull structure design,
the very first step is to establish the magnitude, direction, probability of occurrence of the
load, and also the structural failure modes experienced in the past.
16.2. Procedure of Structural Strength Evaluation [26] [27]
in order to consider particularly the evaluation of structural strength, the following design
procedure:
(1) Determine an initial system of structural members
(2) Presume a magnitude, direction, and probability of load
(3) Assume a failure mode of structure due to the load:
Various kinds of loads act on a hull structure during a voyage and these may cause damage
to the structure when the load reaches a certain critical level. Although there may be several
failure modes, the following modes are significant for structural designers:
• yielding
• buckling
• fatigue
Yielding: Now let’s assume that a tensile load is gradually applied to a structure, then some
elongation might be induced and be proportional to the load increment as long as the load
is small. Once the load exceeds a certain critical value, then elongation would increase
rapidly. That failure mode is called yielding. The designer usually takes care to maintain
the strength of the structure so as not to exceed the yield point.
Buckling: In the case of a structure under compression load, the structure may suddenly be
deflected when the load reaches a critical value. Such a failure mode is called buckling.
Once a large deflection takes place, the structure may not recover its original shape even
when the load is removed.
Strength Evaluation 87
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Fatigue: The structure may be fractured by small loads when the loads are provided
repeatedly to the structure. That failure mode is called fatigue. Fatigue is very dangerous,
because it may result even from substantially lower loads than yielding strength, especially
where the number of cycles is very large. That type of fracture is sometimes caused by
vibration, because its frequency is very high.
(4) Select an appropriate analysis method:
Since a hull structure is mainly composed of several types of stiffened plate, the load on
the hull is at first transmitted from panels to stiffeners, then from stiffeners to primary
member such as transverse rings or longitudinal girders, and finally from primary members
to shell plating.
Anyhow, it is important to select an adequate analysis method to be able to evaluate the
strength efficiently.
(5) Choice of an acceptable strength criteria for a particular failure mode:
In starting a structural design, the designer is required to establish acceptable strength

criteria of each member depending on the assumed failure mode. Although these strength
criteria conform to the rules requirement for Classification Society, they are not always
explicitly expressed in the rule formulas. Thus the designer should bear in mind the
background of the rule on the basis of strength criteria which exist behind the rule formulas.
Strength criteria are usually established in the following steps and they are included in the
rule formulae in the form of safety factors:
Step 1: Long-term statistic analysis of waves is carried out by analyzing the waves in the
whole life-cycle of the ship and the maximum load is settled as design load.
Step 2: The response of the structure against the design load is calculated to obtain the
maximum response.
Step 3: Safety factors are established by considering the above maximum stress or force by
considering the critical strength for each failure mode. As mentioned in the above steps,
the strength criteria are strongly associated with the load, so they cannot be dealt with
separately. In other words, acceptable strength criteria are not always unchangeable i.e.
they may vary where the prediction method of load is altered, or where the analysis method
is improved. a satisfactory level in the design of a ship structure, it is necessary to analyze
the behavior of the structure under the subjected loads and to recognize the stress
distribution over the structure. Therefore, we have to undertake some kind of experiments
to simulate the behavior and the stress level.
(6) Evaluation of the response for given criteria:
The calculated result is compared with the chosen strength criteria and the strength of the
structure evaluated. If it is acceptable, the design is completed but if not acceptable, the
design must be revised and the calculation must be done again. By following the above
design steps, the designer ensures the integrity of the structure and proceeds along a so-
called “Design Spiral” as shown Figure 16.1 until the strength of the structure complies
------------------------------------------------------------------------------------------------------------------------------------------------------------------
with the required strength. In the figure, a mark shows that the process must be carried
out but • mark indicates the process is to be omitted usually in the second step or beyond.
Figure 16.1
16.3. Evaluation of Stress Calculated by FEM

In general, the FEM calculation produces several kinds of stresses. In the case of a 2-
dimensional shell model, the following stresses are calculated:
• Stresses at nodes or at the center of an element
• Stresses on upper surfaces, lower surfaces, or in the middle
• Normal stress or shearing stress
• Maximum principal stress, minimum principal stress, or equivalent stress
Structure designers should recognize what kind of stress is output as a result of the FEM
calculation, and should select them in accordance with each strength evaluation.
In general,
1. Principal stress is used as failure criterion for brittle materials, and equivalent stress
for ductile materials such as mild steel.
2. Maximum principal stress is used for crack propagation analysis
------------------------------------------------------------------------------------------------------------------------------------------------------------------
16.4. Type of Analysis Method

In a practical design case, the designers strategically regard the whole structure as a
collection of independent components, such as pillars, beams, plates, and shell etc.,
according to their mechanical characteristics and they select an appropriate analysis
method for each component.
Those strength analysis methods are categorized as:
– Analysis using simple beam theory:
– Analysis of frame structure: Slope deflection method Transfer matrix method,
Finite element method, etc.
– Analysis of 3-dimensional structure: Finite element method Boundary element
Recently we have many numerical analysis programs and Figure 16.2 shows the typical
computer programs extensively utilized for strength analysis. These programs are all
based on the finite element method, therefore they have the following advantages:
1.They can deal with any shape of structure.
2.They can solve the structure with various types of boundary conditions.
3.They can calculate the structural response for any arbitrary patterns of loads.
4.They can take account of non-linear effects due to physical property changes in the
materials, or geometric changes in the structure.
In choosing a suitable analysis program, the designers have to take into account the
following:
1. A program which has capable functions to solve the particular problem.
2. A program which is able to calculate with sufficient accuracy.
3. A program which performs the analysis with reasonable cost and time.
Figure 16.2
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16.5. Analysis Procedure

Figure 16.3 illustrates the typical process of structural analysis or vibration analysis using
the finite element method program. For the first step, an appropriate analysis program must
be chosen for the specified problem, then the modeling is done by determining the
appropriate size of the structure. It may be possible to reduce the size of the model by
choosing suitable boundary conditions and loading conditions. The next step is to prepare
the geometrical data of the finite elements
with visual checking of the validity of the input data through the computer display. The
loading data as well as the boundary conditions of the structure are then added. After
executing the analysis program, the calculated result must be assessed to check whether
there could be some error in the input data in view of the calculated deformation, stress,
etc. If there was a mistake in the input or misunderstanding of the problem, the procedure
should be repeated from the beginning.
Figure 16.3. procedures of FEM structure analysis
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Chapter (17)
Tertiary Loading and Stresses in Strength Members of Ships
This chapter gives a comprehensive analysis of the tertiary loadings and stresses induced
in the various strength members of longitudinally stiffened ship structure. The strength
members of longitudinally stiffened deck and bottom structures are specified. The tertiary
loadings and stresses induced in deck, bottom and tank top longitudinals and plating are
presented. The local loadings and stresses induced in a ship structure is calculated using
finite element package ABAQUS.
Creating and Analyzing a Model in Abaqus/CAE:
1. Creating a Model Database

2. Creating Models
3. Creating Parts
4. Creating materials
5. Defining and assigning section properties
6. Assembling the model
7. Defining analysis steps
8. Applying a boundary condition and a load to the model
9. Meshing the model
10. Creating and submitting an analysis job
11. Viewing the results of analysis

92
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Tertiary Loading and Stresses in the Strength Members of Longitudinally Stiffened

Bottom Structure
In longitudinally stiffened bottom structures, the strength members sustaining the primary
hull girder and secondary stresses as well as the tertiary stresses are the bottom and tank
top longitudinals and plating.
17.1. Tertiary Loading on Bottom Plating
The outer bottom plating in a longitudinally stiffened bottom structure is subjected to the
primary secondary, tertiary and local stresses. The tertiary loading and stresses are induced
by the external sea water pressure acting normal to the outer plate surface. The external
hydrostatic water pressure on the bottom plating is assumed to be uniformly distributed
over the area of each plate panel and is given by:
Figure 17.1 Normal and in-plane loading on a bottom plate panel

93
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Table 17.1 Tertiary Loading on Bottom Plating
Bottom Plating
Item Symbol Value Units
Local pressure loading p 5.0609375 t/m^2
wave height H 1.875 m
Draft of ship t 2
Half wave height h 2.9375
Sea water density y 1.025
Longitudinal spacing b 0.5 m
length of plate a 1.65 m
Uniform load induced by 2.53046875 t/m
external hydrostatic
q
pressure 24823.89844 n/m
Bending moment m 0.574100098 t.m

94
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95
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17.2. Tertiary Loading on Bottom Longitudinals
Longitudinals are continuous members supported by equidistantly spaced floors of rigidity

much greater than that of the longitudinals. Because of the high rigidity of the bottom
floors, heavy transverses and transverse bulkheads, compared with the rigidity of the
longitudinals, it is acceptable to assume that the longitudinals are fixed at both ends.
Each bottom longitudinal is subject to a load which is spread over a rectangular area of
length “a” equal to the longitudinal length between two floors, and breadth “b” equal to the
sum of the half-spaces between two adjacent longitudinals or between a longitudinal and
the adjacent girder, see Fig. (8.4). Bottom longitudinals are also subjected to in-plane
normal loadings exerted on the longitudinal cross section. These normal tensile or
compressive stresses are induced by hull girder and secondary bending moments
Figure 17.2
Table 17.2 Tertiary Loading on Bottom Longitudinals
Bottom Longitudinals
Draft of ship t 2
Half wave height h 2.9375
q
Bending moment at mid-
span mmid 0.047841675 t.m

96
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uniform loading 25.66 kN/m2

0.02566 t/m^2
efective breadth be 0.5 m
Are of flang Af 0.132 m^2
Uniform load induced by 0.00338712 ton/m
q 33.193776 n/m
external design pressure

97
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17.3 Tertiary Loading on Tank Top Longitudinals
Figure 17.3 loading on inner bottom longitudinals
Table 17.3 Tertiary Loading on Tank Top Longitudinals

Tank Top Longitudinals
Double Bottom Height h 0.7

q
external hydrostatic pressure 3519.3375 n/m
uniform loading 25.66 kN/m2
effective breadth be 0.5 m
Are of flange Af 0.132 m^2
q 0.00338712 ton/m
33.193776 n/m

98
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99
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Tertiary Loading and Stresses in Longitudinally Stiffened Deck Structure

17.4. Tertiary Loading on Deck Longitudinals
Deck longitudinals are subjected to the tertiary loading induced by the cargo loading on
deck.
Figure 17.4 loaded area on deck longitudinals
Table 17.4 Tertiary Loading on Deck Longitudinals

Deck Longitudinals
Cargo width
w 2.5 m
Cargo length
l 12.2 m
Area
A 30.5 m^2
q 0.264 ton/m
Uniform load
2587.2 n/m

100
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101
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17.5. Tertiary Loading on Side Longitudinals
The design load for side longitudinals when the ship is on the crest of a wave expressed
in terms of the external water pressure is given by
Figure 17.5
Table 17.5. Tertiary Loading on Side Longitudinals

Side Longitudinals
Draft of ship t 2
Half wave height h 2.9375 m
z 1.5 m
q
pressure 17282 n/m

102
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103
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Table 17.6. Tertiary Loading and stress summary

(von-Mises) Stress
Deformation (m)
Pa (N/m^2)
mesh max. min. max. mini.
item type B.C Deformation Deformation stress stress
Bottom Plating C3D8H u1=u2=u3=0 1.02E-03 0 2.74E+05 1.19E+05
Bottom
Longitudinals C3D8H u1=u2=0 3.74E-04 5.06E-06 1.68E+07 1.90E+06
Tank Top
Longitudinals C3D8H u1=u2=0 3.91E-04 1.08E-08 7.88E+05 8.35E+04
Deck
Longitudinals C3D8H u1=u2=u3=0 1.20E-04 3.08E-08 5.50E+06 6.19E+05
Side
Longitudinals C3D8H u1=u2=u3=0 6.92E-04 1.06E-05 3.17E+07 3.57E+06
Bottom Plating C3D8H u1=u2=0 1.02E-03 0 2.74E+05 1.19E+05
(von-Mises) Stress
Deformation (mm)
MPa (N/mm^2)
mesh max. min. max. mini.
item type B.C Deformation Deformation stress stress
1.01800 0.00000 2.74400 1.18900
Bottom Plating C3D8H u1=u2=u3=0
Bottom
0.37430 0.00506 168.40000 19.04000
Longitudinals C3D8H u1=u2=0
Tank Top
0.39060 0.00001 7.87600 0.83450
Longitudinals C3D8H u1=u2=0
Deck
0.12010 0.00003 54.97000 6.18900
Longitudinals C3D8H u1=u2=u3=0
Side
0.69210 0.01061 316.70000 35.65000
Longitudinals C3D8H u1=u2=u3=0
1.01800 0.00000 2.74400 1.18900
Bottom Plating C3D8H u1=u2=0

104
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Chapter 18
Secondary Loading and Stresses
This chapter gives a full analysis of the secondary loadings and stresses induced in the
strength members of cargo ships and conventional oil tankers. Strength members sustaining
secondary loadings and stresses of transversely and longitudinally stiffened bottom and
deck ship structure assemblies are specified. The secondary stresses induced by the
bending of double and single bottom structures are presented for hogging and sagging
conditions. The loadings and stresses induced in deck and bottom girders, longitudinals
and plating are highlighted. Secondary loading and stresses induced in bottom girders,
longitudinals and plating as well as tank top longitudinals and plating are defined.
Secondary loading and stresses in bottom structure assemblies of oil tankers are identified.
Creating and Analyzing a Model in ANSYS:
1. Creating a Project Schematic, here Analysis Systems is Static Structural

2. add or modify material data at Engineering Data
3. Creating a Geometry
4. Applying a boundary condition and a load to the model
5. Meshing the model
6. Creating a solution module
7. Start the analysis
8. Viewing the results of analysis
18.1. Strength Members of Ship Bottom Assemblies Sustaining Secondary Loadings
The strength members of transversely stiffened bottom structure sustaining secondary

stresses are bottom girders, bottom and tank top plating. For longitudinally stiffened
bottom structures, the strength members sustaining secondary stresses are bottom girders,
bottom and tank top longitudinals and plating. It should be mentioned here that the shear
stress is an important factor in determining the scantlings of bottom girders by virtue of
their relatively large depths.
18.2.Secondary Loading in Bottom Assemblies

The secondary stresses in bottom assemblies are induced by the secondary moments and
shear forces. These loadings could be determined by analyzing a specified length of the
secondary structure assembly such as a hold length. Alternatively, a structure assembly
comprising a full hold length plus half hold length aft and forward of the selected hold.
Secondary Loading and Stresses 105

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Figure 18.1. A structural assembly of one fully loaded cargo hold with two half empty holds.
18.3. Secondary Stresses in Longitudinally Stiffened Bottom Structure
Longitudinally stiffened double bottom structure assemblies can be idealized by a grillage

structure. The girders, floors and longitudinals are idealized as beam elements. The
geometrical and flexural properties of each idealized member are calculated with the
corresponding effective breadth of the attached plating.

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Table 18.1. Secondary Loading on Bottom Structure

Bottom Structure
5.0609375 t/m^2
Local pressure loading p
49647.796875 n/m^2
H 1.875 m
wave height
t 2
Draft of ship
h 2.9375
Half wave height
y 1.025
Sea water density
B 3.5 m
Longitudinal spacing
A 6 m
length of plate
q
30 kN/m2
uniform loading
0.03 t/m^2
be 0.5 m
efective breadth
A 21 m^2
Are of flang
Uniform load induced by q 0.63 ton/m
external design pressure
6174 n/m
See Appendix 4: Longitudinally Stiffened Bottom Plate Analysis

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18.3. Secondary Stresses in Longitudinally Stiffened Side Structure
Side Structure
5.0609375 t/m^2
Local pressure loading p
49647.796875 n/m^2
H 1.875 m
wave height
t 2
Draft of ship
h 2.9375
Half wave height
y 1.025
Sea water density
B 2.5 m
Longitudinal spacing
A 6 m
length of plate
q
124119.4922
pressure n/m
See Appendix 5: Longitudinally Stiffened Side Plate Analysis

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Table 18.2. Secondary Loading and stress on Bottom Structure
Secondary Bottom
Equivalent
(von- Total Directional
Mises) Total Bending Directional Torsional Total Shear
Type Stress Deformation Moment Axial Force Moment Force
-1.053e+006 -299.26
2.1422e+006 0. m 34.999 N·m 112.12 N
N N·m
Minimum Pa
9.7659e-002 6.3489e+005 2.4774e+005
5.5761e+008 66342 N·m 229.36 N·m
m N N
Maximum Pa
Table 18.3. Secondary Loading and stress on Side Structure
Secondary Side
Equivalent
(von- Total Directional
Mises) Total Bending Directional Torsional Total Shear
Type Stress Deformation Moment Axial Force Moment Force
1.4941e-002 -0.52037 4.0488e-002
1679.8 Pa 0. m -216.01 N
N·m N·m N
Minimum
1.7194e+005 5.9109e-005 0.47099
3.8102 N·m 103.5 N 9.5348 N
Pa m N·m
Maximum

