2019 - ANTU - Antarctic Logistic Vessel

Argentinean National
Technological University Antarctic Logistic Vessel
DR. JAMES A. LISNYK

STUDENT SHIP DESIGN COMPETITION 2019
PROJECT OF AN ANTARCTIC LOGISTIC VESSEL
Argentinean National Technological University

Regional Faculty Buenos Aires
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Student Certification
This is to certify that the following members were part of the design team and by this statement, I certify that the work done for
this design competition was completed by the student team members.
STUDENT NAME SIGNATURE
MAXIMILIANO FABIAN MAVICA
ESTEBAN NICOLÁS ESCUDERO
JUAN CRUZ TAUTERYS
MARIA ESTHER JUNCO
IAN CARLOS ALVARENGA CAMARGO
AGUSTÍN IBARRA
ANTU Section & Project Student Advisor
Page I
Owner’s Requirements for an Antarctic Logistic Vessel

Introduction
The specification below describes the owner’s requirements for the construction and planning of an Antarctic Logistic Vessel
(ALV).
Operational Profile
The vessel will operate during 120 days for a typical Antarctic Campaign. The distance for safe return to port is 1000 nautical
miles. Ship´s Antarctic Operations may or may not include Helicopter Operations.
Principal Characteristics and requirements

The Polar Transport Mission is to provide logistic support for Antarctic activities and to carry on specific as requested. Own
capabilities will be enough to fulfill its tasks independently, transporting personnel and cargo, to and from polar regions;
developing simultaneous and sustained flight, boats and amphibious crafts operation, for embarking or landing the
aforementioned personnel and/or cargo, while steaming thru restricted waters, with ice presence and in extreme hydro-
meteorological condition. The vessel will be classed for unrestricted service and according to owner´s request must have the
following functions:
 Towing
 Search and rescue (SAR)
 Fleet support
 Medical assistance
 Visit, inspection and capture
 Maritime logistic support
 Pollution control
 Support for natural disasters
Route & Endurance

This vessel will operate at South Atlantic, supporting all Argentine Antarctic Program. It will be capable to guarantee 180 annual
operation days.
Limiting particulars
 LOA: no less than 120 meters.
 Beam: approx. 22 meters.
 Draft: no more than 9 meters.
 Depth: approx. 12 meters.
 Displacement: no restriction.
Accommodation
Must be guaranteed the habitability for permanent crew that will be augmented by an additional crew. The owner’s request
habitability for 130 people for permanent crew and 60 people as additional crew.
Speeds
With the objective to optimize the navigation time between work zones, the vessel must reach a maximum speed of 16 knots with
the 80% of installed power and an economic speed of 13 knots with a range of 15000 nautical miles.
Sea-keeping
Helicopter operations: Sea force 3 and maneuvering speed 10 knots, with a rolling less than 5 degrees and a heeling less than 2
degrees.
Facilities
Minimum two holds with connecting bridges. The total capacities are:
 General dry cargo of 4000 m3.
 At least 14 TEUs reefers connections.
 1.500 standards drums (205 liters each one).
 600 natural gas cylinders (45 kilograms each one).
Page II
Tank Capacities
 Arctic Special Blend: 1500 m3.
 Bunkers: 1500 m3.
 JP1 for helicopters plus delivering: at least 500 m3.
 Fresh water: 600 m3.
 Potable water: 600 m3.
 Lubricating oil: at least 90 m3.
Equipment
The vessel will be equipped with the following hydraulically operated deck cranes:
 Two (2) cranes, one of 50Tn and another for 28Tn (or greater).
 Stern holds: two (2) cranes 28Tn (or greater).
 All three TEUs cranes the same.
 One capstan for bow anchors, capable for 120 meters depth anchoring.
Additional Maneuvering & Stability Systems

The vessel will be equipped with stabilizers by retractable fins.
Boats and Crafts

 Two (2) long rigid inflatable boats on main deck.
 Two (2) Landing Craft (main dimensions are LOA 9,80m; Beam 3,80m; Depth 1,50m).
Helicopter Management Facilities

The ship will be provided with the capacity of operation of two (2) helicopters and one hangar. The main dimensions of the helideck
are according to stated helicopters, with and deck anti-freezing (either an ice mitigation system or an ice prevention one). Capable
for day and Night Operations.
Classification
The vessel shall be designed in accordance with the latest DNV GL rules and regulations according as an IACS´s POLAR CLASS 5 (PC
5) or similar class notation in other classification society.
Regulations
The vessel with equipment shall be built fulfilling all applicable Class and Flag State rules and regulations in force according
including but not limited to.
 International Load Lines Convention, 1966.
 Safety of Life at Sea (SOLAS), 1974 and the amendments in force at the moment of contract.
 International Regulations for Preventing Collisions at Sea, 1972 and amendments.
 Marine Pollution Prevention (MARPOL), 1973/1978 and amendments.
 Convention N’68 at Seattle concerning feeding of ship’s and crew.
 Convention N’93 at Genova 1949 concerning accommodations of ship’s crew
 International Convention for Rules of Radio and Wireless communications (Montreux 1965) and its amendments.
 International Labor Organization (ILO) standards.
 Underwater Radiated Noise reduction according to International Committee of Electromagnetic Safety (ICES) Nº209
Standard.
 Antarctic Treaty.
During the design development, regulations directly related to environmental issues shall be researched and responded to.
Evaluations should include the following features:
 Minimization of NOX and SOX emissions from the diesel engines.
 Disposal of sewage, waste and hazardous materials
 Provision for at-sea ballast water exchange or other effective measures of ballast management to minimize invasive
species introduction.
Registry
According with national regulation will be registered with Argentinian flag.
Page III
Index
EXECUTIVE SUMMARY................................................................................................................................................................ 1
ACKNOWLEDGEMENTS ............................................................................................................................................................... 2
ABBREVIATIONS ......................................................................................................................................................................... 3
1. SUMMARY OF PRINCIPAL PARTICULARS ............................................................................................................................ 4
2. PROJECT OVERVIEW ........................................................................................................................................................... 4
2.1. PURPOSE .............................................................................................................................................................................. 4

2.2. LOGISTIC OPERATION .............................................................................................................................................................. 4
3. VESSEL OVERVIEW ............................................................................................................................................................. 6
3.1. MAIN CHARACTERISTICS .......................................................................................................................................................... 6