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Chapter (19)
Hull Girder Loading
Ship hull girder loads consist of static and dynamic components. The most significant of
these components are the still-water bending moments and shear forces. The still-water
component results from the difference between the distributions of the various weight items
and the distribution of the supporting buoyancy forces along the ship length. The weight
items include light weight of the ship, cargo weight and weight of consumables. The
dynamic loads include wave induced hydrodynamic loads, sloshing, slamming, inertia
loads due to vessel motion and impact loads. The dynamic wave-induced loads include the
vertical and horizontal shear forces, bending moments and torsional moments. Wave loads
are normally evaluated by means of one of the two methods: design wave method or
spectral analysis method. The latter method is based on either short or long term
predictions, transfer functions, and the assumption that loads are linearly dependent on
wave height. Depending on the loading condition of the vessel, the still-water bending
moments and shear forces are determined using the published rules of classification
societies. A more detailed analysis is required when determining the dynamic aspects of
the hull girder loads for extreme sea conditions that the vessel is bound to encounter over
its lifetime.
The loadings on ship hull girder are not deterministic quantities but are subjected to several
sources of uncertainties and should be treated statistically. The design load is the maximum
load likely to occur over a specified period of time. Wave Loads are generally predicted
either over short periods (for a particular sea condition) or over long periods (taking
account of all sea conditions). [28]
19.1.The Nature of Hull Girder Loads
A ship floating at rest in still-water is subject to gravitational forces and hydrostatic

pressures over the immersed volume of the hull. The intensity of this hydrostatic pressure
varies directly with the depth of immersion below the water surface. When the ship is
subjected to a wave system, the pressures surrounding the hull are modified due to the
hydrodynamic effects of water particle movement and the simple hydrostatic law no longer
applies. This complicated loading system comprising pressures and mass acceleration
forces can be represented more simply by considering their overall effect on the hull. These
effects can be defined in terms of various load parameters such as longitudinal bending
moments, either about a horizontal transverse axis or about a vertical axis through the ship's
centerline. Other loads include the vertical or horizontal shearing forces at a transverse
section and the external torque moment about a fore and aft axis.
Hull Girder Loading 111

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19.2. Classification of Hull Girder Loads
Hull girder loads could be categorized as follows:

• Hull girder bending moment
• Hull girder shear loading
• Hull girder torsion loading
• Local loadings
The main components of hull girder bending moment are:

• Stillwater bending moment (Ms)
• Wave induced bending moment (Mw)
• Dynamic bending moment (whipping, slamming, springing)
The still-water loads contribute an important part of the total shear and bending moment in
most ships, to which wave-induced effects must be added
19.3. Hull Girder Longitudinal Vertical Bending Moments

Stillwater Shear Force and Bending Moment
When dealing with the longitudinal strength of a ship, the ship hull girder may be treated
as a non-uniform beam subjected to varying load throughout its length. This load is
obtained from the difference between the non-uniform distribution of weight of the
structure and its contents, which are acting downwards, and the nonuniform distribution of
the supporting buoyancy forces which is acting upwards,
There is a balance between the total downward forces of weight and mass acceleration,
and the total upward forces of buoyancy and hydrodynamic reaction. For equilibrium
conditions, the lines of action of these two forces should coincide.
Because of the non-uniformity of the upward and downward forces, shear and bending
moments are created in the same manner as in ordinary beams, the still water loads of a
ship experience little variations during a voyage
These variations result mainly from the changes in the distribution of consumables on
board. The Stillwater loads vary significantly only during loading and unloading
operations. The still water bending moment and shear forces are obtained from the
buoyancy and weight distributions along ship length

------------------------------------------------------------------------------------------------------------------------------------------------------------------
Figure 19.1

------------------------------------------------------------------------------------------------------------------------------------------------------------------
19.4. Wave-Induced Components
The wave induced shear force and bending moment components result from the
distribution of the forces of support throughout the length of a ship during her passage
among waves. The operational factors influencing the magnitude and distribution of the
wave induced bending moment are the characteristics of sea waves, draft, displacement,
trim, ship speed and heading to the waves, the wave bending moments and shear forces are
determined assuming the vessel either poised on a wave of length equal to ship length with
a crest at amidships, or with trough at amidships
Figure 19.2
Figure 19.3
Figure 19.4

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Table 19.1. Wave Bending Moment Amidships

Wave Bending Moment
Amidships
1403.666789
Sagging Moment 𝒎𝒘𝒔 𝑲𝑵. 𝒎
584.8611622
Hogging Moment 𝒎𝒘𝒉 𝑲𝑵. 𝒎
still-water bending 323730
moment 𝒎𝒔𝒘 𝑲𝑵. 𝒎
maximum wave-
induced bending 1403.666789
moment 𝒎𝒘 𝑲𝑵. 𝒎

------------------------------------------------------------------------------------------------------------------------------------------------------------------
References
[1] MO, Guidelines for design and construction of OSVs (2007)
Classification, Certification & Related Services for Offshore Support Vessels,
[2] ABS RULES
VAN DOKKUM. K, (2003), Ship knowledge A modern encyclopedia. The
[3] Netherlands: MEPPEL
Annex 2 to the response of the Chamber of Shipping to the questionnaire on the
[4] review of the Community Guidelines on State Aid to Maritime Transport
[5] GBI Research, 2010
Graduation Project Report, Under Supervision of Prof. Dr. Ahmed Elhewy Dr.
[6] Amany M. Hassan year 2016
http://www.diva-portal.org / Modular approach to offshore vessel design and
[7] configuration
[8] Misra, Suresh Chan Design principles of ships and marine structures
[9] MAXSURF Structure User Manual
Bertram, V. (2000). Practical Ship Hydrodynamics. Butterworth- Heinemann.
[10] Linacre House, Jordan Hill, Oxford.
[11] MAXSURF Resistance User Manual
[12] ABS rules” Offshore Support Vessels 2016-Part 3 Hull Construction and Equipment
[13] MAXSURF Stability User Manual
Sarthy, A. and Ham, J.L. (2005), Modern offshore support vessels: class and
statutory perspectives, ABS TECHNICAL PAPERS 2005, National University of
[14] Singapore, Republic of Singapore
[15] MAXSURF Modeler Fundamentals
[16] Ship resistance and propulsion _ F.Molland (2011)
http://www.cat.com/en_US/products/new/power-systems/marine-power-
[17] systems/commercial-propulsion-engines/18493267.html
[18] J S Carlton Marine Propellers Marine Propellers and Propulsion
[19] Manen, J.D. van. The choice of the propeller.Marine Technol., April 1966.
[20] Volker Bertram (Auth.)-Practical Ship Hydrodynamics-Butterworth-Heinemann (2012)
[21] Basic ship theory, Rawson, Tupper, Vol.2 (2001)
[22] [Kerwin,_Justin_E.;_Hadler,_Jacques_B.]Principles Of Naval Architecture Vol II -
[23] Ship Hydrostatics and Stability, Second Edition
[24] MAXSURF motion User Manual
[25] Shama, M - Buckling of Ship Structures. Springer,
[26] Shama, M.: Torsion and Shear Stresses in Ships. Springer, Heidelberg (2010)
[27] Shama, M.A.: Basic concept of the factor of safety in marine structures. SAOS (2009)
Gerritsma, J., Beukelman, W.: The Distribution of the Hydrodynamic Forces on a
Heaving and Pitching Ship Model in Still Water. In: Fifth Symposium on Naval
[28] Hydrodynamics, Washington (1964)
References 116
APPENDIX 1 : STABILITY BOOKLET FOR OFFSHORE SUPPORT VESSELS
VESSEL DESCRIPTION
FRAME OF REFERENCE ( AND METRIC CONVERSIONS)

The frame of reference is set so that the ship’s characteristics are as follows:
Aft Perpendicular -9.696 m

Midships 0m
Fwd Perpendicular 9.696 m
Length Between Perpendiculars 19.392 m
Baseline 0m
DatumWL 2m
The transverse distances are measured from the centerline of the ship, positive on starboard and negative on port. The trim is
measured as the difference between draft at AP and draft at FP; the trim with the stern down is defined as positive. The heel to
starboard is positive, to port is negative.
FLUID DENSITIES IN USE
FluidType Nb Fluid Name Relative Density
1 Sea Water 1.025
3 Fresh Water 1.000
4 Diesel 0.840
TANKS AND COMPARTMENTS
Freshwater P OIL P 1
F.O P
OIL P 2 OIL P 3
D.B FW P 2 D.B FW P 1 Tank P
Cement
CF
CG solid
Baseline
Freshwater Stern Sewage CB pt.
Zero F.Peak FW
AP FP
D.B FW SP 2 Cement
D.B FW SP 1 Tank SP
OIL SP 2 OIL SP 3
Freshwater SP F.O SP OIL SP 1
CG solid
CF
Freshwater
FreshwaterSP
P F.OSP OIL
OILSP
P 11
Freshwater Stern F.O P
OIL
OILSP
P 22 OIL
OILSP
P 33 Cement
CementTank
TankSP
P
CB F.Peak FW
Sewage D.B
D.BFW
FW SP
P 22 D.B
D.BFW
FW SP
P 11
Baseline
Zero pt.
AP FP
TANK CALIBRATION
TANK CALIBRATIONS - OSV

Stability 21.01.00.73, build: 73
TANK CALIBRATIONS - F.O P

Fluid Type = Fuel Oil Specific gravity = 0.9443
Permeability = 100 %
Trim = 0 m (+ve by stern); Heel = 0 deg to starboard
100 F.O P
Trim: 0 m; Heel: 0 deg to starboard
90 FSM Sounding
Ullage
80 Capacity
VCG LCG
70 TCG
VCG
F.O P % Full
TCG FSM
60
50 LCG
40 Capacity
30
Ullage
20
Sounding
10
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6
Soundings & Ullage m
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6 1.7
Capacity tonne
-8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9
Centre of Gravity m
0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1 0.11 0.12 0.13 0.14 0.15 0.16 0.17
Free Surface Moment tonne.m
TANK CALIBRATIONS - OIL P 2

Fluid Type = Fuel Oil Specific gravity = 0.9443
100 OIL P 2
90 FSM Sounding
Ullage
80 Capacity
VCG LCG
70 TCG
VCG
OIL P 2 % Full
TCG FSM
60
50 LCG
40 Capacity
30
Ullage
20
Sounding
10
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3
0 1 2 3 4 5 6 7 8 9 10 11 12 13
Capacity tonne
-2.1 -1.8 -1.5 -1.2 -0.9 -0.6 -0.3 0 0.3 0.6 0.9 1.2 1.5 1.8
Centre of Gravity m
0 0.3 0.6 0.9 1.2 1.5 1.8 2.1 2.4 2.7 3 3.3 3.6 3.9
TANK CALIBRATIONS - SEWAGE
Fluid Type = Slops Specific gravity = 0.913
100 Sewage
90 FSM Sounding
Ullage
80 Capacity
VCG LCG
70 TCG
VCG
Sewage % Full
TCG FSM
60
50 LCG
40 Capacity
30
Ullage
20
Sounding
10
0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8 0.85
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6 1.7
Capacity tonne
-4 -3.6 -3.2 -2.8 -2.4 -2 -1.6 -1.2 -0.8 -0.4 0 0.4 0.8 1.2 1.6 2 2.4
Centre of Gravity m
0 0.025 0.05 0.075 0.1 0.125 0.15 0.175 0.2 0.225 0.25 0.275 0.3 0.325 0.35 0.375 0.4 0.425
TANK CALIBRATIONS - D.B FW P 1

Fluid Type = Fresh Water Specific gravity = 1
100 D.B FW P 1
90 FSM Sounding
Ullage
80 Capacity
VCG LCG
70 TCG
D.B FW P 1 % Full
VCG
TCG FSM
60
50 LCG
40 Capacity
30
Ullage
20
Sounding
10
0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6
Capacity tonne
-1.6 -1.2 -0.8 -0.4 0 0.4 0.8 1.2 1.6 2 2.4 2.8 3.2 3.6 4 4.4 4.8
Centre of Gravity m
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8
TANK CALIBRATIONS - D.B FW SP 1
100 D.B FW SP 1
90 FSM Sounding
Ullage
80 Capacity
VCG LCG
D.B FW SP 1 % Full
70 TCG
VCG
TCG FSM
60
50 LCG
40 Capacity
30
Ullage
20
Sounding
10
0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6
Capacity tonne
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 2.2 2.4 2.6 2.8 3 3.2
Centre of Gravity m
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8
TANK CALIBRATIONS - D.B FW SP 2

100 D.B FW SP 2
90 FSM Sounding
Ullage
80 Capacity
VCG LCG
D.B FW SP 2 % Full
70 TCG
VCG
TCG FSM
60
50 LCG
40 Capacity
30
Ullage
20
Sounding
10
0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8 0.85
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6 1.7
Capacity tonne
-1.5 -1.25 -1 -0.75 -0.5 -0.25 0 0.25 0.5 0.75 1 1.25 1.5 1.75 2 2.25 2.5 2.75
Centre of Gravity m
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8 0.85
TANK CALIBRATIONS - FRESHWATER STERN
100 Freshwater Stern
90 FSM Sounding
Ullage
80 Capacity
Freshwater Stern % Full
VCG LCG
70 TCG
VCG
TCG FSM
60
50 LCG
40 Capacity
30
Ullage
20
Sounding
10
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8
Capacity tonne
-10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6
Centre of Gravity m
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8
TANK CALIBRATIONS - CEMENT TANK P

Fluid Type = Cement Specific gravity = 1.5
100 Cement Tank P
90 FSM Sounding
Ullage
80 Capacity
VCG LCG
Cement Tank P % Full
70 TCG
VCG
TCG FSM
60
50 LCG
40 Capacity
30
Ullage
20
Sounding
10
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Capacity tonne
-1.5 -1 -0.5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5
Centre of Gravity m
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 2.2 2.4 2.6 2.8 3 3.2 3.4 3.6
TANK CALIBRATIONS - F.PEAK FW
100 F.Peak FW
90 FSM Sounding
Ullage
80 Capacity
VCG LCG
70 TCG
F.Peak FW % Full
VCG
TCG FSM
60
50 LCG
40 Capacity
30
Ullage
20
Sounding
10
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 2.2 2.4 2.6 2.8 3 3.2
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Capacity tonne
-0.5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5
Centre of Gravity m
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32
STABILITY LOADING CONDITIONS
LIMITING KG
LIMITING KG - OSV
Case - Intact
Initial Trim = 0 m (+ve by stern)

Specific gravity = 1.025; (Density = 1.025 tonne/m^3)
Heel to starboard; heel range: from 0 deg to 90 deg in steps of 10 deg.
Criteria tested:
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.1: GZ area between 0 and angle of maximum GZ
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.2: Area 30 to 40
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.3: Maximum GZ at 30 or greater
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.4: Angle of maximum GZ
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.5: Initial GMt
Displacement Draft Trim (+ve by LCG TCG VCG Limit min. Criterion Name
(intact) Amidships stern) m m m KG GM
tonne m m m m
33.00 1.055 0.000 1.022 0.00 3.34 3.341 0.614 Copy of 2.4 Offshore supply Copy of 2.4.5.2.2: Area 30 to 40
0 1 vessels
47.97 1.242 0.000 0.521 0.00 3.36 3.363 0.699 Copy of 2.4 Offshore supply Copy of 2.4.5.2.1: GZ area between 0 and angle of
0 3 vessels maximum GZ
62.93 1.410 0.000 0.236 0.00 3.35 3.359 0.682 Copy of 2.4 Offshore supply Copy of 2.4.5.2.3: Maximum GZ at 30 or greater
0 9 vessels
77.90 1.567 0.000 0.069 0.00 3.38 3.384 0.658 Copy of 2.4 Offshore supply Copy of 2.4.5.2.3: Maximum GZ at 30 or greater
0 4 vessels
92.87 1.715 0.000 - 0.00 3.33 3.339 0.558 Copy of 2.4 Offshore supply Copy of 2.4.5.2.2: Area 30 to 40
0.038 0 9 vessels
0.110 0 8 vessels
0.160 0 3 vessels
Limiting KG
3.38 Limiting KG
3.36
3.34
3.32
3.3
KG m
3.28
3.26
3.24
3.22
3.2
3.18
3.16
3.14
30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125
Displacement tonne
KN VALUES
KN CALCULATION - OSV WITH

Damage Case - Intact
Initial Trim = 0 m (+ve by stern)

VCG = 0 m; TCG = 0 m
Displacement Draft Trim (+ve LCG TCG Assumed KN KN KN KN KN KN KN KN

(intact) Amidships by stern) m m VCG 0.0 deg. 10.0 deg. 20.0 deg. 30.0 deg. 40.0 deg. 50.0 deg. 60.0 deg. 70.0 deg.
tonne m m m Starb. Starb. Starb. Starb. Starb. Starb. Starb.
33.00 1.055 0.000 1.022 0.000 0.000 0.000 0.662 1.253 1.798 2.375 2.813 2.946 2.881
48.17 1.244 0.000 0.516 0.000 0.000 0.000 0.696 1.292 1.837 2.371 2.714 2.826 2.759
63.33 1.414 0.000 0.230 0.000 0.000 0.000 0.693 1.308 1.869 2.346 2.611 2.708 2.653
78.50 1.573 0.000 0.064 0.000 0.000 0.000 0.681 1.314 1.892 2.299 2.515 2.595 2.555
93.67 1.723 0.000 -0.043 0.000 0.000 0.000 0.671 1.315 1.890 2.240 2.426 2.493 2.462
108.8 1.869 0.000 -0.114 0.000 0.000 0.000 0.663 1.314 1.861 2.173 2.342 2.405 2.378
124.0 2.011 0.000 -0.164 0.000 0.000 0.000 0.657 1.315 1.815 2.102 2.263 2.326 2.306
3 Cross-curves -- KN
0 deg. KN
2.75 10 deg. KN
20 deg. KN
2.5 50 deg. KN 60 deg. KN 30 deg. KN
70 deg. KN
40 deg. KN 40 deg. KN
2.25 50 deg. KN
60 deg. KN
2 30 deg. KN 70 deg. KN
1.75
KN m
1.5
20 deg. KN
1.25
0.75 10 deg. KN
0.5
0.25
0 deg. KN
0
30 40 50 60 70 80 90 100 110 120 130
Displacement (intact) tonne
EQUILIBRIUM
EQUILIBRIUM CALCULATION - OSV

Loadcase - Full load Condition

Free to Trim
Item Name Quantit Unit Mass Total Mass Unit Total Long. Trans. Vert. Total FSM
y tonne tonne Volume Volume Arm Arm Arm FSM Type Draft Amidships m 1.960
m^3 m^3 m m m tonne. Displacement t 118.3
m Heel deg 0.0
LightWeight 1 33.000 33.000 -1.000 0.000 1.839 0.000 Draft at FP m 2.012
Passengers 25 0.100 2.500 6.500 0.000 3.300 0.000 Draft at AP m 1.909
F.O P 100% 1.171 1.171 1.240 1.240 -7.191 -2.225 1.913 0.000 Maximum Draft at LCF m 1.958
F.O SP 100% 1.171 1.171 1.240 1.240 -7.191 2.225 1.913 0.000 Maximum Trim (+ve by stern) m -0.103
OIL P 2 100% 11.645 11.645 12.332 12.332 -1.679 -1.891 1.707 0.000 Maximum WL Length m 19.399
OIL SP 2 100% 11.645 11.645 12.332 12.332 -1.679 1.891 1.707 0.000 Maximum Beam max extents on WL m 6.123
Freshwater P 100% 1.585 1.585 1.585 1.585 -8.671 -2.344 1.982 0.000 Maximum Wetted Area m^2 128.555
Cement Tank P 65% 11.524 7.491 7.683 4.994 4.099 -1.365 1.742 2.079 Maximum Waterpl. Area m^2 104.896
Cement Tank SP 65% 11.519 7.488 7.680 4.992 4.099 1.365 1.742 2.078 Maximum Prismatic coeff. (Cp) 0.773
Freshwater Stern 100% 6.676 6.676 6.676 6.676 -9.087 0.000 1.799 0.000 Maximum Block coeff. (Cb) 0.484
D.B FW P 2 100% 1.697 1.697 1.697 1.697 -1.399 -1.407 0.824 0.000 Maximum Max Sect. area coeff. (Cm) 0.635
D.B FW SP 2 100% 1.697 1.697 1.697 1.697 -1.399 1.407 0.824 0.000 Maximum Waterpl. area coeff. (Cwp) 0.883
OIL P 1 100% 2.078 2.078 2.200 2.200 -5.552 -2.399 1.947 0.000 Maximum LCB from zero pt. (+ve fwd) m -0.018
OIL SP 1 100% 2.078 2.078 2.200 2.200 -5.552 2.399 1.947 0.000 Maximum LCF from zero pt. (+ve fwd) m -0.479
Sewage 0% 1.033 0.000 1.131 0.000 -3.207 0.000 0.174 0.000 Maximum KB m 1.309
D.B FW P 1 100% 1.597 1.597 1.597 1.597 3.071 -1.434 0.805 0.000 Maximum KG fluid m 1.749
D.B FW SP 1 100% 1.597 1.597 1.597 1.597 3.071 1.434 0.805 0.000 Maximum BMt m 2.447
OIL SP 3 100% 3.783 3.783 4.006 4.006 1.850 1.925 1.701 0.000 Maximum BML m 24.444
OIL P 3 100% 3.783 3.783 4.006 4.006 1.850 -1.925 1.701 0.000 Maximum GMt corrected m 2.006
Freshwater SP 100% 1.573 1.573 1.573 1.573 -8.667 2.344 1.986 0.000 Maximum GML m 24.003
F.Peak FW 100% 14.012 14.012 14.012 14.012 7.206 0.000 1.342 0.000 Maximum KMt m 3.755
Total Loadcase 118.266 86.485 79.977 -0.020 0.000 1.714 4.157 KML m 25.752
FS correction 0.035 Immersion (TPc) tonne/cm 1.075
VCG fluid 1.749 MTc tonne.m 1.464
RM at 1deg = GMt.Disp.sin(1) 4.141
tonne.m
Max deck inclination deg 0.3033
Trim angle (+ve by stern) deg -0.3033
EQUILIBRIUM CALCULATION - OSV
Loadcase - 10 % Arrival Condition

Item Name Quantit Unit Mass Total Mass Unit Total Long. Trans. Vert. Arm Total FSM FSM Draft Amidships m 1.898
y tonne tonne Volume Volume Arm Arm m tonne.m Type Displacement t 112.6
m^3 m^3 m m Heel deg 0.0
LightWeight 1 33.000 33.000 -1.000 0.000 1.839 0.000 Draft at FP m 1.775
Passengers 25 0.100 2.500 6.500 0.000 3.300 0.000 Draft at AP m 2.021
F.O P 10% 1.171 0.117 1.240 0.124 -7.187 -1.968 1.218 0.161 Maximum
Draft at LCF m 1.906
F.O SP 10% 1.171 0.117 1.240 0.124 -7.187 1.968 1.218 0.161 Maximum
Trim (+ve by stern) m 0.245
OIL P 2 100% 11.645 11.645 12.332 12.332 -1.679 -1.891 1.707 0.000 Maximum
WL Length m 19.274
OIL SP 2 100% 11.645 11.645 12.332 12.332 -1.679 1.891 1.707 0.000 Maximum
Beam max extents on WL m 6.033
Freshwater P 100% 1.585 1.585 1.585 1.585 -8.671 -2.344 1.982 0.000 Maximum
Wetted Area m^2 125.662
Cement Tank P 100% 11.524 11.524 7.683 7.683 4.099 -1.365 2.057 0.000 Maximum
Waterpl. Area m^2 103.386
Cement Tank SP 100% 11.519 11.519 7.680 7.680 4.099 1.365 2.057 0.000 Maximum
Prismatic coeff. (Cp) 0.797
Freshwater Stern 100% 6.676 6.676 6.676 6.676 -9.087 0.000 1.799 0.000 Maximum
Block coeff. (Cb) 0.493
D.B FW P 2 100% 1.697 1.697 1.697 1.697 -1.399 -1.407 0.824 0.000 Maximum
Max Sect. area coeff. (Cm) 0.627
D.B FW SP 2 100% 1.697 1.697 1.697 1.697 -1.399 1.407 0.824 0.000 Maximum
Waterpl. area coeff. (Cwp) 0.889
OIL P 1 100% 2.078 2.078 2.200 2.200 -5.552 -2.399 1.947 0.000 Maximum
LCB from zero pt. (+ve fwd) m -0.446
OIL SP 1 100% 2.078 2.078 2.200 2.200 -5.552 2.399 1.947 0.000 Maximum
LCF from zero pt. (+ve fwd) m -0.619
Sewage 100% 1.033 1.033 1.131 1.131 -3.801 0.000 0.694 0.000 Maximum
KB m 1.279
D.B FW P 1 100% 1.597 1.597 1.597 1.597 3.071 -1.434 0.805 0.000 Maximum
KG fluid m 2.005
D.B FW SP 1 100% 1.597 1.597 1.597 1.597 3.071 1.434 0.805 0.000 Maximum
BMt m 2.500
OIL SP 3 100% 3.783 3.783 4.006 4.006 1.850 1.925 1.701 0.000 Maximum
BML m 24.951
OIL P 3 100% 3.783 3.783 4.006 4.006 1.850 -1.925 1.701 0.000 Maximum
GMt corrected m 1.775
Freshwater SP 100% 1.573 1.573 1.573 1.573 -8.667 2.344 1.986 0.000 Maximum
GML m 24.226
F.Peak FW 10% 14.012 1.401 14.012 1.401 6.922 0.000 0.452 23.120 Maximum
KMt m 3.779
Total Loadcase 112.645 86.485 71.641 -0.438 0.000 1.796 23.443
KML m 26.228
FS correction 0.208
Immersion (TPc) tonne/cm 1.060
VCG fluid 2.005
MTc tonne.m 1.407
RM at 1deg = GMt.Disp.sin(1) 3.489
tonne.m
Max deck inclination deg 0.7251
Trim angle (+ve by stern) deg 0.7251
LARGE ANGLE STABILIT Y
STABILITY CALCULATIO N - OSV


Free to Trim
Item Name Quantit Unit Mass Total Mass Unit Total Long. Trans. Vert. Arm Total FSM FSM Type
y tonne tonne Volume Volume Arm Arm m tonne.m
m^3 m^3 m m
LightWeight 1 33.000 33.000 -1.000 0.000 1.839 0.000
Passengers 25 0.100 2.500 6.500 0.000 3.300 0.000 User Specified
F.O P 100% 1.171 1.171 1.240 1.240 -7.191 -2.225 1.913 0.000 Maximum
F.O SP 100% 1.171 1.171 1.240 1.240 -7.191 2.225 1.913 0.000 Maximum
OIL P 2 100% 11.645 11.645 12.332 12.332 -1.679 -1.891 1.707 0.000 Maximum
OIL SP 2 100% 11.645 11.645 12.332 12.332 -1.679 1.891 1.707 0.000 Maximum
D.B FW P 2 100% 1.697 1.697 1.697 1.697 -1.399 -1.407 0.824 0.000 Maximum
D.B FW SP 2 100% 1.697 1.697 1.697 1.697 -1.399 1.407 0.824 0.000 Maximum
OIL P 1 100% 2.078 2.078 2.200 2.200 -5.552 -2.399 1.947 0.000 Maximum
OIL SP 1 100% 2.078 2.078 2.200 2.200 -5.552 2.399 1.947 0.000 Maximum
Sewage 0% 1.033 0.000 1.131 0.000 -3.207 0.000 0.174 0.000 Maximum
D.B FW P 1 100% 1.597 1.597 1.597 1.597 3.071 -1.434 0.805 0.000 Maximum
D.B FW SP 1 100% 1.597 1.597 1.597 1.597 3.071 1.434 0.805 0.000 Maximum
OIL SP 3 100% 3.783 3.783 4.006 4.006 1.850 1.925 1.701 0.000 Maximum
OIL P 3 100% 3.783 3.783 4.006 4.006 1.850 -1.925 1.701 0.000 Maximum
F.Peak FW 100% 14.012 14.012 14.012 14.012 7.206 0.000 1.342 0.000 Maximum
Total Loadcase 118.266 86.485 79.977 -0.020 0.000 1.714 4.157
FS correction 0.035
VCG fluid 1.749
1.6 Copy of 2.4.5.2.5: Initial GMt GM at 0.0 deg = 2.006 m Stability
1.5 GZ
1.4 Copy of 2.4.5.2.5: Initial GMt GM at 0.0 deg = 2.006 m
1.3 Max GZ = 1.005 m at 38.2 deg.
1.2
1.1 Max GZ = 1.005 m at 38.2 deg.
1
GZ m
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0 10 20 30 40 50 60 70 80 90
Heel to Starboard deg.
Heel to Starboard 0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0 90.0
deg
GZ m 0.000 0.356 0.716 0.958 1.003 0.950 0.838 0.686 0.507 0.310
Area under GZ curve from zero heel 0.0000 1.7628 7.1578 15.6823 25.6182 35.4398 44.4230 52.0695 58.0551 62.1484
m.deg
Displacement t 118.3 118.3 118.3 118.3 118.3 118.3 118.3 118.3 118.3 118.3
Draft at FP m 2.012 1.990 1.908 1.819 1.756 1.710 1.674 1.647 1.646 n/a
Draft at AP m 1.909 1.886 1.796 1.631 1.456 1.238 0.920 0.337 -1.324 n/a
WL Length m 19.399 19.387 19.343 19.296 19.261 19.235 19.415 19.632 19.832 19.991
Beam max extents on WL m 6.123 6.214 6.312 4.931 4.132 3.667 3.398 3.270 3.246 3.160
Wetted Area m^2 128.555 128.963 130.011 136.865 140.750 142.901 144.312 145.147 145.531 145.503
Waterpl. Area m^2 104.896 105.976 107.869 87.558 73.182 64.670 59.769 57.166 56.080 54.720
Prismatic coeff. (Cp) 0.773 0.772 0.770 0.776 0.784 0.791 0.789 0.784 0.780 0.779
Block coeff. (Cb) 0.484 0.490 0.529 0.671 0.746 0.742 0.723 0.648 0.564 0.523
LCB from zero pt. (+ve fwd) m -0.018 -0.018 -0.017 -0.014 -0.010 -0.004 0.003 0.011 0.018 0.026
LCF from zero pt. (+ve fwd) m -0.479 -0.479 -0.480 -0.294 -0.130 -0.021 0.085 0.186 0.320 0.426
Max deck inclination deg 0.3033 10.0046 20.0023 30.0035 40.0048 50.0059 60.0062 70.0056 80.0036 90.0000
Trim angle (+ve by stern) deg -0.3033 -0.3079 -0.3309 -0.5538 -0.8885 -1.3954 -2.2266 -3.8629 -8.7094 n/a
Code Criteria Value Units Actual Status Margin

%
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.1: GZ area between 0 and angle of 3.151 m.deg 23.7920 Pass +654.99
maximum GZ 3
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.2: Area 30 to 40 1.718 m.deg 9.9358 Pass +478.03
9
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.3: Maximum GZ at 30 or greater 0.200 m 1.005 Pass +402.50
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.4: Angle of maximum GZ 15.0 deg 38.2 Pass +154.55
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.5: Initial GMt 0.150 m 2.006 Pass +1237.33
STABILITY CALCULATIO N - OSV

Free to Trim
Fluid analysis method: Use corrected VCG
Item Name Quantit Unit Mass Total Mass Unit Total Long. Trans. Vert. Arm Total FSM FSM Type
y tonne tonne Volume Volume Arm Arm m tonne.m
m^3 m^3 m m
LightWeight 1 33.000 33.000 -1.000 0.000 1.839 0.000
Passengers 25 0.100 2.500 6.500 0.000 3.300 0.000 User Specified
F.O P 10% 1.171 0.117 1.240 0.124 -7.187 -1.968 1.218 0.161 Maximum
F.O SP 10% 1.171 0.117 1.240 0.124 -7.187 1.968 1.218 0.161 Maximum
OIL P 2 100% 11.645 11.645 12.332 12.332 -1.679 -1.891 1.707 0.000 Maximum
OIL SP 2 100% 11.645 11.645 12.332 12.332 -1.679 1.891 1.707 0.000 Maximum
D.B FW P 2 100% 1.697 1.697 1.697 1.697 -1.399 -1.407 0.824 0.000 Maximum
D.B FW SP 2 100% 1.697 1.697 1.697 1.697 -1.399 1.407 0.824 0.000 Maximum
OIL P 1 100% 2.078 2.078 2.200 2.200 -5.552 -2.399 1.947 0.000 Maximum
OIL SP 1 100% 2.078 2.078 2.200 2.200 -5.552 2.399 1.947 0.000 Maximum
Sewage 100% 1.033 1.033 1.131 1.131 -3.801 0.000 0.694 0.000 Maximum
D.B FW P 1 100% 1.597 1.597 1.597 1.597 3.071 -1.434 0.805 0.000 Maximum
D.B FW SP 1 100% 1.597 1.597 1.597 1.597 3.071 1.434 0.805 0.000 Maximum
OIL SP 3 100% 3.783 3.783 4.006 4.006 1.850 1.925 1.701 0.000 Maximum
OIL P 3 100% 3.783 3.783 4.006 4.006 1.850 -1.925 1.701 0.000 Maximum
F.Peak FW 10% 14.012 1.401 14.012 1.401 6.922 0.000 0.452 23.120 Maximum
Total Loadcase 112.645 86.485 71.641 -0.438 0.000 1.796 23.443
FS correction 0.208
VCG fluid 2.005
1.4 Copy of 2.4.5.2.5: Initial GMt GM at 0.0 deg = 1.775 m Stability
1.3 GZ
Copy of 2.4.5.2.5: Initial GMt GM at 0.0 deg = 1.775 m
1.2
Max GZ = 0.882 m at 35.5 deg.
1.1
1
0.9 Max GZ = 0.882 m at 35.5 deg.
GZ m
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0 10 20 30 40 50 60 70 80 90
Heel to Starboard deg.
Heel to Starboard 0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0 90.0
deg
GZ m 0.000 0.314 0.630 0.851 0.870 0.790 0.653 0.480 0.286 0.073
Area under GZ curve from zero heel 0.0000 1.5600 6.3042 13.8559 22.6014 30.9573 38.2135 43.9024 47.7530 49.5602
m.deg
Displacement t 112.6 112.7 112.6 112.6 112.6 112.6 112.7 112.6 112.6 112.6
Draft at FP m 1.775 1.750 1.660 1.511 1.351 1.169 0.925 0.507 -0.634 n/a
Draft at AP m 2.021 1.999 1.913 1.781 1.659 1.517 1.316 0.954 -0.062 n/a
WL Length m 19.274 19.260 19.210 19.125 19.028 18.923 19.120 19.344 19.548 19.730
Beam max extents on WL m 6.033 6.071 6.180 5.049 4.222 3.739 3.456 3.312 3.220 3.038
Wetted Area m^2 125.662 125.847 127.111 132.927 136.721 138.950 140.141 140.868 141.034 140.809
Waterpl. Area m^2 103.386 104.004 106.235 87.932 73.808 65.419 60.316 57.638 55.606 52.883
Prismatic coeff. (Cp) 0.797 0.797 0.795 0.801 0.813 0.826 0.826 0.824 0.823 0.824
Block coeff. (Cb) 0.493 0.504 0.545 0.670 0.755 0.756 0.739 0.662 0.585 0.558
LCB from zero pt. (+ve fwd) m -0.446 -0.448 -0.448 -0.450 -0.452 -0.453 -0.452 -0.450 -0.446 -0.443
LCF from zero pt. (+ve fwd) m -0.619 -0.652 -0.673 -0.298 -0.100 0.034 0.113 0.180 0.202 0.157
Max deck inclination deg 0.7251 10.0260 20.0118 30.0072 40.0050 50.0032 60.0017 70.0006 80.0001 90.0000
Trim angle (+ve by stern) deg 0.7251 0.7363 0.7468 0.7967 0.9091 1.0279 1.1569 1.3213 1.6879 n/a
Code Criteria Value Units Actual Status Margin