3.2. OPERATION AREA ................................................................................................................................................................... 6
4. PRINCIPAL DIMENSIONING ................................................................................................................................................ 7
4.1. LENGTH OVER ALL CALCULATION ................................................................................................................................................ 7

4.2. PRINCIPAL DIMENSIONS ........................................................................................................................................................... 8
4.3. HULL FORM COEFFICIENTS ....................................................................................................................................................... 9
5. WEIGHT ESTIMATION (PART 1) ........................................................................................................................................ 10
5.1. LIGHTSHIP WEIGHT ............................................................................................................................................................... 10

5.2. DEAD WEIGHT ..................................................................................................................................................................... 12
5.3. DISPLACEMENT .................................................................................................................................................................... 13
6. HULL MODELING DEVELOPMENT ..................................................................................................................................... 14
6.1. BOW ANALYSIS .................................................................................................................................................................... 14

6.2. MIDSHIP SECTION AND CENTRAL BODY FORM ANALYSIS .............................................................................................................. 14
6.3. STERN FORM ANALYSIS ......................................................................................................................................................... 15
6.4. HULL MODELING .................................................................................................................................................................. 16
7. AREA & VOLUME SUMMARY AND FLOODABLE LENGTH ANALYSIS .................................................................................. 17
7.1. MINIMUM BULKHEADS.......................................................................................................................................................... 17

7.2. DOUBLE BOTTOM ................................................................................................................................................................. 17
7.3. SIDE TANKS ......................................................................................................................................................................... 17
7.4. ENGINE ROOM..................................................................................................................................................................... 17
7.5. AZIPOD ROOM ..................................................................................................................................................................... 18
7.6. FLOODABLE LENGTH ANALYSIS ................................................................................................................................................ 20
8. CAPACITY PLAN ................................................................................................................................................................ 21
8.1. TANKS CAPACITY .................................................................................................................................................................. 21
9. STRUCTURAL DESIGN ....................................................................................................................................................... 22
10. POWERING AND PROPULSION CONCEPTS ................................................................................................................... 26
10.1. ENERGY SOURCE ALTERNATIVES .............................................................................................................................................. 26

10.2. POWER PLANT ARRANGEMENT ALTERNATIVES ........................................................................................................................... 27
10.3. PRIME MOVERS: GAS TURBINE VS. MEDIUM SPEED DIESEL .......................................................................................................... 28
10.4. DIESEL CONVENTIONAL PROPULSION VS. DIESEL ELECTRIC PROPULSION .......................................................................................... 28
10.5. ELECTRICAL SYSTEMS ............................................................................................................................................................. 29
10.6. TRANSMISSION SYSTEMS ........................................................................................................................................................ 29
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10.7. AZIPOD PROPULSION VS. CONVENTIONAL .................................................................................................................................. 30
11. LIQUEFIED NATURAL GAS ............................................................................................................................................ 33
11.1. LNG CHARACTERISTICS .......................................................................................................................................................... 33

11.2. TOTAL COST OF OWNERSHIP .................................................................................................................................................. 33
11.3. OUTSTANDING EMISSIONS COMPLIANCY.................................................................................................................................... 34
11.4. LNG COMBUSTION PROCESS .................................................................................................................................................. 34
11.5. CONTAINER TANK VS. STATIONARY TANK .................................................................................................................................. 36
11.6. STATIONARY TANK ................................................................................................................................................................ 36
11.7. SYSTEM COMPONENTS .......................................................................................................................................................... 37
11.8. PRESSURE BUILD UP SYSTEM.................................................................................................................................................. 38
11.9. GAS VALVE UNIT .................................................................................................................................................................. 38
11.10. BUNKERING STATIONS....................................................................................................................................................... 38
11.11. TANK CONNECTION SPACE ................................................................................................................................................. 38
11.12. SVANEHØJ FUEL PUMP...................................................................................................................................................... 39
11.13. LNG SYSTEM ARRANGEMENT............................................................................................................................................. 39
12. PARTICULAR SHIP SYSTEMS ......................................................................................................................................... 40

12.1. RETRACTABLE FINS STABILIZERS............................................................................................................................................... 40
12.2. HELICOPTERS ....................................................................................................................................................................... 41
12.3. ELECTRICALLY HEAT TRACED ................................................................................................................................................... 42
12.4. ANTARCTIC GASOIL SUPPLY .................................................................................................................................................... 43
12.5. SHAPE OF STERN .................................................................................................................................................................. 43
12.6. CARGO BOATS AND CRAFTS .................................................................................................................................................... 44
12.7. SEA BOXES .......................................................................................................................................................................... 45
12.8. CONCAVE STEM ................................................................................................................................................................... 46
12.9. TRASH COMPACTORS............................................................................................................................................................. 46
13. DECK EQUIPMENT ........................................................................................................................................................ 47
13.1. LIFEBOAT AND LIFE RAFTS ....................................................................................................................................................... 47

13.2. EQUIPMENT NUMBER ........................................................................................................................................................... 48
13.3. CRANES AND DAVITS ............................................................................................................................................................. 50
14. WEIGHT ESTIMATION (PART 2) .................................................................................................................................... 52
14.1. HULL WEIGHT ..................................................................................................................................................................... 52

14.2. SUPERESTRUCTURE WEIGHT ................................................................................................................................................... 54
14.3. PAINT WEIGHT .................................................................................................................................................................... 55
14.4. REMAINING WEIGHT............................................................................................................................................................. 55
14.5. LIGHTSHIP WEIGHT AND CENTER OF GRAVITY ............................................................................................................................ 56
15. LOADING CONDITIONS................................................................................................................................................. 57
15.1. FULL DEPARTURE CONDITION ................................................................................................................................................. 57

15.2. ARRIVAL CONDITION ............................................................................................................................................................. 57
15.3. TRIM AND INTACT STABILITY ANALYSIS ..................................................................................................................................... 58
15.4. INTACT STABILITY ................................................................................................................................................................. 58
15.5. HYDROSTATICS AND CURVES OF FORM ..................................................................................................................................... 62
15.6. RESULTS OF INTACT STABILITY CRITERIA .................................................................................................................................... 65
15.7. HYDROSTATICS AND CURVES OF FORM ..................................................................................................................................... 67
15.8. RESULTS ............................................................................................................................................................................. 69
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16. SPEED AND POWER ANALYSIS...................................................................................................................................... 70
16.1. RESISTANCE ANALYSIS ........................................................................................................................................................... 70