%
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.1: GZ area between 0 and angle of maximum 3.1513 m.deg 18.6107 Pass +490.57
GZ
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.2: Area 30 to 40 1.7189 m.deg 8.7455 Pass +408.78
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.3: Maximum GZ at 30 or greater 0.200 m 0.882 Pass +341.00
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.4: Angle of maximum GZ 15.0 deg 35.5 Pass +136.37
Copy of 2.4 Offshore supply vessels Copy of 2.4.5.2.5: Initial GMt 0.150 m 1.775 Pass +1083.33
HYDROSTATICS AND KN DATA
HYDROSTATICS
HYDROSTATICS - OSV WITH CEMENT TANKS

Fixed Trim = 0 m (+ve by stern)

Draft Amidships 1.055 1.240 1.407 1.562 1.710 1.853 1.992

m
Displacement t 33.00 47.83 62.67 77.50 92.33 107.2 122.0
Heel deg 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Draft at FP m 1.055 1.240 1.407 1.562 1.710 1.853 1.992
Draft at AP m 1.055 1.240 1.407 1.562 1.710 1.853 1.992
Draft at LCF m 1.055 1.240 1.407 1.562 1.710 1.853 1.992
Trim (+ve by stern) m 0.000 0.000 0.000 0.000 0.000 0.000 0.000
WL Length m 18.171 18.950 19.058 19.151 19.235 19.314 19.388
Beam max extents on WL m 4.581 5.021 5.416 5.712 5.858 5.999 6.136
Wetted Area m^2 77.414 92.809 102.177 110.662 117.439 123.788 129.931
Waterpl. Area m^2 70.552 83.245 90.121 96.098 99.589 102.624 105.496
Prismatic coeff. (Cp) 0.682 0.706 0.736 0.755 0.770 0.781 0.790
Block coeff. (Cb) 0.363 0.392 0.418 0.439 0.465 0.484 0.500
Max Sect. area coeff. (Cm) 0.538 0.560 0.572 0.586 0.607 0.623 0.636
Waterpl. area coeff. (Cwp) 0.847 0.875 0.873 0.879 0.884 0.886 0.887
LCB from zero pt. (+ve fwd) m 1.022 0.524 0.240 0.073 -0.035 -0.108 -0.158
LCF from zero pt. (+ve fwd) m -0.189 -0.704 -0.653 -0.619 -0.578 -0.539 -0.509
KB m 0.730 0.861 0.970 1.069 1.160 1.246 1.329
KG m 2.000 2.000 2.000 2.000 2.000 2.000 2.000
BMt m 3.224 3.202 3.070 2.976 2.741 2.555 2.416
BML m 47.824 45.312 37.784 32.952 29.112 26.138 23.818
GMt m 1.954 2.063 2.040 2.045 1.902 1.801 1.744
GML m 46.555 44.173 36.755 32.022 28.272 25.384 23.147
KMt m 3.954 4.063 4.040 4.045 3.902 3.801 3.744
KML m 48.555 46.173 38.755 34.022 30.272 27.384 25.147
Immersion (TPc) tonne/cm 0.723 0.853 0.924 0.985 1.021 1.052 1.081
MTc tonne.m 0.792 1.090 1.188 1.280 1.346 1.403 1.456
RM at 1deg = GMt.Disp.sin(1) tonne.m 1.125 1.722 2.231 2.766 3.064 3.369 3.714
Max deck inclination deg 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000
Trim angle (+ve by stern) deg 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000
2 Hydrostatics
MTc Displacement
1.9 Max sect. area
Immersion (TPc) Sect. area amidships
1.8 KML Wetted Area
Waterpl. Area
1.7 KMt LCB
LCF
KB
1.6 KB
Draft m
LCF KMt
1.5 KML
LCB
Immersion (TPc)
Waterpl. Area MTc
1.4
Wetted Area
1.3
Sect. area amidships
1.2 Max sect. area
Displacement
1.1
1
30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125
Displacement t
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190
Area m^2
-0.8 -0.7 -0.6 -0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1
Long. centre from zero pt. (+ve fwd) m
0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8 0.85 0.9 0.95 1 1.05 1.1 1.15 1.2 1.25 1.3 1.35
KB m
3.6 3.625 3.65 3.675 3.7 3.725 3.75 3.775 3.8 3.825 3.85 3.875 3.9 3.925 3.95 3.975 4 4.025 4.05 4.075
KM trans. m
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
KM long. m
0.54 0.57 0.6 0.63 0.66 0.69 0.72 0.75 0.78 0.81 0.84 0.87 0.9 0.93 0.96 0.99 1.02 1.05 1.08 1.11
Immersion tonne/cm
0.55 0.6 0.65 0.7 0.75 0.8 0.85 0.9 0.95 1 1.05 1.1 1.15 1.2 1.25 1.3 1.35 1.4 1.45 1.5
Moment to trim tonne.m
ADDITIONAL ANALYSES
LONGITUDINAL STRENGTH
LONGITUDINAL STRENGTH CALCULATION - OSV

35 14 280 Longitudinal Strength
Mass
30 12 240 Buoyancy
Grounding
25 10 200 Damage/NBV
Net Load
20 8 160 Shear
Moment
15 6 120
10 4 80
Moment tonne.m
Shear tonne
5 2 40
Load t/m
Mass Grounding
Damage/NBV
0 0 0
Buoyancy Net Load
-5 -2 -40
-10 -4 -80
-15 -6 -120
-20 -8 -160
-25 -10 -200
-30 -12 -240

Moment -33.370
Shear -13.473
-35 -14 -280
-10 -8 -6 -4 -2 0 2 4 6 8 10 12
Long. Pos. m

Loadcase - LightWeight
45 14 280 Longitudinal Strength
40 Mass
12 240 Buoyancy
35 Grounding
10 200 Damage/NBV
30 Net Load
25 8 160 Shear
Moment
20 6 120
15
4 80
Moment tonne.m
10
Shear tonne
2 40
Load t/m
5
Mass
Grounding
Damage/NBV
0 0 0
Buoyancy Net Load
-5
-2 -40
-10
-4 -80
-15
-20 -6 -120
-25 -8 -160
-30
-10 -200
-35
-12 -240 Shear -12.976
-40 Moment -42.618
-45 -14 -280
-10 -8 -6 -4 -2 0 2 4 6 8 10 12
Long. Pos. m

60 17.5 280 Longitudinal Strength
Mass
50 15 240 Buoyancy
Grounding
12.5 200 Damage/NBV
40 Net Load
10 160 Shear
30 Moment
7.5 120
20
5 80
Moment tonne.m
Shear tonne
10 2.5 40
Load t/m
Mass Grounding
Damage/NBV
0 0 0
Buoyancy Net Load
-10 -2.5 -40
-5 -80
-20
-7.5 -120
-30
-10 -160
-40
-12.5 -200
-50 -15 -240 Moment -55.073
Shear -16.135
-60 -17.5 -280

-10 -8 -6 -4 -2 0 2 4 6 8 10 12
Long. Pos. m

21 14 280 Shear 13.221Moment 18.893 Longitudinal Strength
Mass
18 12 240 Buoyancy
Grounding
15 10 200 Damage/NBV
Net Load
12 8 160 Shear
Moment
9 6 120
6 4 80
Moment tonne.m
Shear tonne
3 2 40
Load t/m
Mass Grounding
Damage/NBV
0 0 0
Buoyancy Net Load
-3 -2 -40
-6 -4 -80
-9 -6 -120
-12 -8 -160
-15 -10 -200
-18 -12 -240
-21 -14 -280

-10 -8 -6 -4 -2 0 2 4 6 8 10 12
Long. Pos. m
CRITERIA:
Code Criteria Value Units Actual

Copy of 2.4 Offshore supply Copy of 2.4.5.2.1: GZ area between 0 and angle of maximum
vessels GZ
from the greater of
spec. heel angle 0.0 deg
to the lesser of
angle of first GZ peak deg
angle of max. GZ deg
lower heel angle 15.0 deg
required GZ area at lower heel angle 4.0107 m.deg
higher heel angle 30.0 deg
required GZ area at higher heel angle 3.1513 m.deg
shall not be less than (>=) 3.1513 - 4.0107 m.deg
Copy of 2.4 Offshore supply Copy of 2.4.5.2.2: Area 30 to 40

vessels
from the greater of
to the lesser of
first flooding angle of the DownfloodingPoints deg
angle of vanishing stability deg
shall not be less than (>=) 1.7189 m.deg
Copy of 2.4 Offshore supply Copy of 2.4.5.2.3: Maximum GZ at 30 or greater

vessels
in the range from the greater of
to the lesser of
angle of max. GZ deg
shall not be less than (>=) 0.200 m
Intermediate values
angle at which this GZ occurs deg
Copy of 2.4 Offshore supply Copy of 2.4.5.2.4: Angle of maximum GZ

vessels
limited by first GZ peak angle deg
shall not be less than (>=) 15.0 deg
Copy of 2.4 Offshore supply Copy of 2.4.5.2.5: Initial GMt

vessels
shall be greater than (>) 0.150 m
Appendix 2: Charts of propeller design
Page 1|4
Page 2|4
Page 3|4
Page 4|4
Appendix 3: Bentley Motions
Motions 21.01.00.73, build: 73
Strip Theory
Locations
Name Long. Offset Height Long. Pos. Offset Height MII slide MII tip fore/aft. MII tip side/side. Exposure time
Pos. [m] [m] from CG [m] from CG from CG friction stance coeff. stance coeff. for MSI [min.]
[m] [m] [m] coeff.
Bridge 17.00 0.00 4.00 7.34 0.00 2.00 0.70 0.17 0.25 120
center
Slam 18.00 0.00 0.35 8.34 0.00 -1.65 0.70 0.17 0.25 120
Propeller 3.00 0.00 0.30 -6.66 0.00 -1.70 0.70 0.17 0.25 120
Speeds
Name Speed [kn] Analyse
12 kn 12.000 1
14 kn 14.000 1
Headings
Name Heading [deg] Analyse
Following 0.0 1
Beam 90.0 1
Head 180.0 1
Spectra
Name Type Char. Modal Average Zero Peak Char. Char. Modal Shape Shape m0 Analyse
height period period crossing enhancement wind height period param. param. [m^2]
[m] [s] [s] period [s] fact. speed 2 [m] 2 [s] 1 2
[kn]
Fresh Pierson 1.633 6.389 s 4.936 s 4.566 s 1.00 17.000 0.167 1
Breeze Moskowitz
Moderate JONSWAP 1.875 9.977 s 8.354 s 7.862 s 3.30 0.220 1
Summary table
12 kn, 12 kn; Following, 0 deg; Fresh Breeze (Pierson Moskowitz: 6.389 s, 1.633 m)
Item m0 units RMS units Significant units Modal Mean Mean Period
amplitude (peak) (centroid) zero- units
T_0 T_bar crossing (Frequency
(w_0) (w_bar) T_z units)
(w_z)
Modal period 6.387 s -- -- -- -- --
Characteristic wave height 1.633 m -- -- -- -- --
Spectrum type Pierson -- -- -- -- --
Moskowitz
Wave heading 0.0 deg -- -- -- -- --
Vessel Speed 12.000 kn -- -- -- -- --
Vessel displacement 119.427 m^3 Monohull -- -- -- --
Vessel GMt 1.744 m -- -- -- -- --
Vessel trim -0.3 deg -- -- -- -- --
Vessel heel 0.0 deg -- -- -- -- --
Transom method Transom terms -- -- -- -- --
Wave force method Head seas -- -- -- -- --
approximation
Added res. method Salvesen -- -- -- -- --
Pitch gyradius 5.000 m -- -- -- -- --
Roll gyradius 2.930 m -- -- -- -- --
P a g e 1 | 20
(w_z)
Wave spectrum 0.167 m^2 0.408 m 0.816 m 6.389 4.936 4.566 s (rad/s)
(0.98) (1.27) (1.38)
Encountered wave spectrum 0.167 m^2 0.408 m 0.816 m 15.821 77.438 5.600 s (rad/s)
(0.40) (0.08) (1.12)
Added resistance 45.620 kN -- -- 15.821 65.616 21.954 s (rad/s)
(0.40) (0.10) (0.29)
Heave motion 0.365 m^2 0.604 m 1.209 m 15.821 49.546 19.785 s (rad/s)
(0.40) (0.13) (0.32)
Roll motion 0.00 deg^2 0.00 deg 0.00 deg -- -- -- s (rad/s)
Pitch motion 69.58 deg^2 8.34 deg 16.68 deg 15.821 400.472 27.977 s (rad/s)
(0.40) (0.02) (0.22)
Heave velocity 0.037 m^2/s^2 0.192 m/s 0.384 m/s 15.821 -12.145 (- 5.565 s (rad/s)
(0.40) 0.52) (1.13)
Roll velocity 0.00000 (rad/s)^2 0.00000 rad/s 0.00000 rad/s -- -- -- s (rad/s)
Pitch velocity 0.00107 (rad/s)^2 0.03270 rad/s 0.06539 rad/s 15.821 -11.430 (- 5.976 s (rad/s)
(0.40) 0.55) (1.05)
Heave acceleration 0.047 m^2/s^4 0.217 m/s^2 0.433 m/s^2 15.821 -3.736 (- 3.480 s (rad/s)
(0.40) 1.68) (1.81)
Roll acceleration 0.00000 (rad/s/s)^2 0.00000 rad/s/s 0.00000 rad/s/s -- -- -- s (rad/s)
Pitch acceleration 0.00118 (rad/s/s)^2 0.03438 rad/s/s 0.06876 rad/s/s 15.821 -3.382 (- 2.987 s (rad/s)
(0.40) 1.86) (2.10)
Bridge center: Abs. vert. 2.212 m^2 1.487 m 2.975 m 15.821 84.372 25.065 s (rad/s)
motion (0.40) (0.07) (0.25)
Bridge center: Rel. vert. 2.587 m^2 1.608 m 3.217 m 15.821 127.876 20.802 s (rad/s)
motion (0.40) (0.05) (0.30)
Bridge center: Abs. vert. 0.139 m^2/s^2 0.373 m/s 0.746 m/s 15.821 -17.249 (- 6.437 s (rad/s)
velocity (0.40) 0.36) (0.98)
Bridge center: Rel. vert. 0.236 m^2/s^2 0.486 m/s 0.972 m/s 15.821 -3.310 (- 1.831 s (rad/s)
velocity (0.40) 1.90) (3.43)
Bridge center: Abs. vert. accel 0.132 m^2/s^4 0.364 m/s^2 0.728 m/s^2 15.821 -3.778 (- 3.440 s (rad/s)
(0.40) 1.66) (1.83)
Bridge center: Rel. vert. accel 2.781 m^2/s^4 1.668 m/s^2 3.335 m/s^2 15.821 -0.827 (- 0.784 s (rad/s)
(0.40) 7.60) (8.02)
Bridge center: Long. (due to 0.082 m^2 0.286 m 0.571 m 15.821 387.936 27.995 s (rad/s)
pitch) motion (0.40) (0.02) (0.22)
Bridge center: Long. (due to 0.004 m^2/s^2 0.064 m/s 0.128 m/s 15.821 -11.451 (- 5.978 s (rad/s)
pitch) velocity (0.40) 0.55) (1.05)
Bridge center: Long. (due to 0.005 m^2/s^4 0.067 m/s^2 0.135 m/s^2 15.821 -3.383 (- 2.987 s (rad/s)
pitch) accel (0.40) 1.86) (2.10)
Bridge center: Lat. (due to roll) 0.000 m^2 0.000 m 0.000 m -- -- -- s (rad/s)
motion
Bridge center: Lat. (due to roll) 0.000 m^2/s^2 0.000 m/s 0.000 m/s -- -- -- s (rad/s)
velocity
Bridge center: Lat. (due to roll) 0.000 m^2/s^4 0.000 m/s^2 0.000 m/s^2 -- -- -- s (rad/s)
accel
Bridge center: MII slide; tip f/a; 0.000 MII/h 0.000 MII/h 0.000 MII/h -- -- --
tip s/s
Bridge center: SM; MSI 120 1.476 SM 3.796 % 2.911 % -- -- --
min.; MSI 120 min.
Slam: Abs. vert. motion 2.632 m^2 1.622 m 3.245 m 15.821 90.189 25.374 s (rad/s)
(0.40) (0.07) (0.25)
Slam: Rel. vert. motion 3.121 m^2 1.767 m 3.533 m 15.821 104.071 22.535 s (rad/s)
(0.40) (0.06) (0.28)
Slam: Abs. vert. velocity 0.161 m^2/s^2 0.402 m/s 0.804 m/s 15.821 -17.001 (- 6.443 s (rad/s)
(0.40) 0.37) (0.98)
Slam: Rel. vert. velocity 0.243 m^2/s^2 0.493 m/s 0.985 m/s 15.821 -3.818 (- 1.912 s (rad/s)
(0.40) 1.65) (3.29)
Slam: Abs. vert. accel 0.154 m^2/s^4 0.392 m/s^2 0.784 m/s^2 15.821 -3.752 (- 3.404 s (rad/s)
(0.40) 1.67) (1.85)
Slam: Rel. vert. accel 2.619 m^2/s^4 1.618 m/s^2 3.237 m/s^2 15.821 -0.811 (- 0.772 s (rad/s)
(0.40) 7.75) (8.14)
P a g e 2 | 20
(w_z)
Slam: Long. (due to pitch) 0.061 m^2 0.247 m 0.493 m 15.821 387.936 27.995 s (rad/s)
motion (0.40) (0.02) (0.22)
Slam: Long. (due to pitch) 0.003 m^2/s^2 0.055 m/s 0.111 m/s 15.821 -11.451 (- 5.978 s (rad/s)
velocity (0.40) 0.55) (1.05)
Slam: Long. (due to pitch) 0.003 m^2/s^4 0.058 m/s^2 0.116 m/s^2 15.821 -3.383 (- 2.987 s (rad/s)
accel (0.40) 1.86) (2.10)
Slam: Lat. (due to roll) motion 0.000 m^2 0.000 m 0.000 m -- -- -- s (rad/s)
Slam: Lat. (due to roll) velocity 0.000 m^2/s^2 0.000 m/s 0.000 m/s -- -- -- s (rad/s)
Slam: Lat. (due to roll) accel 0.000 m^2/s^4 0.000 m/s^2 0.000 m/s^2 -- -- -- s (rad/s)
Slam: MII slide; tip f/a; tip s/s 0.000 MII/h 0.000 MII/h 0.000 MII/h -- -- --
Slam: SM; MSI 120 min.; MSI 1.640 SM 4.505 % 3.565 % -- -- --
120 min.
Propeller: Abs. vert. motion 0.671 m^2 0.819 m 1.639 m 15.821 -144.593 24.559 s (rad/s)
(0.40) (-0.04) (0.26)
Propeller: Rel. vert. motion 1.028 m^2 1.014 m 2.028 m 15.821 -846.270 19.143 s (rad/s)
(0.40) (-0.01) (0.33)
Propeller: Abs. vert. velocity 0.044 m^2/s^2 0.210 m/s 0.419 m/s 15.821 -6.107 (- 4.665 s (rad/s)
(0.40) 1.03) (1.35)
Propeller: Rel. vert. velocity 0.111 m^2/s^2 0.333 m/s 0.666 m/s 15.821 -1.782 (- 1.284 s (rad/s)
(0.40) 3.53) (4.89)
Propeller: Abs. vert. accel 0.080 m^2/s^4 0.282 m/s^2 0.565 m/s^2 15.821 -3.218 (- 2.880 s (rad/s)
(0.40) 1.95) (2.18)
Propeller: Rel. vert. accel 2.655 m^2/s^4 1.629 m/s^2 3.259 m/s^2 15.821 -0.800 (- 0.769 s (rad/s)
(0.40) 7.85) (8.17)
Propeller: Long. (due to pitch) 0.059 m^2 0.242 m 0.485 m 15.821 387.936 27.995 s (rad/s)
motion (0.40) (0.02) (0.22)
Propeller: Long. (due to pitch) 0.003 m^2/s^2 0.054 m/s 0.109 m/s 15.821 -11.451 (- 5.978 s (rad/s)
velocity (0.40) 0.55) (1.05)
Propeller: Long. (due to pitch) 0.003 m^2/s^4 0.057 m/s^2 0.114 m/s^2 15.821 -3.383 (- 2.987 s (rad/s)
accel (0.40) 1.86) (2.10)
Propeller: Lat. (due to roll) 0.000 m^2 0.000 m 0.000 m -- -- -- s (rad/s)
motion
Propeller: Lat. (due to roll) 0.000 m^2/s^2 0.000 m/s 0.000 m/s -- -- -- s (rad/s)
velocity
Propeller: Lat. (due to roll) 0.000 m^2/s^4 0.000 m/s^2 0.000 m/s^2 -- -- -- s (rad/s)
accel
Propeller: MII slide; tip f/a; tip 0.000 MII/h 0.000 MII/h 0.000 MII/h -- -- --
s/s
Propeller: SM; MSI 120 min.; 0.994 SM 1.599 % 0.965 % -- -- --
MSI 120 min.
14 kn, 14 kn; Following, 0 deg; Fresh Breeze (Pierson Moskowitz: 6.389 s, 1.633 m)
(w_z)
Modal period 6.387 s -- -- -- -- --
Moskowitz
Vessel Speed 14.000 kn -- -- -- -- --
Vessel GMt 1.744 m -- -- -- -- --
Vessel trim -0.3 deg -- -- -- -- --
Vessel heel 0.0 deg -- -- -- -- --
approximation
P a g e 3 | 20
(w_z)
Pitch gyradius 5.000 m -- -- -- -- --
Roll gyradius 2.930 m -- -- -- -- --
(0.98) (1.27) (1.38)
Encountered wave spectrum 0.167 m^2 0.408 m 0.816 m 18.458 -53.472 (- 4.544 s (rad/s)
(0.34) 0.12) (1.38)
Added resistance 99.509 kN -- -- 18.458 -96.927 (- 25.645 s (rad/s)
(0.34) 0.06) (0.25)
Heave motion 1.369 m^2 1.170 m 2.340 m 18.458 -123.439 28.252 s (rad/s)
(0.34) (-0.05) (0.22)
Pitch motion 234.92 deg^2 15.33 deg 30.65 deg 18.458 -53.777 (- 29.839 s (rad/s)
(0.34) 0.12) (0.21)
Heave velocity 0.068 m^2/s^2 0.260 m/s 0.521 m/s 18.458 -7.972 (- 5.026 s (rad/s)
(0.34) 0.79) (1.25)
(0.34) 0.54) (0.85)
(0.34) 2.02) (2.10)
(0.34) 2.00) (2.29)
Bridge center: Abs. vert. 8.914 m^2 2.986 m 5.971 m 18.458 -75.018 (- 31.724 s (rad/s)
motion (0.34) 0.08) (0.20)
Bridge center: Rel. vert. 8.953 m^2 2.992 m 5.984 m 18.458 -60.748 (- 27.178 s (rad/s)
motion (0.34) 0.10) (0.23)
Bridge center: Abs. vert. 0.350 m^2/s^2 0.591 m/s 1.183 m/s 18.458 -12.252 (- 7.015 s (rad/s)
velocity (0.34) 0.51) (0.90)
velocity (0.34) 1.56) (2.94)
(0.34) 1.91) (2.05)
(0.34) 7.59) (8.02)
Bridge center: Long. (due to 0.275 m^2 0.525 m 1.050 m 18.458 -54.068 (- 29.901 s (rad/s)
pitch) motion (0.34) 0.12) (0.21)
pitch) velocity (0.34) 0.54) (0.86)
pitch) accel (0.34) 2.00) (2.29)
motion
velocity
accel
tip s/s
min.; MSI 120 min.
Slam: Abs. vert. motion 10.506 m^2 3.241 m 6.483 m 18.458 -72.947 (- 31.685 s (rad/s)
(0.34) 0.09) (0.20)
Slam: Rel. vert. motion 10.586 m^2 3.254 m 6.507 m 18.458 -64.812 (- 28.941 s (rad/s)
(0.34) 0.10) (0.22)
(0.34) 0.51) (0.88)
(0.34) 1.38) (2.79)
(0.34) 1.91) (2.06)
P a g e 4 | 20
(w_z)
(0.34) 7.69) (8.10)
Slam: Long. (due to pitch) 0.206 m^2 0.453 m 0.907 m 18.458 -54.068 (- 29.901 s (rad/s)
motion (0.34) 0.12) (0.21)
velocity (0.34) 0.54) (0.86)
accel (0.34) 2.00) (2.29)
120 min.
Propeller: Abs. vert. motion 1.216 m^2 1.103 m 2.205 m 18.458 -32.726 (- 21.135 s (rad/s)
(0.34) 0.19) (0.30)
Propeller: Rel. vert. motion 1.574 m^2 1.254 m 2.509 m 18.458 -32.962 (- 15.858 s (rad/s)
(0.34) 0.19) (0.40)
(0.34) 0.91) (1.23)
(0.34) 2.85) (4.11)
(0.34) 2.18) (2.42)
(0.34) 7.55) (7.97)
Propeller: Long. (due to pitch) 0.198 m^2 0.445 m 0.891 m 18.458 -54.068 (- 29.901 s (rad/s)
motion (0.34) 0.12) (0.21)
velocity (0.34) 0.54) (0.86)
accel (0.34) 2.00) (2.29)
motion
velocity
accel
s/s
MSI 120 min.
14 kn, 14 kn; Following, 0 deg; Moderate (JONSWAP: 9.977 s, 1.875 m)

(w_z)
Modal period 9.969 s -- -- -- -- --
Spectrum type JONSWAP -- -- -- -- --
Vessel Speed 14.000 kn -- -- -- -- --
Vessel GMt 1.744 m -- -- -- -- --
Vessel trim -0.3 deg -- -- -- -- --
Vessel heel 0.0 deg -- -- -- -- --
P a g e 5 | 20
(w_z)
approximation
Pitch gyradius 5.000 m -- -- -- -- --
Roll gyradius 2.930 m -- -- -- -- --
(0.63) (0.75) (0.80)
(0.34) (0.28) (0.39)
(0.34) (0.09) (0.27)
(0.34) (0.15) (0.28)
Pitch motion 47.34 deg^2 6.88 deg 13.76 deg 18.458 -91.672 (- 29.386 s (rad/s)
(0.34) 0.07) (0.21)
Heave velocity 0.042 m^2/s^2 0.206 m/s 0.412 m/s 18.458 117.756 9.295 s (rad/s)
(0.34) (0.05) (0.68)
(0.34) 0.34) (0.74)
(0.34) 1.60) (1.89)
(0.34) 1.85) (2.12)
motion (0.34) (0.03) (0.23)
Bridge center: Rel. vert. 1.927 m^2 1.388 m 2.776 m 18.458 -186.575 27.473 s (rad/s)
motion (0.34) (-0.03) (0.23)
Bridge center: Abs. vert. 0.123 m^2/s^2 0.351 m/s 0.702 m/s 18.458 -115.892 9.924 s (rad/s)
velocity (0.34) (-0.05) (0.63)
velocity (0.34) 0.55) (1.39)
(0.34) 1.57) (1.86)
(0.34) 4.29) (4.70)
Bridge center: Long. (due to 0.056 m^2 0.236 m 0.471 m 18.458 -92.487 (- 29.438 s (rad/s)
pitch) motion (0.34) 0.07) (0.21)
pitch) velocity (0.34) 0.34) (0.74)
pitch) accel (0.34) 1.85) (2.12)
motion
velocity
accel
tip s/s
min.; MSI 120 min.
(0.34) (0.02) (0.23)
Slam: Rel. vert. motion 2.293 m^2 1.514 m 3.028 m 18.458 -231.033 28.519 s (rad/s)
(0.34) (-0.03) (0.22)
(0.34) 0.07) (0.64)
(0.34) 0.42) (1.25)
P a g e 6 | 20
(w_z)
(0.34) 1.58) (1.88)
(0.34) 4.32) (4.74)
Slam: Long. (due to pitch) 0.041 m^2 0.204 m 0.407 m 18.458 -92.487 (- 29.438 s (rad/s)
motion (0.34) 0.07) (0.21)
velocity (0.34) 0.34) (0.74)
accel (0.34) 1.85) (2.12)
120 min.
Propeller: Abs. vert. motion 0.335 m^2 0.579 m 1.158 m 18.458 3531.465 20.805 s (rad/s)
(0.34) (0.00) (0.30)
Propeller: Rel. vert. motion 0.319 m^2 0.565 m 1.130 m 18.458 -54.613 (- 18.493 s (rad/s)
(0.34) 0.12) (0.34)
(0.34) 0.35) (0.92)
(0.34) 1.54) (2.33)
(0.34) 1.97) (2.23)
(0.34) 4.43) (4.72)
Propeller: Long. (due to pitch) 0.040 m^2 0.200 m 0.400 m 18.458 -92.487 (- 29.438 s (rad/s)
motion (0.34) 0.07) (0.21)
velocity (0.34) 0.34) (0.74)
accel (0.34) 1.85) (2.12)
motion
velocity
accel
s/s
MSI 120 min.
14 kn, 14 kn; Head, 180 deg; Fresh Breeze (Pierson Moskowitz: 6.389 s, 1.633 m)
(w_z)
Modal period 6.387 s -- -- -- -- --
Moskowitz
Wave heading 180.0 deg -- -- -- -- --
Vessel Speed 14.000 kn -- -- -- -- --
Vessel GMt 1.744 m -- -- -- -- --
Vessel trim -0.3 deg -- -- -- -- --
P a g e 7 | 20
(w_z)
Vessel heel 0.0 deg -- -- -- -- --
approximation
Pitch gyradius 5.000 m -- -- -- -- --
Roll gyradius 2.930 m -- -- -- -- --
(0.98) (1.27) (1.38)
(1.63) (2.66) (3.54)
(1.80) (2.02) (2.12)
(1.81) (1.86) (1.91)
Roll motion 0.00000 deg^2 0.00000 deg 0.00000 deg 4.826 3.910 3.709 s (rad/s)
(1.30) (1.61) (1.69)
(2.16) (2.11) (2.15)
(2.11) (2.04) (2.08)
Roll velocity 0.00000 (rad/s)^2 0.00000 rad/s 0.00000 rad/s 4.644 2.946 2.561 s (rad/s)
(1.35) (2.13) (2.45)
Pitch velocity 0.00638 (rad/s)^2 0.07989 rad/s 0.15978 rad/s 2.718 2.744 2.692 s (rad/s)
(2.31) (2.29) (2.33)
Heave acceleration 2.632 m^2/s^4 1.622 m/s^2 3.244 m/s^2 2.835 2.858 2.808 s (rad/s)
(2.22) (2.20) (2.24)
Roll acceleration 0.00000 (rad/s/s)^2 0.00000 rad/s/s 0.00000 rad/s/s 4.399 1.572 1.350 s (rad/s)
(1.43) (4.00) (4.65)
Pitch acceleration 0.03476 (rad/s/s)^2 0.18643 rad/s/s 0.37287 rad/s/s 2.599 2.544 2.493 s (rad/s)
(2.42) (2.47) (2.52)
motion (1.91) (1.93) (1.97)
motion (2.37) (2.68) (2.86)
Bridge center: Abs. vert. 1.024 m^2/s^2 1.012 m/s 2.024 m/s 2.902 2.974 2.912 s (rad/s)
velocity (2.16) (2.11) (2.16)
Bridge center: Rel. vert. 2.021 m^2/s^2 1.421 m/s 2.843 m/s 2.547 1.694 1.503 s (rad/s)
velocity (2.47) (3.71) (4.18)
Bridge center: Abs. vert. accel 4.766 m^2/s^4 2.183 m/s^2 4.366 m/s^2 2.771 2.736 2.677 s (rad/s)
(2.27) (2.30) (2.35)
Bridge center: Rel. vert. accel 35.297 m^2/s^4 5.941 m/s^2 11.882 m/s^2 2.440 1.067 0.984 s (rad/s)
(2.58) (5.89) (6.38)
pitch) motion (2.16) (2.11) (2.15)
Bridge center: Long. (due to 0.025 m^2/s^2 0.157 m/s 0.313 m/s 2.718 2.745 2.693 s (rad/s)
pitch) velocity (2.31) (2.29) (2.33)
Bridge center: Long. (due to 0.134 m^2/s^4 0.366 m/s^2 0.731 m/s^2 2.599 2.544 2.493 s (rad/s)
pitch) accel (2.42) (2.47) (2.52)
Bridge center: Lat. (due to roll) 0.000 m^2 0.000 m 0.000 m 4.826 3.911 3.709 s (rad/s)
motion (1.30) (1.61) (1.69)
Bridge center: Lat. (due to roll) 0.000 m^2/s^2 0.000 m/s 0.000 m/s 4.644 2.946 2.561 s (rad/s)
velocity (1.35) (2.13) (2.45)
Bridge center: Lat. (due to roll) 0.000 m^2/s^4 0.000 m/s^2 0.000 m/s^2 4.401 1.572 1.350 s (rad/s)
accel (1.43) (4.00) (4.65)
tip s/s
min.; MSI 120 min.
(1.91) (1.94) (1.99)
P a g e 8 | 20
(w_z)
(2.32) (2.63) (2.80)
Slam: Abs. vert. velocity 1.131 m^2/s^2 1.064 m/s 2.127 m/s 2.902 2.955 2.893 s (rad/s)
(2.16) (2.13) (2.17)
Slam: Rel. vert. velocity 2.244 m^2/s^2 1.498 m/s 2.996 m/s 2.547 1.741 1.544 s (rad/s)
(2.47) (3.61) (4.07)
Slam: Abs. vert. accel 5.335 m^2/s^4 2.310 m/s^2 4.620 m/s^2 2.771 2.718 2.658 s (rad/s)
(2.27) (2.31) (2.36)
Slam: Rel. vert. accel 37.151 m^2/s^4 6.095 m/s^2 12.190 m/s^2 2.440 1.086 0.998 s (rad/s)
(2.58) (5.78) (6.30)
motion (2.16) (2.11) (2.15)
Slam: Long. (due to pitch) 0.018 m^2/s^2 0.135 m/s 0.271 m/s 2.718 2.745 2.693 s (rad/s)
velocity (2.31) (2.29) (2.33)
Slam: Long. (due to pitch) 0.100 m^2/s^4 0.316 m/s^2 0.632 m/s^2 2.599 2.544 2.493 s (rad/s)
accel (2.42) (2.47) (2.52)
Slam: Lat. (due to roll) motion 0.000 m^2 0.000 m 0.000 m 4.826 3.911 3.709 s (rad/s)
(1.30) (1.61) (1.69)
Slam: Lat. (due to roll) velocity 0.000 m^2/s^2 0.000 m/s 0.000 m/s 4.644 2.946 2.561 s (rad/s)
(1.35) (2.13) (2.45)
Slam: Lat. (due to roll) accel 0.000 m^2/s^4 0.000 m/s^2 0.000 m/s^2 4.401 1.572 1.350 s (rad/s)
(1.43) (4.00) (4.65)
120 min.
(1.96) (1.94) (1.99)
Propeller: Rel. vert. motion 0.092 m^2 0.303 m 0.606 m 2.497 1.939 1.786 s (rad/s)
(2.52) (3.24) (3.52)
Propeller: Abs. vert. velocity 0.829 m^2/s^2 0.911 m/s 1.821 m/s 2.835 2.942 2.881 s (rad/s)
(2.22) (2.14) (2.18)
Propeller: Rel. vert. velocity 1.137 m^2/s^2 1.066 m/s 2.133 m/s 2.393 1.355 1.233 s (rad/s)
(2.63) (4.64) (5.10)
Propeller: Abs. vert. accel 3.943 m^2/s^4 1.986 m/s^2 3.971 m/s^2 2.709 2.714 2.664 s (rad/s)
(2.32) (2.32) (2.36)
Propeller: Rel. vert. accel 29.543 m^2/s^4 5.435 m/s^2 10.871 m/s^2 0.634 0.963 0.912 s (rad/s)
(9.91) (6.53) (6.89)
motion (2.16) (2.11) (2.15)
Propeller: Long. (due to pitch) 0.018 m^2/s^2 0.133 m/s 0.266 m/s 2.718 2.745 2.693 s (rad/s)
velocity (2.31) (2.29) (2.33)
Propeller: Long. (due to pitch) 0.096 m^2/s^4 0.310 m/s^2 0.621 m/s^2 2.599 2.544 2.493 s (rad/s)
accel (2.42) (2.47) (2.52)
Propeller: Lat. (due to roll) 0.000 m^2 0.000 m 0.000 m 4.826 3.911 3.709 s (rad/s)
motion (1.30) (1.61) (1.69)
Propeller: Lat. (due to roll) 0.000 m^2/s^2 0.000 m/s 0.000 m/s 4.644 2.946 2.561 s (rad/s)
velocity (1.35) (2.13) (2.45)
Propeller: Lat. (due to roll) 0.000 m^2/s^4 0.000 m/s^2 0.000 m/s^2 4.401 1.572 1.350 s (rad/s)
accel (1.43) (4.00) (4.65)
s/s
MSI 120 min.
P a g e 9 | 20
14 kn, 14 kn; Head, 180 deg; Moderate (JONSWAP: 9.977 s, 1.875 m)
(w_z)
Modal period 9.969 s -- -- -- -- --
Spectrum type JONSWAP -- -- -- -- --
Wave heading 180.0 deg -- -- -- -- --
Vessel Speed 14.000 kn -- -- -- -- --
Vessel GMt 1.744 m -- -- -- -- --
Vessel trim -0.3 deg -- -- -- -- --
Vessel heel 0.0 deg -- -- -- -- --
approximation
Pitch gyradius 5.000 m -- -- -- -- --
Roll gyradius 2.930 m -- -- -- -- --
(0.63) (0.75) (0.80)
(0.92) (1.22) (1.44)
(0.93) (1.29) (1.39)
(0.92) (1.15) (1.23)
Roll motion 0.00000 deg^2 0.00000 deg 0.00000 deg 5.242 5.243 5.089 s (rad/s)
(1.20) (1.20) (1.23)
(0.95) (1.59) (1.69)
(0.94) (1.48) (1.58)
Roll velocity 0.00000 (rad/s)^2 0.00000 rad/s 0.00000 rad/s 5.012 4.483 4.068 s (rad/s)
(1.25) (1.40) (1.54)
Pitch velocity 0.00199 (rad/s)^2 0.04461 rad/s 0.08923 rad/s 2.845 3.158 3.033 s (rad/s)
(2.21) (1.99) (2.07)
Heave acceleration 0.911 m^2/s^4 0.955 m/s^2 1.909 m/s^2 2.906 3.356 3.217 s (rad/s)
(2.16) (1.87) (1.95)
Roll acceleration 0.00000 (rad/s/s)^2 0.00000 rad/s/s 0.00000 rad/s/s 5.012 2.515 1.953 s (rad/s)
(1.25) (2.50) (3.22)
Pitch acceleration 0.00854 (rad/s/s)^2 0.09242 rad/s/s 0.18485 rad/s/s 2.673 2.730 2.655 s (rad/s)
(2.35) (2.30) (2.37)
motion (0.92) (1.22) (1.31)
motion (2.26) (2.38) (2.55)
Bridge center: Abs. vert. 0.505 m^2/s^2 0.711 m/s 1.421 m/s 6.664 3.926 3.690 s (rad/s)
velocity (0.94) (1.60) (1.70)
Bridge center: Rel. vert. 0.406 m^2/s^2 0.637 m/s 1.275 m/s 2.619 1.880 1.654 s (rad/s)
velocity (2.40) (3.34) (3.80)
Bridge center: Abs. vert. accel 1.464 m^2/s^4 1.210 m/s^2 2.420 m/s^2 2.845 3.133 3.006 s (rad/s)
(2.21) (2.01) (2.09)
Bridge center: Rel. vert. accel 5.862 m^2/s^4 2.421 m/s^2 4.842 m/s^2 2.491 1.128 1.026 s (rad/s)
(2.52) (5.57) (6.13)
pitch) motion (0.95) (1.59) (1.69)
Bridge center: Long. (due to 0.008 m^2/s^2 0.087 m/s 0.175 m/s 2.845 3.159 3.033 s (rad/s)
pitch) velocity (2.21) (1.99) (2.07)
Bridge center: Long. (due to 0.033 m^2/s^4 0.181 m/s^2 0.362 m/s^2 2.673 2.731 2.655 s (rad/s)
pitch) accel (2.35) (2.30) (2.37)
Bridge center: Lat. (due to roll) 0.000 m^2 0.000 m 0.000 m 5.242 5.248 5.094 s (rad/s)
motion (1.20) (1.20) (1.23)
P a g e 10 | 20
(w_z)
Bridge center: Lat. (due to roll) 0.000 m^2/s^2 0.000 m/s 0.000 m/s 5.012 4.488 4.072 s (rad/s)
velocity (1.25) (1.40) (1.54)