16.2. CFD CONFIGURATION ........................................................................................................................................................... 71
17. AZIPOD AND PROPELLER SELECTION ............................................................................................................................ 74
17.1. PROPELLER .......................................................................................................................................................................... 74

17.2. AZIPOD SELECTION ............................................................................................................................................................... 79
17.3. BOLLARD PULL ..................................................................................................................................................................... 85
17.4. PREDICTION OF CAVITATION LEVEL .......................................................................................................................................... 86
19. SEAKEEPING ANALYSIS ................................................................................................................................................. 88
20. ENGINE ROOM MAIN SYSTEMS .................................................................................................................................... 91
21. ELECTRICAL BALANCE ................................................................................................................................................... 95
22. ENDURANCE CALCULATION ......................................................................................................................................... 99
22.1. MARINE DIESEL OIL .............................................................................................................................................................. 99

22.2. LIQUEFIED NATURAL GAS ....................................................................................................................................................... 99
22.3. LUBRICATING OIL ............................................................................................................................................................... 101
23. MANNING ESTIMATE ................................................................................................................................................. 102
24. COST ANALYSIS .......................................................................................................................................................... 104
25. RISK ASSESSMENT ...................................................................................................................................................... 108
26. BIBLIOGRAPHY ........................................................................................................................................................... 110
27. APPENDIX .................................................................................................................................................................. 111
27.1. APPENDIX A: GENERAL ARRANGEMENTS ...................................................................................................................... 111

27.2. APPENDIX B: INBOARD PROFILE .................................................................................................................................... 115
27.3. APPENDIX C: LINES PLAN ............................................................................................................................................... 116
27.4. APPENDIX D: CAPACITY PLAN ........................................................................................................................................ 118
27.5. APPENDIX E: STRUCTURAL ANALYSIS CALCULATION SHEET .......................................................................................... 123
27.6. APPENDIX F: STRUCTURAL MIDSHIP SECTION ............................................................................................................... 127
27.7. APPENDIX G: ENGINE ROOM ARRANGEMENT ............................................................................................................... 128
27.8. APPENDIX H: ELECTRIC LOAD CALCULATIONS ............................................................................................................... 130
27.9. APPENDIX I: SCHEMATIC WIRING DIAGRAM ................................................................................................................. 131
27.10. APPENDIX J: MACHINERY AND EQUIPMENT ............................................................................................................. 132
27.11. APPENDIX K: CREW'S ORGANIZATION CHART ........................................................................................................... 133
27.12. APPENDIX L: CREW'S WORK TIME ............................................................................................................................. 134
Figures List
Figure 1. Antarctic logistic vessel modeling. ....................................................................................................................................... 4
Figure 2. Photography of “ARA Almirante Irizar”. ............................................................................................................................... 4
Figure 3. Argentinian Navy vessels and helo. ..................................................................................................................................... 4
Figure 4: Argentine permanent and temporary bases. ....................................................................................................................... 5
Figure 5. Drums discharge operation. ................................................................................................................................................. 5
Figure 6. Donwnloading craft with provisions. ................................................................................................................................... 5
Figure 7. Unloading supplies on the beach. ........................................................................................................................................ 5
Figure 8. Drake Passage. ..................................................................................................................................................................... 6
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Figure 9. Ushuaia Port ......................................................................................................................................................................... 6