Bridge center: Lat. (due to roll) 0.000 m^2/s^4 0.000 m/s^2 0.000 m/s^2 5.012 2.517 1.955 s (rad/s)
accel (1.25) (2.50) (3.21)
tip s/s
min.; MSI 120 min.
(0.92) (1.24) (1.32)
(2.26) (2.33) (2.50)
Slam: Abs. vert. velocity 0.540 m^2/s^2 0.735 m/s 1.470 m/s 6.661 3.872 3.641 s (rad/s)
(0.94) (1.62) (1.73)
Slam: Rel. vert. velocity 0.459 m^2/s^2 0.677 m/s 1.355 m/s 2.645 1.937 1.705 s (rad/s)
(2.38) (3.24) (3.68)
Slam: Abs. vert. accel 1.607 m^2/s^4 1.268 m/s^2 2.536 m/s^2 2.845 3.098 2.974 s (rad/s)
(2.21) (2.03) (2.11)
Slam: Rel. vert. accel 6.228 m^2/s^4 2.496 m/s^2 4.991 m/s^2 2.491 1.154 1.044 s (rad/s)
(2.52) (5.45) (6.02)
motion (0.95) (1.59) (1.69)
Slam: Long. (due to pitch) 0.006 m^2/s^2 0.076 m/s 0.151 m/s 2.845 3.159 3.033 s (rad/s)
velocity (2.21) (1.99) (2.07)
Slam: Long. (due to pitch) 0.025 m^2/s^4 0.157 m/s^2 0.313 m/s^2 2.673 2.731 2.655 s (rad/s)
accel (2.35) (2.30) (2.37)
Slam: Lat. (due to roll) motion 0.000 m^2 0.000 m 0.000 m 5.242 5.248 5.094 s (rad/s)
(1.20) (1.20) (1.23)
Slam: Lat. (due to roll) velocity 0.000 m^2/s^2 0.000 m/s 0.000 m/s 5.012 4.488 4.072 s (rad/s)
(1.25) (1.40) (1.54)
Slam: Lat. (due to roll) accel 0.000 m^2/s^4 0.000 m/s^2 0.000 m/s^2 5.012 2.517 1.955 s (rad/s)
(1.25) (2.50) (3.21)
120 min.
(0.92) (1.19) (1.28)
Propeller: Rel. vert. motion 0.019 m^2 0.139 m 0.279 m 2.592 2.145 1.959 s (rad/s)
(2.42) (2.93) (3.21)
Propeller: Abs. vert. velocity 0.425 m^2/s^2 0.652 m/s 1.304 m/s 6.685 3.985 3.727 s (rad/s)
(0.94) (1.58) (1.69)
Propeller: Rel. vert. velocity 0.200 m^2/s^2 0.447 m/s 0.894 m/s 2.443 1.449 1.304 s (rad/s)
(2.57) (4.34) (4.82)
Propeller: Abs. vert. accel 1.208 m^2/s^4 1.099 m/s^2 2.199 m/s^2 2.786 3.127 3.000 s (rad/s)
(2.26) (2.01) (2.09)
Propeller: Rel. vert. accel 4.643 m^2/s^4 2.155 m/s^2 4.310 m/s^2 0.630 0.987 0.929 s (rad/s)
(9.97) (6.37) (6.76)
motion (0.95) (1.59) (1.69)
Propeller: Long. (due to pitch) 0.006 m^2/s^2 0.074 m/s 0.149 m/s 2.845 3.159 3.033 s (rad/s)
velocity (2.21) (1.99) (2.07)
Propeller: Long. (due to pitch) 0.024 m^2/s^4 0.154 m/s^2 0.308 m/s^2 2.673 2.731 2.655 s (rad/s)
accel (2.35) (2.30) (2.37)
Propeller: Lat. (due to roll) 0.000 m^2 0.000 m 0.000 m 5.242 5.248 5.094 s (rad/s)
motion (1.20) (1.20) (1.23)
Propeller: Lat. (due to roll) 0.000 m^2/s^2 0.000 m/s 0.000 m/s 5.012 4.488 4.072 s (rad/s)
velocity (1.25) (1.40) (1.54)
s/s
MSI 120 min.
P a g e 11 | 20
RMS Heave motion [m]
Fresh Breeze (Pierson Moskowitz: 6.389 s, 1.633 m)
14 RMS Heave motion [m]
12 0.413
10 0.413
0.432
8
0.432
6 0.451
Vessel Speed kn
4 0.451
2 0.470
0 0.470
0.489
2
0.489
4 0.508
6 0.527
8 0.546
10 0.565
0.585
12
0.604
14 0.623
Wave heading deg 0.642
0.661
0.680
Moderate (JONSWAP: 9.977 s, 1.875 m) 0.699
0.718
14 RMS Heave motion [m]
12 0.413
10 0.413
0.432
8
0.432
6 0.451
Vessel Speed kn
4 0.451
2 0.470
0 0.470
0.489
2
0.489
4 0.508
6 0.527
8 0.546
10 0.565
0.585
12
0.604
14 0.623
Wave heading deg 0.642
0.661
0.680
0.699
0.718
P a g e 12 | 20
CG RAOs table
14 kn, 14 kn; Head, 180 deg
Encounter Wave freq. Wavelength Heave RAO Heave Phase Roll RAO Roll Phase Pitch RAO Pitch Phase Added
freq. rad/s m deg deg deg resistance
rad/s kN/m^2
0.400 0.323 589.659 1.003 -0.2 0.000 83.8 0.953 -88.6 5.513
0.489 0.382 422.652 1.005 -0.3 0.000 82.0 0.944 -89.4 7.7
0.578 0.437 322.182 1.009 -0.5 0.000 79.8 0.937 -90.3 10.116
0.667 0.490 256.429 1.013 -0.7 0.000 77.2 0.932 -91.3 12.725
0.756 0.541 210.698 1.019 -1.0 0.000 73.7 0.927 -92.4 15.497
0.844 0.589 177.399 1.027 -1.4 0.000 69.1 0.924 -93.6 18.402
0.933 0.636 152.265 1.036 -1.9 0.000 62.3 0.922 -95.0 21.412
1.022 0.681 132.742 1.047 -2.5 0.000 52.1 0.920 -96.5 24.502
1.111 0.725 117.214 1.059 -3.2 0.000 35.8 0.919 -98.0 27.648
1.200 0.767 104.618 1.074 -4.1 0.000 11.7 0.919 -99.8 30.828
1.251 0.791 98.448 1.084 -4.8 0.000 -4.0 0.920 -100.8 32.651
1.302 0.814 92.893 1.095 -5.4 0.000 -18.5 0.920 -102.0 34.475
1.352 0.837 87.871 1.106 -6.2 0.000 -30.6 0.921 -103.1 36.294
1.403 0.860 83.312 1.118 -7.1 0.000 -40.0 0.922 -104.4 38.104
1.454 0.882 79.157 1.132 -8.1 0.000 -47.1 0.924 -105.7 39.9
1.505 0.904 75.357 1.146 -9.2 0.000 -52.6 0.926 -107.1 41.676
1.556 0.926 71.871 1.161 -10.4 0.000 -56.9 0.928 -108.6 43.424
1.606 0.947 68.664 1.177 -11.8 0.000 -60.4 0.931 -110.1 45.136
1.657 0.968 65.704 1.194 -13.4 0.000 -63.1 0.934 -111.8 46.799
1.708 0.989 62.965 1.211 -15.1 0.000 -65.4 0.937 -113.6 48.399
1.759 1.010 60.425 1.229 -17.1 0.000 -67.3 0.941 -115.6 49.918
1.810 1.030 58.063 1.247 -19.3 0.000 -68.9 0.944 -117.7 51.331
1.860 1.050 55.863 1.265 -21.8 0.000 -70.3 0.948 -119.9 52.608
1.911 1.070 53.808 1.281 -24.5 0.000 -71.5 0.951 -122.4 53.713
1.962 1.090 51.886 1.296 -27.6 0.000 -72.5 0.954 -125.1 54.601
2.013 1.109 50.085 1.308 -31.0 0.000 -73.5 0.956 -128.1 55.222
2.063 1.128 48.393 1.315 -34.8 0.000 -74.3 0.956 -131.3 55.517
2.114 1.147 46.803 1.316 -38.9 0.000 -75.0 0.953 -134.8 55.428
2.165 1.166 45.304 1.310 -43.3 0.000 -75.7 0.946 -138.7 54.898
2.216 1.185 43.891 1.294 -48.1 0.000 -76.3 0.936 -142.8 53.882
2.267 1.203 42.556 1.268 -53.1 0.000 -76.9 0.919 -147.1 52.357
2.317 1.222 41.293 1.232 -58.4 0.000 -77.4 0.897 -151.7 50.33
2.368 1.240 40.096 1.184 -63.8 0.000 -77.8 0.868 -156.4 47.846
2.419 1.258 38.962 1.126 -69.2 0.000 -78.3 0.833 -161.1 44.989
2.470 1.275 37.884 1.059 -74.5 0.000 -78.6 0.792 -165.8 41.875
2.521 1.293 36.860 0.987 -79.7 0.000 -79.0 0.748 -170.5 38.637
2.571 1.310 35.885 0.910 -84.7 0.000 -79.4 0.700 -174.9 35.413
2.622 1.328 34.956 0.833 -89.4 0.000 -79.7 0.650 -179.2 32.326
2.673 1.345 34.071 0.756 -93.7 0.000 -80.0 0.601 176.9 29.478
2.724 1.362 33.225 0.682 -97.7 0.000 -80.3 0.553 173.2 26.944
2.775 1.379 32.418 0.612 -101.4 0.000 -80.5 0.506 169.8 24.766
2.825 1.395 31.645 0.547 -104.7 0.000 -80.8 0.462 166.8 22.958
2.876 1.412 30.906 0.487 -107.7 0.000 -81.0 0.420 164.0 21.505
2.927 1.428 30.198 0.432 -110.3 0.000 -81.2 0.382 161.5 20.37
2.978 1.445 29.519 0.382 -112.7 0.000 -81.4 0.346 159.2 19.498
3.029 1.461 28.868 0.337 -114.8 0.000 -81.6 0.313 157.2 18.829
3.079 1.477 28.242 0.296 -116.6 0.000 -81.8 0.283 155.4 18.302
3.130 1.493 27.642 0.260 -118.2 0.000 -82.0 0.256 153.8 17.865
3.181 1.509 27.064 0.227 -119.6 0.000 -82.2 0.231 152.4 17.476
3.232 1.525 26.508 0.198 -120.7 0.000 -82.3 0.208 151.2 17.104
3.283 1.540 25.973 0.172 -121.7 0.000 -82.5 0.188 150.1 16.728
3.333 1.556 25.458 0.148 -122.5 0.000 -82.6 0.169 149.3 16.334
3.384 1.571 24.961 0.127 -123.0 0.000 -82.8 0.152 148.6 15.917
3.435 1.586 24.481 0.109 -123.4 0.000 -82.9 0.137 148.0 15.471
3.486 1.602 24.019 0.092 -123.6 0.000 -83.0 0.123 147.6 14.997
3.537 1.617 23.572 0.078 -123.5 0.000 -83.2 0.110 147.3 14.496
3.587 1.632 23.141 0.065 -123.2 0.000 -83.3 0.098 147.2 13.972
P a g e 13 | 20
Encounter Wave freq. Wavelength Heave RAO Heave Phase Roll RAO Roll Phase Pitch RAO Pitch Phase Added
freq. rad/s m deg deg deg resistance
rad/s kN/m^2
3.638 1.647 22.724 0.053 -122.5 0.000 -83.4 0.088 147.2 13.427
3.689 1.661 22.321 0.043 -121.5 0.000 -83.5 0.078 147.4 12.867
3.740 1.676 21.930 0.034 -119.8 0.000 -83.6 0.070 147.8 12.296
3.790 1.691 21.553 0.026 -117.3 0.000 -83.7 0.062 148.3 11.718
3.841 1.705 21.187 0.019 -113.1 0.000 -83.8 0.055 149.1 11.138
3.892 1.720 20.832 0.013 -105.5 0.000 -83.9 0.049 150.0 10.559
3.943 1.734 20.489 0.008 -89.3 0.000 -84.0 0.043 151.2 9.987
3.994 1.748 20.155 0.005 -51.4 0.000 -84.1 0.038 152.6 9.425
4.044 1.763 19.832 0.006 -4.7 0.000 -84.2 0.033 154.3 8.877
4.095 1.777 19.518 0.008 17.8 0.000 -84.3 0.029 156.4 8.347
4.146 1.791 19.214 0.011 27.9 0.000 -84.4 0.025 158.9 7.839
4.197 1.805 18.918 0.014 33.5 0.000 -84.5 0.022 161.8 7.357
4.248 1.819 18.630 0.016 37.2 0.000 -84.5 0.019 165.4 6.904
4.298 1.832 18.351 0.018 39.8 0.000 -84.6 0.016 169.7 6.485
4.349 1.846 18.079 0.019 41.9 0.000 -84.7 0.014 174.8 6.105
4.400 1.860 17.815 0.021 43.7 0.000 -84.8 0.012 -179.1 5.767
4.711 1.942 16.341 0.024 52.4 0.000 -85.2 0.007 -123.4 4.714
5.022 2.021 15.080 0.023 61.4 0.000 -85.5 0.008 -84.3 4.368
5.333 2.099 13.990 0.020 72.4 0.000 -85.8 0.008 -65.5 3.729
5.644 2.174 13.039 0.017 85.4 0.000 -86.0 0.007 -51.4 2.823
5.956 2.247 12.203 0.015 100.0 0.000 -86.3 0.006 -37.6 1.893
6.267 2.319 11.462 0.013 114.9 0.000 -86.5 0.005 -22.5 2.064
6.578 2.388 10.802 0.011 129.6 0.000 -86.7 0.005 -6.5 2.373
6.889 2.457 10.210 0.009 143.7 0.000 -86.8 0.004 8.9 2.581
7.200 2.523 9.677 0.007 157.9 0.000 -87.0 0.003 22.4 2.636
7.511 2.589 9.194 0.006 173.9 0.000 -87.1 0.003 34.1 2.5
7.822 2.653 8.754 0.004 -165.9 0.000 -87.2 0.002 44.7 2.18
8.133 2.716 8.353 0.003 -139.3 0.000 -87.3 0.002 55.4 1.732
8.444 2.778 7.986 0.003 -110.4 0.000 -87.4 0.001 68.4 1.245
8.756 2.838 7.648 0.003 -86.5 0.000 -87.5 0.001 87.9 0.806
9.067 2.898 7.336 0.003 -69.1 0.000 -87.6 0.001 120.6 0.453
9.378 2.957 7.048 0.003 -55.9 0.000 -87.7 0.001 159.5 0.469
9.689 3.015 6.780 0.003 -44.6 0.000 -87.8 0.001 -175.0 0.646
10.000 3.071 6.531 0.002 -32.8 0.000 -87.8 0.001 -161.0 0.784
P a g e 14 | 20
CG RAOs graph
12 kn, 12 kn; Following, 0 deg
1800 9 CG RAOs
Added resistance
Added Resistance kN/m^2
Heave RAO
1600 RAO (transfer function) 8 Heave RAO
Roll RAO
1400 7 Pitch RAO
Added resistance
1200 6
Pitch RAO
1000 5
800 4
600 3
400 2
200 1
Roll RAO
0 0
-11 -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1
Encounter Frequency rad/s
12 kn, 12 kn; Beam, 90 deg

45 3.6 Roll RAO CG RAOs
Added resistance
Heave RAO
40 3.2
RAO (transfer function)
Roll RAO
35 2.8 Pitch RAO
Added resistance
30 2.4
25 2
20 1.6
Pitch RAO
15 1.2 Heave RAO
10 0.8
5 0.4
0 0
0 1 2 3 4 5 6 7 8 9 10
P a g e 15 | 20
60 2.4 Added resistance CG RAOs
55
2.2 Heave RAO
50 2 Roll RAO
45 1.8 Pitch RAO
Added resistance
40 1.6
35 1.4 Heave RAO
30 1.2
25 1 Pitch RAO
20 0.8
15 0.6
10 0.4
5 0.2
Roll RAO
0 0
0 1 2 3 4 5 6 7 8 9 10

3300 11 CG RAOs
Heave
Pitch RAO
3000 10 Heave RAO

Roll RAO
2700 9
Added resistance Pitch RAO
2400 8 Added resistance
2100 7
1800 6
1500 5
1200 4
900 3
600 2
300 1
Roll RAO
0 0
-11 -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1
P a g e 16 | 20
45 3.6 Roll RAO CG RAOs
Added resistance Heave RAO
40 RAO (transfer function) 3.2
Roll RAO
35 2.8 Pitch RAO
Added resistance
30 2.4
25 2
20 1.6
Pitch RAO
15 1.2
Heave RAO
10 0.8
5 0.4
0 0
0 1 2 3 4 5 6 7 8 9 10

60 2.4 Added resistance CG RAOs
55 2.2 Heave RAO

50 2 Roll RAO
45 1.8 Pitch RAO
Added resistance
40 1.6
35 1.4 Heave RAO
30 1.2
25 1 Pitch RAO
20 0.8
15 0.6
10 0.4
5 0.2
Roll RAO
0 0
0 1 2 3 4 5 6 7 8 9 10 11
P a g e 17 | 20
Remote location RAOs graph
5.5 Pitch RAO Remote location RAOs
5 Long. RAO
Lat. RAO
4.5
Vert. RAO
4 Roll RAO
3.5 Pitch RAO
3
2.5
2
1.5 Vert. RAO
1
0.5
Long.
Lat. RAO
Roll
0
-11 -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1

3.6 Roll RAO Remote location RAOs
Long. RAO
3.2
Lat. RAO
2.8 Vert. RAO
Roll RAO
2.4
Pitch RAO
2
1.6
Pitch RAO
1.2 Lat. RAO
Vert. RAO
0.8
0.4
Long. RAO
0
0 1 2 3 4 5 6 7 8 9 10
P a g e 18 | 20
1.8 Vert. RAO Remote location RAOs
Long. RAO
1.6
Lat. RAO
1.4 Vert. RAO
Roll RAO
1.2
Pitch RAO
1 Pitch RAO
0.8
0.6
0.4 Long. RAO
0.2
Lat.
Roll
RAO
RAO
0
0 1 2 3 4 5 6 7 8 9 10

11 Remote location RAOs
Pitch RAO
10 Long. RAO
Lat. RAO
9
Vert. RAO
8 Roll RAO
7 Pitch RAO
6
5
4
3
2 Vert. RAO
1
Long.
Lat. RAO
Roll
0
-11 -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1
P a g e 19 | 20
3.6 Roll RAO Remote location RAOs
Long. RAO
3.2
Lat. RAO
2.8 Vert. RAO
Roll RAO
2.4
Pitch RAO
2
1.6
Pitch RAO
1.2 Lat. RAO
0.8 Vert. RAO
0.4
Long. RAO
0
0 1 2 3 4 5 6 7 8 9 10

1.8 Vert. RAO Remote location RAOs
Long. RAO
1.6
Lat. RAO
1.4 Vert. RAO
Roll RAO
1.2
Pitch RAO
1 Pitch RAO
0.8
0.6
0.4
Long. RAO
0.2
Lat.
RollRAO
RAO
0
0 1 2 3 4 5 6 7 8 9 10 11
P a g e 20 | 20
Appendix 4: Longitudinally Stiffened Bottom Plate Analysis
Author Ahmed Taha
Subject Longitudinally Stiffened Bottom Plate Finite Element Analysis
Prepared for Graduation Project (2016-2017)
First Saved Friday, June 30, 2017
Last Saved Sunday, July 2, 2017
Product Version 18.0 Release
Save Project Before Solution No
Save Project After Solution No
---------------------------------------------------------------------------
P a g e 1 | 15
Contents
• Units
• Model (A4)
o Geometry
▪ SYS
▪ Parts
o Coordinate Systems
o Connections
o Mesh
o Static Structural (A5)
▪ Analysis Settings
▪ Loads
▪ Solution (A6)
▪ Solution Information
▪ Results
• Material Data
o Steel Grade A
Units
TABLE 1
Unit System Metric (m, kg, N, s, V, A) Degrees rad/s Celsius
Angle Degrees
Rotational Velocity rad/s
Temperature Celsius
Model (A4)
Geometry
TABLE 2
Model (A4) > Geometry
Object Name Geometry
State Fully Defined
Definition
C:\Users\Ahmed\Desktop\Graduations\Ansys\OSv bottom
Source
final_files\dp0\SYS\DM\SYS.scdoc
Type SpaceClaim
Length Unit Meters
Element Control Program Controlled
Display Style Body Color
Bounding Box
Length X 3.5 m
Length Y 0. m
Length Z 6. m
Properties
Volume 0.33231 m³
Mass 2615.3 kg
---------------------------------------------------------------------------
P a g e 2 | 15
Scale Factor Value 1.
Statistics
Bodies 10
Active Bodies 10
Nodes 1907
Elements 1827
Mesh Metric None
Basic Geometry Options
Solid Bodies Yes
Surface Bodies Yes
Line Bodies Yes
Parameters Independent
Parameter Key
Attributes Yes
Attribute Key
Named Selections Yes
Named Selection Key
Material Properties Yes
Advanced Geometry Options
Use Associativity Yes
Coordinate Systems Yes
Coordinate System Key
Reader Mode Saves Updated
No
File
Use Instances Yes
Smart CAD Update Yes
Compare Parts On Update No
Attach File Via Temp File Yes
Temporary Directory C:\Users\Ahmed\AppData\Local\Temp
Analysis Type 3-D
Mixed Import Resolution None
Decompose Disjoint Geometry Yes
Enclosure and Symmetry
Yes
Processing
TABLE 3
Model (A4) > Geometry > Body Groups
Object Name SYS
State Meshed
Graphics Properties
Visible Yes
Definition
Suppressed No
Assignment Steel Grade A
Coordinate System Default Coordinate System
Bounding Box
Length X 3.5 m
Length Y 0. m
Length Z 6. m
Properties
Volume 0.33231 m³
---------------------------------------------------------------------------
P a g e 3 | 15
Mass 2615.3 kg
Statistics
Nodes 1907
Elements 1827
Mesh Metric None
CAD Attributes
PartTolerance: 0.00000001
Color:143.175.143
TABLE 4
Model (A4) > Geometry > SYS > Parts
Object SYS_beam SYS_beam SYS_beam SYS_beam SYS_beam SYS_beam SYS_beam SYS_beam SYS_beam
Surface
Name s s s s s s s s s
State Meshed
Graphics Properties
Visible Yes
Transparency 1
Definition
Suppressed No
Stiffness Behavior Flexible
Reference Temperature By Environment
Thickness 8.e-003 m
Thickness Mode Refresh on Update
Offset Type Middle User Defined
Behavior None
Offset Mode Refresh on Update
Offset X -1.7598e-004 m -3.8153e-002 m -1.8067e-003 m 0. m
Offset Y 0.33132 m 5.1857e-002 m 0.33713 m 0.33183 m
Model Type Beam
Type Pre-Integrated
Material
Nonlinear Effects Yes
Thermal Strain Effects Yes
Bounding Box
Length X 3.5 m 0. m 3.5 m 0. m
Length Y 0. m
Length Z 6. m 0. m 6. m
Properties
Volume 0.168 m³ 2.9604e-002 m³ 7.296e-003 m³ 3.1304e-002 m³ 1.1612e-002 m³
Mass 1322.2 kg 232.98 kg 57.42 kg 246.36 kg 91.388 kg
Centroid X 1.75 m
Centroid Y 0. m
Centroid Z -3. m
Moment of Inertia Ip1 3966.5 kg·m²
Surface Area(approx.) 21. m²
Length 6. m 3.5 m 6. m
Cross Section Center Girder Bottom Long Trans Side Girder
---------------------------------------------------------------------------
P a g e 4 | 15
Cross Section Area 4.934e-003 m² 1.216e-003 m² 8.944e-003 m² 1.9354e-003 m²
Cross Section IYY 6.7482e-006 m²·m² 7.373e-007 m²·m² 1.1074e-004 m²·m² 6.4865e-006 m²·m²
Cross Section IZZ 9.8962e-005 m²·m² 7.373e-007 m²·m² 4.6604e-005 m²·m² 9.1146e-006 m²·m²
Statistics
Nodes 1517 103 57 103
Elements 1437 51 28 51
Mesh Metric None
Coordinate Systems
TABLE 5
Model (A4) > Coordinate Systems > Coordinate System
Object Name Global Coordinate System
State Fully Defined
Definition
Type Cartesian
Coordinate System ID 0.
Origin
Origin X 0. m
Origin Y 0. m
Origin Z 0. m
Directional Vectors
X Axis Data [ 1. 0. 0. ]
Y Axis Data [ 0. 1. 0. ]
Z Axis Data [ 0. 0. 1. ]
Connections
TABLE 6
Model (A4) > Connections
Object Name Connections
State Fully Defined
Auto Detection
Generate Automatic Connection On Refresh Yes
Transparency
Enabled Yes
Mesh
TABLE 7
Model (A4) > Mesh
Object Name Mesh
State Solved
Display
Defaults
Physics Preference Mechanical
Relevance 0
Element Midside Nodes Program Controlled
Sizing
---------------------------------------------------------------------------
P a g e 5 | 15
Size Function Curvature
Use Uniform Size Function For Sheets No
Relevance Center Coarse
Initial Size Seed Active Assembly
Span Angle Center Coarse
Curvature Normal Angle Default (30.0 °)
Min Size Default (2.3385e-002 m)
Max Face Size Default (0.116930 m)
Growth Rate Default
Automatic Mesh Based Defeaturing On
Defeature Size Default (1.1693e-002 m)
Minimum Edge Length 1.5542e-003 m
Quality
Check Mesh Quality Yes, Errors
Error Limits Standard Mechanical
Target Quality Default (0.050000)
Smoothing Medium
Mesh Metric None
Inflation
Use Automatic Inflation None
Inflation Option Smooth Transition
Transition Ratio 0.272
Maximum Layers 2
Growth Rate 1.2
Inflation Algorithm Pre
View Advanced Options No
Advanced
Number of CPUs for Parallel Part Meshing Program Controlled
Straight Sided Elements No
Number of Retries 0
Rigid Body Behavior Dimensionally Reduced
Mesh Morphing Disabled
Triangle Surface Mesher Program Controlled
Topology Checking No
Use Sheet Thickness for Pinch No
Pinch Tolerance Default (2.1047e-002 m)
Generate Pinch on Refresh No
Sheet Loop Removal No
Statistics
Nodes 1907
Elements 1827
Static Structural (A5)