Figure 10. LOA vs. Crew. ..................................................................................................................................................................... 7
Figure 11. LOA vs. service speed. ........................................................................................................................................................ 7
Figure 12. LOA vs. gross tonnage. ....................................................................................................................................................... 7
Figure 13. Outfit coefficient vs. length between perpendiculars graph. Details can be zoomed. .................................................... 11
Figure 14. Considerations of IACS for bows in Polar Class. ............................................................................................................... 14
Figure 15. Conventional polar bow vessels bow shape. ................................................................................................................... 14
Figure 16. Almirante Irizar’s bow. ..................................................................................................................................................... 14
Figure 17. Buttock plane at center line with curvature. ................................................................................................................... 14
Figure 18. Sections of the final hull. .................................................................................................................................................. 14
Figure 19. Polar stern example. ........................................................................................................................................................ 15
Figure 20. Stern hull design............................................................................................................................................................... 15
Figure 21. Flat stern for Azipods. ...................................................................................................................................................... 15
Figure 22. Tunel construction types.................................................................................................................................................. 15
Figure 23. Hull model with longitudinal curvature. .......................................................................................................................... 16
Figure 24. Transversal curvature at midship section. ....................................................................................................................... 16
Figure 25. Mesh used for verifications.............................................................................................................................................. 16
Figure 26. IMO’s separation for fuel tanks. ...................................................................................................................................... 17
Figure 27. Comparison between Azipod rudder machine and 1.8 tall man. .................................................................................... 18
Figure 28. Area curves obtained from MaxSurf. Details can be zoomed. ......................................................................................... 19
Figure 29. Floodable length verified for full load condition (13250 MT). Details can be zoomed. ................................................... 20
Figure 30. Plant view of tank arrangement....................................................................................................................................... 21
Figure 31. Deformations and stresses. ............................................................................................................................................. 22
Figure 32. Example moment diagram. .............................................................................................................................................. 22
Figure 33. Example shear diagram. ................................................................................................................................................... 22
Figure 34. Dividing line 0.3 below Lower ice WL. ............................................................................................................................. 23
Figure 35. Power plant alternatives. ................................................................................................................................................. 27
Figure 36. SHP vs. fuel consumption. ................................................................................................................................................ 28
Figure 37. Diesel mechanical and Diesel electric ship arrangement. ................................................................................................ 28
Figure 38. Conventionl rudder vs. Azipod unit.................................................................................................................................. 30
Figure 39. Azipod manouvering on ice.............................................................................................................................................. 30
Figure 40. Longitudinal section of Azipod unit. ................................................................................................................................ 31
Figure 41. Ice load direction. ............................................................................................................................................................ 31
Figure 42. Comparasion between shaftline and Azipod unit. ........................................................................................................... 31
Figure 43. Conventional propulsion and Azipod propulsion arrangements. .................................................................................... 31
Figure 44. Natural gas methane molecule. ....................................................................................................................................... 33
Figure 45. Exhaust gases treatments. ............................................................................................................................................. 33
Figure 46. Diesel oil and LNG emissions. .......................................................................................................................................... 34
Figure 47. LNG benefits. .................................................................................................................................................................... 34
Figure 48. Inlet stroke ....................................................................................................................................................................... 35
Figure 49. Compression stroke. ........................................................................................................................................................ 35
Figure 50. Combustion stroke. .......................................................................................................................................................... 35
Figure 51. Outlet stroke. ................................................................................................................................................................... 35
Figure 52. Standard ISO LNG container transported by road. .......................................................................................................... 36
Figure 53. LNG arrangement on main deck. ..................................................................................................................................... 36
Figure 54. LNG container tank. ......................................................................................................................................................... 36
Figure 55. LNG tank components...................................................................................................................................................... 36
Figure 56. Inner tank of the stationary tank. .................................................................................................................................... 36
Figure 57. Insulation between inner tank and external tank. ........................................................................................................... 36
Page VII
Figure 58. Internal and external tanks assembly process. ................................................................................................................ 37
Figure 59. Types of pressure tanks. .................................................................................................................................................. 37
Figure 60. Type C bi-lobe pressure tank............................................................................................................................................ 37
Figure 61. LNG system and principal components............................................................................................................................ 37
Figure 62. Pressure build up system ................................................................................................................................................. 38
Figure 63. Gas valve unit components. ............................................................................................................................................. 38
Figure 64. Bunkering Station. ............................................................................................................................................................ 38
Figure 65. Tank Connection Space coupled to the tank.................................................................................................................... 38
Figure 66. The Wärtsilä Svanehøj ECA Fuel Pump ............................................................................................................................ 39
Figure 67. LNG system arrangement. ............................................................................................................................................... 39
Figure 68. Fins folded into recesses in the hull. ................................................................................................................................ 40
Figure 69. Gyrocompas for 300 ton vessel........................................................................................................................................ 40
Figure 70: Neptuno dimensions. ....................................................................................................................................................... 40
Figure 71. Different views of Sea King. ............................................................................................................................................. 41
Figure 72. Sea King dimensions......................................................................................................................................................... 41
Figure 73. Watertight opening. ......................................................................................................................................................... 41
Figure 74. JP1 hose rolled under the watertight opening. ............................................................................................................... 41
Figure 75. Helicopter winch dimensions. .......................................................................................................................................... 42
Figure 76. Helipad DE-icing system. .................................................................................................................................................. 42
Figure 77. Helipad cross section. ...................................................................................................................................................... 42
Figure 78. Heating circuits terminals below the isolated deck. ........................................................................................................ 42
Figure 79. Heating cable terminal. .................................................................................................................................................... 42
Figure 80. Heating cable of 20 MOhms. ............................................................................................................................................ 42
Figure 81. Flow meter manifold of GOA on the helipad. .................................................................................................................. 43
Figure 82. Moving rolling tanks on helipad. ...................................................................................................................................... 43
Figure 83. HELO transporting a rolling tank. ..................................................................................................................................... 43
Figure 84. Empty rolling tank returning to the ship. ......................................................................................................................... 43
Figure 85. Scientific polar vessel stern. ............................................................................................................................................. 43
Figure 86. Shape of Antarctic logistic vessel. .................................................................................................................................... 43
Figure 87. Cargo boats and crafts on board. ..................................................................................................................................... 44
Figure 88. Rigid inflatable boat plan. ................................................................................................................................................ 44
Figure 89. Land craft plan. ................................................................................................................................................................ 44
Figure 90. Exemplary of the LARC-V with a davit. ............................................................................................................................. 45
Figure 91. Warm cooling water to seawater inlets. .......................................................................................................................... 45
Figure 92. Weir type inlet boxes. ...................................................................................................................................................... 46
Figure 93. Glass crusher .................................................................................................................................................................... 46
Figure 94. Concave form of steam. ................................................................................................................................................... 46
Figure 95. Plastic crusher. ................................................................................................................................................................. 46
Figure 96. Lifeboat dimensions. ........................................................................................................................................................ 47
Figure 97. Cilindrical container of life raft. ....................................................................................................................................... 47
Figure 98. Unfolded liferaft. .............................................................................................................................................................. 47
Figure 99. Anchor dimensions references. ....................................................................................................................................... 48
Figure 100. Deyuan Marine YM2F56 mooring windlass ................................................................................................................... 49
Figure 101. Towing winch photo....................................................................................................................................................... 49
Figure 102. Telescopic crane. ............................................................................................................................................................ 50
Figure 103. Refrigerated Container. ................................................................................................................................................. 50
Figure 104. Life raft crane. ................................................................................................................................................................ 50
Figure 105. Lifeboat and davit illustration. ....................................................................................................................................... 51
Figure 106. Davits operational dimensions....................................................................................................................................... 51
Figure 107. Hull view. ........................................................................................................................................................................ 52
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Figure 108. View of bulkheads in Maxsurf Structure. ....................................................................................................................... 52

Figure 109. View of bulkheads in MaxSurf Modeler. ........................................................................................................................ 52
Figure 110. Hull weight. .................................................................................................................................................................... 53
Figure 111. View of the hull structure and reinforcement. .............................................................................................................. 54
Figure 112. Large angle stability criteria references. Details can be zoomed................................................................................... 59
Figure 113. Severe wind and rolling criteria references. Details can be zoomed. ............................................................................ 60
Figure 114: Tables for meteorology criteria. .................................................................................................................................... 61
Figure 115. Hydrostatics curves. Details can be zoomed. ................................................................................................................. 62
Figure 116. Form curves. Details can be zoomed. ............................................................................................................................ 63
Figure 117. Bonjean Curves. Details can be zoomed. ....................................................................................................................... 64
Figure 118. Cross curves. Details can be zoomed. ............................................................................................................................ 64
Figure 119. GZ curve for Full Load Departure Condition (details can be zoomed). .......................................................................... 65
Figure 120. GZ curve for Arrival Residues Condition. Details can be zoomed. ................................................................................. 66
Figure 121. GZ curve for arraival without residues condition. ......................................................................................................... 67
Figure 123. Second case of flooding. ................................................................................................................................................ 68
Figure 122. First case of flooding. ..................................................................................................................................................... 68
Figure 125. Fung resistance graph. Details can be zoomed. ............................................................................................................. 70
Figure 126. ALV Free surface at 16 knots. ......................................................................................................................................... 71
Figure 127. ALV Free surface at 13 knots. ......................................................................................................................................... 71
Figure 128.CFD and Fung Effective power vs. Speed. ....................................................................................................................... 72
Figure 129. Stem breaking ice. .......................................................................................................................................................... 72
Figure 130. ALV Open water navigation at 3 knots. .......................................................................................................................... 73
Figure 131. Stainless steel propeller. ................................................................................................................................................ 74
Figure 132. DNV.GL mínimum clearances ......................................................................................................................................... 74
Figure 133. Azipod unit installed on ALV. ......................................................................................................................................... 74
Figure 134. Expanded area ratio representation. ............................................................................................................................. 75
Figure 135. Torque and thrust representation. ................................................................................................................................ 76
Figure 136. KT, KQ and Efficiency for a range of P/D values. ............................................................................................................ 76
Figure 137. Propeller efficiency and revolturions in terms of P/D. .................................................................................................. 78
Figure 138. Propeller efficenciency and diameter in terms of P/D. ................................................................................................. 78
Figure 139. Azipod Power curves. ..................................................................................................................................................... 81
Figure 140. Power required for the ALV Propeller with Azipod DO1400. ......................................................................................... 81
Figure 141. Azipod DO1400. ............................................................................................................................................................. 82
Figure 142. Azipod mounting angles. ................................................................................................................................................ 82
Figure 143. Azipod plan view. ........................................................................................................................................................... 82
Figure 144. Azipod cooling air unit. .................................................................................................................................................. 83
Figure 145. Revolution Speed and Efficiency in terms of P/D........................................................................................................... 84
Figure 146. Diameter and Efficiency in terms of P/D. ....................................................................................................................... 84
Figure 147. Bollard Pull test. ............................................................................................................................................................. 85
Figure 148. KT, KQ and Efficiency in terms of Advance Coefficient. ................................................................................................. 85
Figure 149. EkW availabe and EkW required for open waters and trial conditions. Details can be zoomed. .................................. 86
Figure 150. EkW available and EkW required for ice condition. ....................................................................................................... 86
Figure 151. Cavitating propeller ....................................................................................................................................................... 86
Figure 152. Cavitation eroded blade. ................................................................................................................................................ 86
Figure 153. Burrill chart. ................................................................................................................................................................... 87
Figure 154. Sketches showing percentage cavitation on back of propeller blade. ........................................................................... 87
Figure 155. Position of Helideck. ...................................................................................................................................................... 88
Figure 156. RMS absolute vertical acceleration with speed wind of 10 knots. ................................................................................ 89
Figure 157. RMS roll motion with speed wind of 10 knots. Details can be zoomed. ........................................................................ 90
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Figure 158.RMS heave motion with speed wind of 10 knots. Details can be zoomed. .................................................................... 90
Figure 159. Marine Sickness Index Analysis. Details can be zoomed. .............................................................................................. 90
Figure 160.ABB Frecuency converter. ............................................................................................................................................... 91
Figure 161. Front view of frecuency converter. ................................................................................................................................ 91
Figure 162. Multi-motor drive configuration. ................................................................................................................................... 91
Figure 163. Redundant drive configuration. ..................................................................................................................................... 91
Figure 164. Steel bottles without solder of CO2. .............................................................................................................................. 93
Figure 165. Scrubber system. ............................................................................................................................................................ 94
Figure 167. Simultaneity Factor: Two services running out of three installed. ................................................................................ 95
Figure 166. Typical control room. ..................................................................................................................................................... 95
Figure 168. Service Factor: System operating in different time periods. ......................................................................................... 95
Figure 169. Daylight in Antarctica at summer. ................................................................................................................................. 95
Figure 170. Power required for different operating conditions. ...................................................................................................... 96
Figure 171. Percentage of hours per year for each service condition. ............................................................................................. 96
Figure 172. Wärtsilä engine coupled to generator. .......................................................................................................................... 97
Figure 173. Main genset. .................................................................................................................................................................. 97
Figure 174. Auxiliary Genset. ............................................................................................................................................................ 97
Figure 175. Emergency gen. .............................................................................................................................................................. 98
Figure 176. Antarctic sea and continent below 60° parallel. ............................................................................................................ 99
Figure 177. Antarctic route. ............................................................................................................................................................ 100
Figure 178 Labor Man Hours. ......................................................................................................................................................... 104
Figure 179 Material Cost. ................................................................................................................................................................ 105
Figure 180 Cost Division. ................................................................................................................................................................. 105
Tables List
Table I. Principal dimensions. ............................................................................................................................................................. 4
Table II. Owner’s requirements summary. ......................................................................................................................................... 6
Table III. LOA estimation results. ........................................................................................................................................................ 8
Table IV. Principal dimensions ............................................................................................................................................................ 8
Table V. Principal dimensions and characteristics from 11 similar logistic vessels. ........................................................................... 8
Table VI. Final values. .......................................................................................................................................................................... 9
Table VII. Final values. ......................................................................................................................................................................... 9
Table VIII. K and E factors in terms of vessel type. ........................................................................................................................... 10
Table IX. Results from Maxsurf Resistance runs. .............................................................................................................................. 15
Table X. Final values for the ALV model. ........................................................................................................................................... 16
Table XI. Wärtsilä 8V31 dimensions. ................................................................................................................................................. 17
Table XII. Volumes obtained resume. ............................................................................................................................................... 18
Table XIII. Position from Zero point located at transom section. ..................................................................................................... 20
Table XIV. Tanks capacity. ................................................................................................................................................................. 21
Table XV. Primary supporting members. .......................................................................................................................................... 22
Table XVI. Main structural elements. ................................................................................................................................................ 22
Table XVII. Stiffeners. ........................................................................................................................................................................ 23
Table XVIII. Steel grade in terms of material class and thickness. .................................................................................................... 23
Table XIX. Steel types and properties. .............................................................................................................................................. 24
Table XX. Calculated values compared with required by DNV GL. ................................................................................................... 25
Table XXI. Energy sources alternatives. ............................................................................................................................................ 26
Table XXII. Transmission systems description. .................................................................................................................................. 29
Table XXIII. Azipods series depending on the Polar Class and power required. ............................................................................... 32
Page X
Table XXIV. Difference costs between operating on HFO and operating on LNG............................................................................. 33
Table XXV. Heat exchanger unit data................................................................................................................................................ 38
Table XXVI. VEEM gyrocompass characteristics................................................................................................................................ 40
Table XXVII. Neptuno dimensions ..................................................................................................................................................... 40
Table XXVIII. Sikorsky Aircraft SH-3 Sea King technical information. ................................................................................................ 41
Table XXIX. Winch model dimensios. ................................................................................................................................................ 42
Table XXX. Inflatable boat characteristics. ........................................................................................................................................ 44
Table XXXI. Landing craft characteristics. ......................................................................................................................................... 44
Table XXXII. Amphibious boat characteristics. .................................................................................................................................. 45
Table XXXIII. Lifeboat characteristics and dimensions. ..................................................................................................................... 47
Table XXXIV. Life rafts characteristics. .............................................................................................................................................. 47
Table XXXV. Anchor specifictions in terms of Equipment Numeral. ................................................................................................. 48
Table XXXVI. Anchor characteristics. ................................................................................................................................................ 48
Table XXXVII. 56 mm chain diameter characteristics. ....................................................................................................................... 49
Table XXXVIII. Mooring windlass characteristics............................................................................................................................... 49
Table XXXIX. Towing winch characteristics. ...................................................................................................................................... 49
Table XL. Crane types. ....................................................................................................................................................................... 50
Table XLI. Refrigerated container specifications. .............................................................................................................................. 50
Table XLII. Life raft crane characteristics .......................................................................................................................................... 50
Table XLIII. Davits characteristics. ..................................................................................................................................................... 51
Table LXXVII. Shell items. .................................................................................................................................................................. 54
Table LXXVIII. Girders items. ............................................................................................................................................................. 54
Table LXXIX. Stiffeners items. ............................................................................................................................................................ 54
Table LXXX. 15% Weight increase. .................................................................................................................................................... 55
Table LXXXI. Items weight, position and moments. .......................................................................................................................... 56
Table LXXXII. Center of gravity position. ........................................................................................................................................... 56
Table XLIV. Full Departure Condition ................................................................................................................................................ 57
Table XLV. Arrival with Residues Condition ...................................................................................................................................... 57
Table XLVI. Arrival without Residues Condition ................................................................................................................................ 58
Table XLVII. Conditions analysed. ..................................................................................................................................................... 58
Table XLVIII. Downflooding point...................................................................................................................................................... 59
Table XLIX. Values for design draught. .............................................................................................................................................. 63
Table L. Full Load Departure Criteria IMO A.749 (18). ...................................................................................................................... 65
Table LI. Full Departure Condition margins. ..................................................................................................................................... 65
Table LII. Arrival with Residues Condition criteria IMO A.749 (18). .................................................................................................. 65
Table LIII. Arrival with residues condition margins. .......................................................................................................................... 66
Table LIV. Arrival without Residues Condition IMO A.749 (18). ........................................................................................................ 66
Table LV. Arrival without Residues Condition margins. .................................................................................................................... 66
Table LVI. Permormed Analysis......................................................................................................................................................... 69
Table LVII. Limits of hull dimensions for the Fung method............................................................................................................... 70
Table LVIII. fung resistance prediction algorithm. ............................................................................................................................ 70
Table LIX. Fung resistance and power. .............................................................................................................................................. 70
Table LX. CFD resistance and power. ................................................................................................................................................ 72
Table LXI. Fung resistance and power. .............................................................................................................................................. 72
Table LXII. Constants in Riska formulation. ....................................................................................................................................... 73
Table LXIII. Ice class correspondece table. ........................................................................................................................................ 73
Table LXIV. CFD Speed at 3 knots. ..................................................................................................................................................... 73
Table LXV. Riska Ice Resistance. ........................................................................................................................................................ 73
Table LXVI. Miminum clearances. ..................................................................................................................................................... 74
Page XI
Table LXVII. Parameters to calculate EAR for navigation condition in water and ice. ...................................................................... 75
Table LXVIII. Propeller efficiency in terms of revolution speed. ....................................................................................................... 78
Table LXIX. Propeller efficency in terms of diameter. ....................................................................................................................... 78
Table LXX. Azipods models. ............................................................................................................................................................... 80
Table LXXI. Polar Class descriptions. ................................................................................................................................................. 80
Table LXXII. Efficiency in terms of Revolution Speed ........................................................................................................................ 84
Table LXXIII. Efficiency in terms of Diameter. ................................................................................................................................... 84
Table LXXIV. Available and required EkW. ........................................................................................................................................ 86
Table LXXV. Available and required EkW for ice condition. .............................................................................................................. 86
Table LXXVI. Parameters for Cavitation calculation. ......................................................................................................................... 87
Table LXXXIII. Beafourt Scale and equivalences between International and Anglo-Saxon system. ................................................. 88
Table LXXXIV. Parameters and limitations for Nordforsk 1987 approval. ........................................................................................ 88
Table LXXXV. Imputs for Maxsurf Motions. ...................................................................................................................................... 89
Table LXXXVI. Conditions for Seakeeping analysis. ........................................................................................................................... 89
Table LXXXVII. Analysis locations. ..................................................................................................................................................... 90
Table LXXXIX. Converter data. .......................................................................................................................................................... 92
Table XC. Engine room main systems. .............................................................................................................................................. 92
Table XCI. Operational profile. .......................................................................................................................................................... 96
Table XCII. Main Genset specifications. ............................................................................................................................................ 97
Table XCIII. Auxiliary Genset specifications. ..................................................................................................................................... 97
Table XCIV. Emergency Gen specifications. ...................................................................................................................................... 98
Table XCV. Electrical Balance Summary ............................................................................................................................................ 99
Table XCVI. Lubricating Oil capacity. ............................................................................................................................................... 101
Table XCVII. Renewals available. ..................................................................................................................................................... 101
Table XCVIII Minimum Safe Manning ............................................................................................................................................. 102
Table XCIX. Man hours and material cost from weight. ................................................................................................................. 104
Table C. Summary of costs. ............................................................................................................................................................. 104
Table CI. Distribution of task and scheme. ..................................................................................................................................... 105
Table CII. Task times. ...................................................................................................................................................................... 106
Table CIII. Operating costs of ship types. ........................................................................................................................................ 107
Table CIV. Risk approach. ................................................................................................................................................................ 108
Table CV Scales took to evaluate the risk. ...................................................................................................................................... 108
Table CVI. Risk results. .................................................................................................................................................................... 109
Page XII
Executive Summary
The following Project consist of the preliminary stage of the design of an ANTARCTIC LOGISTIC VESSEL as described in the owner
requirements. The design team is formed by one senior student and four advanced student, with the addition of a student advisor
for team mentoring, all from the Naval Engineering of the Argentinean National Technological University, Regional Faculty Buenos
Aires.
This design team was consulted by the future owner regarding some technical and commercial aspects make their requirements
as efficient as possible for the Argentinian Army. The investigation was made with the aim of having innovations in the propulsion
of the ship. The vessel was designed based on the DNV GL classification standards, with a polar class 5, as requested in the
requirements. For this, the ship was designed to meet the Polar Code and the requirement rules for marine vehicles operating in
Argentinian waters under Argentinian Naval.
The vessel is optimized for the transportation of the personnel that will go to live in the Argentine bases in Antarctica, as well as
for GOA loading and unloading. There are 2 amphibious ships for cargo transport according to the current logistics of the Argentine
Navy. The result is a vessel that will be a highly capable, versatile, reliable, and seaworthy platform for replenish temporal crew
and supplies in Argentina bases.
The final design is a 132.00m length overall, 121.60m length between perpendiculars, 22m beam, 12m depth with a scantling draft
of 7.70m. The vessel´s top speed is 16 knots and the service speed is 13 knots. The vessel has a dual system for its propulsion
where both LNG and Diesel Oil can be used. In order to generate the least amount of emissions, the use of LNG for Tier III
compliance was optimized. This was considered as the vessel sailed in the Antarctic zone and emissions must be reduced. The ship
has two Azipod propellers, with the aim of reducing the space of the machine room. The Azipod propulsion is known to use an
azimuthal capable of rotating 360 °, which does not require a rudder, and having the electric motor coupled to the shaft outside
the hull space. So that the electrical generation is optimal, there are 5 engines, all dual, of which 2 are of greater power and equal
to each other, as well as the remaining 3. The ship has 4 cranes, of which 3 are equal to each other with a SWL of 30T; the other
one is 50T. The disposition of the same is with the objective of facilitating the loading and unloading of the 15 refrigerated TEUs
that are carried on board, in addition to the 1512 standard drums, 612 gas cylinders, 2 helos and almost 4000m3 of dry general
cargo. The ship has an approved structure to withstand the shocks that may be caused by ice in Antarctica.
With the aim of building a vessel updated to last environmental regulations and developments, to get a maximum economical
profit of the unit, which will serve to improve and guide replenish Argentinian Antarctic bases, the design of the project is start.
Page 1 | 134
Acknowledgements
Eng. Jose Oscar Alvarez – Director of Naval Engineering department – UTN FRBA
Eng. Nancy Figueroa – Technical Secretary of Naval Engineering department – UTN FRBA
Eng. Agustin Serra – Professor at “Ship Design”
Eng. Anibal Cabrera - Argentine Navy
Eng. Esteban Garcia Moreno – Professor of “Naval Architecture II”
Lieutenant Adrian Delaygue – Argentine Navy
Eng. Hector Blanco – Professor at “Electrical naval plants”
Eng. Ignacio Leiva – Naval Engineer
Eng. Francisco Rioja – 2do Professor “Calculation of Ship Structures“
Eng. Julia Falcone – 2do Professor “High Speed Vessel”
Page 2 | 134
Abbreviations
∆ Displacement
A0 Disc area.
ABS American Bureau of Shipping
AE Expanded area.
ARA Navy of the Argentine Republic
AW Waterplane area
AX Midship area
Bp Propeller power coefficient.
CB Block coefficient
CP Longitudinal prismatic coefficient
CW Waterplane coefficient
D Depth
DAR Developed Area Ratio
DHP Delivered horse power.
DNV-GL Det Norske Veritas Germanischer Lloyd
DNA NATIONAL ANTARCTIC DIRECTORATE
Dp Propeller diameter.
EAR Expanded area ratio.
EHP Effective horse power.
Fn Froude Number
g Acceleration due to gravity (9,81 m/s2)
GA General Arrangement
GM Metacentric height
GOA Antarctic Gasoil
HPU Hydraulic power unit
HVAC Heating, ventilation and air conditioning
ICES International Council for the Exploration of the Sea.
ISO International Standards Organization
IT Momentum of Inertia
KB Height of center of buoyancy
kg Kilograms
KG Vertical center of gravity
Kq Torque coefficient.
Kt Thrust coefficient.
knt Knots
LCG Longitudinal centre of gravity
Lll Freeboard Length
LWL Length on the design waterline
MCR Machinery control room
MDO Marine diesel oil
MLC Maritime Labour Convention
MMR Main Machinery Room
MT Metric Tonne
Nm Nautical miles
P/D Pitch diameter ratio.
Q Torque.
Rn Reynolds number.
rpm Rotation rate in minutes-1.
SOLAS International Convention for the Safety of Life at Sea
T Draft
TCS Tank Connection Space
TCG Transverse center of gravity
VCG Vertical center of gravity
z Blades number
Page 3 | 134
1. Summary of Principal Particulars