TABLE 8
Model (A4) > Analysis
Object Name Static Structural (A5)
State Solved
Definition
Physics Type Structural
---------------------------------------------------------------------------
P a g e 6 | 15
Analysis Type Static Structural
Solver Target Mechanical APDL
Options
Environment Temperature 22. °C
Generate Input Only No
Delete Unneeded Files Yes
Nonlinear Solution No
Solver Units Active System
Solver Unit System mks
TABLE 10
Model (A4) > Static Structural (A5) > Loads
Object Name hydrostatic pressure Pressure Displacement Fixed Support
State Fully Defined
Scope
Scoping Method Geometry Selection
Geometry 24 Faces 8 Edges 13 Edges
Definition
Type Pressure Displacement Fixed Support
Define By Normal To Components
Applied By Surface Effect
Magnitude 49648 Pa (ramped) -6000. Pa (ramped)
Suppressed No
Coordinate System Global Coordinate System
X Component 0. m (ramped)
Y Component Free
Z Component 0. m (ramped)
TABLE 13
Model (A4) > Static Structural (A5) > Solution (A6) > Results
Equivalent Total
Equivalent Total Torsional Total Shear
Object Name Elastic Axial Force Bending
Stress Deformation Moment Force
Strain Moment
State Solved
Scope
Scoping
Geometry Selection
Method
Geometry All Bodies All Line Bodies
Position Top/Bottom
Definition
Equivalent Total Directional
Equivalent (von- Total Directional Total Shear
Type Elastic Bending Torsional
Mises) Stress Deformation Axial Force Force
Strain Moment Moment
By Time
Display Time Last
Calculate
Yes
Time History
Identifier
Suppressed No
---------------------------------------------------------------------------
P a g e 7 | 15
Solution Solution
Coordinate
Coordinate Coordinate
System
System System
Integration Point Results
Display
Averaged Averaged Unaveraged
Option
Average
Across No
Bodies
Results
2.1422e+006 1.6696e-005 -1.0503e+006 34.999
Minimum 0. m -299.26 N·m 112.12 N
Pa m/m N N·m
5.5761e+008 2.72e-003 9.7659e-002 66342 2.4774e+005
Maximum 6.3489e+005 N 229.36 N·m
Pa m/m m N·m N
Minimum
Surface SYS_beams
Occurs On
Maximum
Surface SYS_beams
Occurs On
Information
Time 1. s
Load Step 1
Substep 1
Iteration
1
Number
TABLE 14
Model (A4) > Static Structural (A5) > Solution (A6) > Equivalent Stress
Time [s] Minimum [Pa] Maximum [Pa]
1. 2.1422e+006 5.5761e+008
---------------------------------------------------------------------------
P a g e 8 | 15
FIGURE 5
Model (A4) > Static Structural (A5) > Solution (A6) > Equivalent Stress > Equivalent Stress
TABLE 15
Model (A4) > Static Structural (A5) > Solution (A6) > Equivalent Elastic Strain
Time [s] Minimum [m/m] Maximum [m/m]
1. 1.6696e-005 2.72e-003
---------------------------------------------------------------------------
P a g e 9 | 15
FIGURE 7
Model (A4) > Static Structural (A5) > Solution (A6) > Equivalent Elastic Strain > Equivalent Elastic Strain
TABLE 16
Model (A4) > Static Structural (A5) > Solution (A6) > Total Deformation
Time [s] Minimum [m] Maximum [m]
1. 0. 9.7659e-002
---------------------------------------------------------------------------
P a g e 10 | 15
FIGURE 9
Model (A4) > Static Structural (A5) > Solution (A6) > Total Deformation > Total Deformation
TABLE 17
Model (A4) > Static Structural (A5) > Solution (A6) > Axial Force
Time [s] Minimum [N] Maximum [N]
1. -1.0503e+006 6.3489e+005
---------------------------------------------------------------------------
P a g e 11 | 15
FIGURE 11
Model (A4) > Static Structural (A5) > Solution (A6) > Axial Force > Axial Force
TABLE 18
Model (A4) > Static Structural (A5) > Solution (A6) > Total Bending Moment
Time [s] Minimum [N·m] Maximum [N·m]
1. 34.999 66342
---------------------------------------------------------------------------
P a g e 12 | 15
FIGURE 13
Model (A4) > Static Structural (A5) > Solution (A6) > Total Bending Moment > Total Bending Moment
TABLE 19
Model (A4) > Static Structural (A5) > Solution (A6) > Torsional Moment
1. -299.26 229.36
FIGURE 15
Model (A4) > Static Structural (A5) > Solution (A6) > Torsional Moment > Torsional Moment
---------------------------------------------------------------------------
P a g e 13 | 15
TABLE 20
Model (A4) > Static Structural (A5) > Solution (A6) > Total Shear Force
1. 112.12 2.4774e+005
FIGURE 17
Model (A4) > Static Structural (A5) > Solution (A6) > Total Shear Force > Total Shear Force
---------------------------------------------------------------------------
P a g e 14 | 15
Material Data
TABLE 21
Steel Grade A > Constants
Density 7870 kg m^-3
Isotropic Secant Coefficient of Thermal Expansion C^-1
Specific Heat 486 J kg^-1 C^-1
Isotropic Thermal Conductivity 51.9 W m^-1 C^-1
TABLE 22
Steel Grade A > Isotropic Elasticity
Young's Modulus Pa Poisson's Ratio Bulk Modulus Pa Shear Modulus Pa
2.05e+011 0.29 1.627e+011 7.9457e+010
TABLE 23
Steel Grade A > Isotropic Secant Coefficient of Thermal Expansion
Zero-Thermal-Strain Reference Temperature C
22
TABLE 24
Steel Grade A > Tensile Yield Strength
Tensile Yield Strength Pa
TABLE 25
Steel Grade A > Tensile Ultimate Strength
Tensile Ultimate Strength Pa
4.2e+008
---------------------------------------------------------------------------
P a g e 15 | 15
Appendix 5: Longitudinally Stiffened Side Plate Analysis
Author Ahmed Taha
Subject Longitudinally Stiffened Side Finite Element Analysis
Prepared for Graduation Project (2016-2017)
First Saved Friday, June 30, 2017
Last Saved Sunday, July 2, 2017
Product Version 18.0 Release
Save Project Before Solution No
Save Project After Solution No
---------------------------------------------------------------------------
P a g e 1 | 15
Contents
• Units
• Model (A4)
o Geometry
▪ OSV side1
▪ Parts
o Coordinate Systems
o Connections
o Mesh
o Static Structural (A5)
▪ Analysis Settings
▪ Loads
▪ Solution (A6)
▪ Solution Information
▪ Results
• Material Data
o Steel Grade A
Units
TABLE 1
Unit System Metric (m, kg, N, s, V, A) Degrees rad/s Celsius
Angle Degrees
Rotational Velocity rad/s
Temperature Celsius
Model (A4)
Geometry
TABLE 2
Model (A4) > Geometry
Object Name Geometry
State Fully Defined
Definition
C:\Users\Ahmed\Desktop\Graduations\Ansys\OSv side
Source
final_files\dp0\SYS\DM\SYS.scdoc
Type SpaceClaim
Length Unit Meters
Element Control Program Controlled
Bounding Box
Length X 6. m
Length Y 0. m
Length Z 2.5 m
Properties
Volume 0.18922 m³
Mass 1489.1 kg
---------------------------------------------------------------------------
P a g e 2 | 15
Scale Factor Value 1.
Statistics
Bodies 8
Active Bodies 8
Nodes 1751
Elements 1670
Mesh Metric None
Basic Geometry Options
Solid Bodies Yes
Surface Bodies Yes
Line Bodies Yes
Parameters Independent
Parameter Key
Attributes Yes
Attribute Key
Named Selections Yes
Named Selection Key
Material Properties Yes
Advanced Geometry Options
Use Associativity Yes
Coordinate Systems Yes
Coordinate System Key
Reader Mode Saves Updated File No
Use Instances Yes
Smart CAD Update Yes
Compare Parts On Update No
Attach File Via Temp File Yes
Temporary Directory C:\Users\Ahmed\AppData\Local\Temp
Analysis Type 3-D
Mixed Import Resolution None
Decompose Disjoint Geometry Yes
Enclosure and Symmetry
Yes
Processing
TABLE 3
Model (A4) > Geometry > Body Groups
Object Name OSV side1
State Meshed
Graphics Properties
Visible Yes
Definition
Suppressed No
Bounding Box
Length X 6. m
Length Y 0. m
Length Z 2.5 m
Properties
Volume 0.18922 m³
Mass 1489.1 kg
---------------------------------------------------------------------------
P a g e 3 | 15
Statistics
Nodes 1751
Elements 1670
Mesh Metric None
CAD Attributes
PartTolerance: 0.00000001
Color:143.175.143
TABLE 4
Model (A4) > Geometry > OSV side1 > Parts
Side OSV OSV OSV OSV OSV OSV OSV
Object Name
Plate side1_beams side1_beams side1_beams side1_beams side1_beams side1_beams side1_beams
State Meshed
Graphics Properties
Visible Yes
Transparency 1
Definition
Suppressed No
Stiffness
Flexible
Behavior
Coordinate
Default Coordinate System
System
Reference
By Environment
Temperature
7.e-003
Thickness
m
Refresh
Thickness
on
Mode
Update
Offset Type Middle User Defined
Behavior None
Offset Mode Refresh on Update
Offset X 7.2264e-002 m 0. m
Offset Y 2.5e-003 m 0.34283 m
Model Type Beam
Type Pre-Integrated
Material
Nonlinear
Yes
Effects
Thermal
Yes
Strain Effects
Bounding Box
Length X 6. m 0. m
Length Y 0. m
Length Z 2.5 m 0. m 2.5 m
Properties
0.105
Volume 4.284e-003 m³ 2.236e-002 m³
m³
826.35
Mass 33.715 kg 175.97 kg
kg
Centroid X 3. m
---------------------------------------------------------------------------
P a g e 4 | 15
Centroid Y 0. m
Centroid Z -1.25 m
Moment of 430.39
Inertia Ip1 kg·m²
Moment of 2909.4
Inertia Ip2 kg·m²
Moment of 2479.1
Inertia Ip3 kg·m²
Surface
15. m²
Area(approx.)
Length 6. m 2.5 m
Cross
Side Long Side Trans
Section
Cross
7.14e-004 m² 8.944e-003 m²
Section Area
Cross
1.4793e-007 m²·m² 1.1074e-004 m²·m²
Section IYY
Cross
4.0977e-007 m²·m² 4.6604e-005 m²·m²
Section IZZ
Statistics
Nodes 1456 111 51
Elements 1375 55 25
Mesh Metric None
Coordinate Systems
TABLE 5
Model (A4) > Coordinate Systems > Coordinate System
Object Name Global Coordinate System
State Fully Defined
Definition
Type Cartesian
Coordinate System ID 0.
Origin
Origin X 0. m
Origin Y 0. m
Origin Z 0. m
Directional Vectors
X Axis Data [ 1. 0. 0. ]
Y Axis Data [ 0. 1. 0. ]
Z Axis Data [ 0. 0. 1. ]
Mesh
TABLE 7
Model (A4) > Mesh
Object Name Mesh
State Solved
Display
Defaults
Physics Preference Mechanical
---------------------------------------------------------------------------
P a g e 5 | 15
Relevance 0
Element Midside Nodes Program Controlled
Sizing
Size Function Curvature
Use Uniform Size Function For Sheets No
Relevance Center Coarse
Initial Size Seed Active Assembly
Span Angle Center Coarse
Curvature Normal Angle Default (30.0 °)
Min Size Default (2.1651e-002 m)
Max Face Size Default (0.108250 m)
Growth Rate Default
Automatic Mesh Based Defeaturing On
Defeature Size Default (1.0825e-002 m)
Minimum Edge Length 0.50 m
Quality
Check Mesh Quality Yes, Errors
Error Limits Standard Mechanical
Target Quality Default (0.050000)
Smoothing Medium
Mesh Metric None
Inflation
Use Automatic Inflation None
Inflation Option Smooth Transition
Transition Ratio 0.272
Maximum Layers 2
Growth Rate 1.2
Inflation Algorithm Pre
View Advanced Options No
Advanced
Number of CPUs for Parallel Part Meshing Program Controlled
Straight Sided Elements No
Number of Retries 0
Rigid Body Behavior Dimensionally Reduced
Mesh Morphing Disabled
Triangle Surface Mesher Program Controlled
Topology Checking No
Use Sheet Thickness for Pinch No
Pinch Tolerance Default (1.9486e-002 m)
Generate Pinch on Refresh No
Sheet Loop Removal No
Statistics
Nodes 1751
Elements 1670
---------------------------------------------------------------------------
P a g e 6 | 15
Static Structural (A5)
TABLE 8
Model (A4) > Analysis
Object Name Static Structural (A5)
State Solved
Definition
Physics Type Structural
Analysis Type Static Structural
Solver Target Mechanical APDL
Options
Environment Temperature 22. °C
Generate Input Only No
TABLE 10
Model (A4) > Static Structural (A5) > Loads
Object Name Hydrostatic Pressure Fluid Solid Interface Fixed Support
State Fully Defined
Scope
Scoping Method Geometry Selection
Geometry 20 Faces 10 Edges
Shell Face Top
Definition
Type Hydrostatic Pressure Fluid Solid Interface Fixed Support
Coordinate System Global Coordinate System
Fluid Density 1.025 kg/m³
Suppressed No
Interface Number 1.
Data to Transfer [Expert] Program Controlled
Hydrostatic Acceleration
Define By Components
X Component 0. m/s² (ramped)
Y Component 0. m/s² (ramped)
Z Component 10. m/s² (ramped)
Free Surface Location
X Coordinate 0. m
Y Coordinate 0. m
Z Coordinate -1.3 m
Location Defined
Solution (A6)
TABLE 13
Model (A4) > Static Structural (A5) > Solution (A6) > Results
Total Total
Total Strain Torsional
Object Name Equivalent Stress Axial Force Bending Shear
Deformation Energy Moment
Moment Force
State Solved
Scope
---------------------------------------------------------------------------
P a g e 7 | 15
Scoping
Geometry Selection
Method
Geometry All Bodies All Line Bodies
Position Top/Bottom
Definition
Total Directional Total
Total Equivalent (von- Strain Directional
Type Bending Torsional Shear
Deformation Mises) Stress Energy Axial Force
Moment Moment Force
By Time
Display Time Last
Calculate Time
Yes
History
Identifier
Suppressed No
Solution Solution
Coordinate
Coordinate Coordinate
System
System System
Results
1.3012e- 1.4941e- 4.0488e-
Minimum 0. m 1679.8 Pa -216.01 N -0.52037 N·m
009 J 002 N·m 002 N
5.9109e-005 2.4125e-
Maximum 1.7194e+005 Pa 103.5 N 3.8102 N·m 0.47099 N·m 9.5348 N
m 005 J
Minimum
Side Plate OSV side1_beams
Occurs On
Maximum
Side Plate OSV side1_beams
Occurs On
Information
Time 1. s
Load Step 1
Substep 1
Iteration
1
Number
Integration Point Results
Display Option Averaged Unaveraged
Average
No
Across Bodies
TABLE 14
Model (A4) > Static Structural (A5) > Solution (A6) > Total Deformation
Time [s] Minimum [m] Maximum [m]
1. 0. 5.9109e-005
FIGURE 3
Model (A4) > Static Structural (A5) > Solution (A6) > Total Deformation > Total Deformation
---------------------------------------------------------------------------
P a g e 8 | 15
TABLE 15
Model (A4) > Static Structural (A5) > Solution (A6) > Equivalent Stress
Time [s] Minimum [Pa] Maximum [Pa]
1. 1679.8 1.7194e+005
FIGURE 5
Model (A4) > Static Structural (A5) > Solution (A6) > Equivalent Stress > Equivalent Stress
---------------------------------------------------------------------------
P a g e 9 | 15
TABLE 16
Model (A4) > Static Structural (A5) > Solution (A6) > Strain Energy
Time [s] Minimum [J] Maximum [J]
1. 1.3012e-009 2.4125e-005
FIGURE 7
Model (A4) > Static Structural (A5) > Solution (A6) > Strain Energy > Strain Energy
TABLE 17
Model (A4) > Static Structural (A5) > Solution (A6) > Axial Force
1. -216.01 103.5
---------------------------------------------------------------------------
P a g e 10 | 15
FIGURE 9
Model (A4) > Static Structural (A5) > Solution (A6) > Axial Force > Axial Force
TABLE 18
Model (A4) > Static Structural (A5) > Solution (A6) > Total Bending Moment
1. 1.4941e-002 3.8102
---------------------------------------------------------------------------
P a g e 11 | 15
FIGURE 11
Model (A4) > Static Structural (A5) > Solution (A6) > Total Bending Moment > Total Bending Moment
TABLE 19
Model (A4) > Static Structural (A5) > Solution (A6) > Torsional Moment
1. -0.52037 0.47099
---------------------------------------------------------------------------
P a g e 12 | 15
FIGURE 13
Model (A4) > Static Structural (A5) > Solution (A6) > Torsional Moment > Torsional Moment
TABLE 20
Model (A4) > Static Structural (A5) > Solution (A6) > Total Shear Force
1. 4.0488e-002 9.5348
FIGURE 15
Model (A4) > Static Structural (A5) > Solution (A6) > Total Shear Force > Total Shear Force
---------------------------------------------------------------------------
P a g e 13 | 15
Material Data
TABLE 21
Steel Grade A > Constants
Density 7870 kg m^-3
Isotropic Secant Coefficient of Thermal Expansion C^-1
Specific Heat 486 J kg^-1 C^-1
Isotropic Thermal Conductivity 51.9 W m^-1 C^-1
TABLE 22
Steel Grade A > Isotropic Elasticity
Young's Modulus Pa Poisson's Ratio Bulk Modulus Pa Shear Modulus Pa
2.05e+011 0.29 1.627e+011 7.9457e+010
TABLE 23
Steel Grade A > Isotropic Secant Coefficient of Thermal Expansion
Zero-Thermal-Strain Reference Temperature C
22
TABLE 24
Steel Grade A > Tensile Yield Strength
Tensile Yield Strength Pa
TABLE 25
Steel Grade A > Tensile Ultimate Strength
Tensile Ultimate Strength Pa
4.2e+008
---------------------------------------------------------------------------
P a g e 14 | 15
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A Graduation Project Report Submitted To The Department of Naval Architecture and Marine Engineering

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A Graduation Project Report Submitted to the Department of Naval

Technical Report · July 2017

Ahmed Taha Moustafa El-Gammal

SEE PROFILE SEE PROFILE

Offshore Support Vessels Design View project

The user has requested enhancement of the downloaded file.

Offshore Support Vessels Design

Ahmed Taha Abd El-Mawla

Prof. Dr. M. M. El-Gammal

I would like to express my deep gratitude to Prof. Dr.M. M. El-Gammal and

Thanks Again to All Who Helped Me.

7.3. Ship Resistance Calculations……………………………………….….…. 29

12.1. Ship Scantling Concept …………………………………………………. 69

Appendix 1: Stability Booklet

Figure 1.1 Platform Supply Vessels (PSV) …………………………………………………. 3

Table 3.1 Table of Offsets……………………………………………………………... 13

1.1 Offshore Support Vessel

Types of Offshore Support Vessel

OSVs can be divided into several types according to its functions:

• Platform Supply Vessels (PSV)

Figure 1.1 Platform Supply Vessels (PSV)

• Remote Operating Vessels (ROV) Support

Features of offshore supply vessel

1- Work deck 13 - Heavy lift crane

Figure 1.2 Anchor Handling Towing and Supply (AHTS) vessel

Figure 1.3 Multi-Purpose Service Vessel (MPSV)

1.3 A brief introduction of oilfield market

3.1. Generation of the hull surface

Figure 3.1 Lines before Fairing process

3.2. General specifications of the vessel

The Vessel to be arranged as a single decker. Machinery to be arranged forward of midship

3.3. Lines Plans - Table of Offsets

A ship's hull is a very complicated three-dimensional shape. With few exceptions, an

Figure 3.3 Lines Plans by using MAXSURF MODELER

Table 3.1 Table of Offsets

chine 1 chine 2 chine 3 chine 4

36 18 0 0.3513 1.0685 1.3361 1.9906 1.8824 2.4583 3.4782

Figure 3.4. General Arrangements of OSV

3.5. Classification Societies and Classification Rules

Table 3.2 Additional notations for specialized service capabilities

4.1 Introduction of Ship Design

Figure 4.2 Design process. [8]

4.2 3D Model Representation

Figure 4.3 3D Model Representation

4.3 preliminary hydrostatic calculations

Table 4.1 preliminary hydrostatic calculations

4.4 light weight Estimations

Figure 4.4 Steel weight Estimations

5.1 Tank Capacity and cargo

Table 5.1 Tank Capacity

5.2 Distribution of Dead Weight

Figure 7.1 Distribution of Dead Weight

6.1. Load Conation from Regulations

An offshore support vessel is typically designed with accommodations and bridge

The following stability criteria are to be complied with:

6.2 Upright Hydrostatics

6.3 Large Angle Stability

6.5 KN Values Analysis cross curve of stability

6.6 Longitudinal Strength

6.7 Tank Calibrations

6.8 Stability Booklet