Table I. Principal dimensions.
Dimension and Characteristic Value Unit
Length over all (LOA) 132.00 m
Length between perpendiculars (LBP) 121.60 m
Beam moulded (B) 22.00 m
Depth moulded (D) 12.00 m
Desing Draft (d) 7.70 m
Freeboard 4.3 -
Full load displacement 13250 MT
Light ship weight 4670 MT
LCB (From AP) 60.04 m
VCG (From BL) 13.47 m
Maximum speed 16 knt
Figure 1. Antarctic logistic vessel modeling.
Endurance 40 Days
Permanent Crew 130 -
Additional Crew 60 -
Total power installed 15025 kW
Classification DNV-GL
2. Project Overview
This project was born in the necessity of Argentine Navy to complete Antarctic
campaign during summer. Nowadays, Argentine Navy has only one ship working on
this project, the ARA Almirante Irizar. As well, this vessel is an icebreaker able to do
research activities, plus towing and rescue activities. The project was conceived to
fulfill the owner requirements of an Antarctic Logistic Vessel (ALV) aimed to be
operated by military personnel of the Argentine Navy which focus on provisioning
the bases in Antarctica. The vessel will operate in the South Argentinian Sea with
registry port on Ushuaia according with the navy needs. The Navy´s aim is to leave
the Icebreaker “ARA Almirante Irizar” make research campaigns, one of strengths
of the ship, and being also available to any rescue operations.
Figure 2. Photography of “ARA Almirante Irizar”.
2.1. Purpose
This project The Navy of the Argentine Republic (ARA) is the naval component of the Argentine
Armed Forces. In charge of the national defense of the maritime, fluvial and insular spaces of his
country, his operational heart is the Puerto Belgrano Naval Base. The most important activities in
Antarctica are those related to science, and sovereignty is made through the scientific work that
each country, with interests in the Antarctic Continent, performs. The entity that regulates
scientific activities is the National Antarctic Directorate (DNA). The Armed Forces carry out the
logistical support so that these tasks can be carried out (maintenance of the permanent and
temporary bases, transfer of scientists, transfer of materials or equipment to carry out the
studies, etc.).
Figure 3. Argentinian Navy
vessels and helo.
2.2. Logistic Operation

The vessel will carry provisions to Argentinian bases in Antarctica. A traditional Antarctic Campaign is divided into a planning /
repairs / maintenance stage and three operational stages. The objectives of this mission are supply bases (in order to do this, the
Navy must to take cylinders fully of gas to the base), renew permanent staff and take maintenance people to the bases. The
campaign is divided in three stages:
 1st STAGE: It extends approximately from the beginning of November to the middle of December (Approximately 45
days). The deployment of men and media in the permanent bases (except Belgrano II) and the transitory bases are
opened.
 2nd STAGE: It extends approximately from the end of December to the beginning of February (Approximately 35/40 days).
In this stage it goes to base Belgrano II, which is the one located further south, and its access is more complicated. The
deployment of men and media to base Belgrano IIis carried out. The itinerary is Ushuaia-Antarctica (Base Belgrano) -
Ushuaia. Owner requirements force the vessel designed for a polar class 5. The Belgrano II base will not be supplied with
Page 4 | 134
this vessel because it is not possible to access the base area with a vessel that is not classified as an icebreaker, this is due
to the fact that the closing speed of the ice is very fast and when advancing in the ice field, the speed of the vessel is not
greater than 3 knots. There is a risk that the vessel will be trapped and cannot be rescued.
 3rd STAGE: It extends approximately from the middle of February to the end of March (Approximately 45 days). The
withdrawal of men and means of the permanent bases (except Belgrano) is made and the transitory bases are closed.
The itinerary is Ushuaia-Antarctica. Above the design team shows the Argentina Antarctica bases, shown in red the
permanent bases and in yellow are shown the transitory bases. The mayor distance is in 2 nd stage, where the distance is
1000 nautical miles.
Figure 4: Argentine permanent and temporary bases.
The logistic of the mission is the following: the cargo is prepared on board for its transfer, where the cylinders are filled with
natural gas, the drums are filled with the Antarctic Gasoil and the packages are assembled. This load is carried in amphibious
vehicles in most cases to a rocky beach in the vicinity of the bases. In some bases, since they are not close to the coast,
transportation is via helicopter (this is the case of Marambio). For these case, the weather must help otherwise it becomes very
difficult and serious risks are run. In the case of bad weather, the ship has to stay nearby until the weather improves, which can
take several hours, days and even weeks.
Figure 6. Donwnloading craft with Figure 7. Unloading supplies on the beach.

Figure 5. Drums discharge
provisions. operation.
Page 5 | 134
3. Vessel Overview
This section provides a brief overview of client´s needs, along with the requirements presented.
3.1. Main Characteristics

The vessel design by the team is based on the requirements of the Argentine Navy for a logistic vessel. The function of this would
be the replenishment of the Antarctic bases. The main characteristics of the ship are:
 The ship has been classified with a Polar Class 5, this has repercussions both in structure and in machines thereof. The
ship will have a capacity to navigate on ice up to 1 meter thick, as well as will have reinforcements in specific areas of the
bow, stern and the midship area. The polar class also considers the shapes of the hull, such as angles of sections, buttocks
and water lines should be considered when verifying the structure of the same in a second round. Despite of this, the
ship won’t be classified as an icebreaker because an icebreaker has many hull and machines requirements and for the
mission assigned to this ship, it would not be necessary for it to be an icebreaker.
 Another main characteristic of this vessel is the prime mover used. Considering the effect of pollution in the world
(provided in the MARPOL agreement), the vessel will operate a dual system. This means that the vessel can operate with
both LNG and diesel, this will generate a reduction of polluting emissions complying with the provisions of the TIER III.
 As for the propeller, the work team decided to lean towards the innovative Azipod system, which has a submerged electric
motor coupled to the propeller. This has several positive points, just to mention some can be said that space is released
in the machine room (since there are no propulsion engines in it) and being an electric motor, the losses are very low.
 The habitability of the ship will be such that can transport 60 crew members who will go to work at the bases and
disembark in two batches. This means that the vessel must have habitability for a large number of personnel that is not
a permanent crew.
The combination of these technologies will turn the ship into a ship that will be at the head of the best market for several years.
A summary of the owner`s requirements is shown in the table:
Table II. Owner’s requirements summary.
Item Value Unit
General Dry Cargo 4000 m3
TEUs Refeers (minimum) 14 -
Standards Drums (205liters each one) 1500 -
Natural Gas Cylinders (45kg each one) 600 -
Arctic Special Blend 1500 m3
JP1 (Helicopter Fuel) 500 m3
Bunkers Diesel Oil 1500 m3
Fresh Water 600 m3
Lubricating Oil (minimum) 90 m3
Potable Water 600 m3
3.2. Operation Area
The ship will operate in the Ushuaia Port ubicated in the south to the 54°48'30'' parallel and to the west of 68°18'30" meridian.
The travel through Drake Passage is a strait complicated for navigation, due to the bad weather conditions that are frequent in
the area. Because of this, the ship will be docked in Ushuaia until the weather became appropriate to sail. There, is going to be
loaded and prepared to cast off.
Figure 9. Ushuaia Port

Figure 8. Drake Passage.
Page 6 | 134
4. Principal Dimensioning
The following sections describes the procedure to dimensioning the vessel. Much of the information collected is not completed
because the owner don ´t give all the information in their catalogues. After several stages of research, a list of 11 ships with
characteristics like those requested by our ship-owner was assembled. The design team evaluated the owner requirement to
determinate the parameters to get the input parameter to enter the statistics. After various considerations, the team arrived at
the follow’s observations:
 The tank capacities are all in volume units. The liquids to be carried are known as they are requirements of ship owner.
 The drums, refeers and cylinders are normalized, so there is not complication in estimation volume or weight.
 The general dry cargo it is a variable load, which has a linear relationship with the object to be carried. There is no easy
way to estimate the weight of them.
So, the team arrived the conclusion that the independent variable could be one of the follows:
 Speed
 Gross tonnage
 Crew
An estimation with every parameter was made to obtain the relation between this items and main dimensions.
4.1. Length over all calculation

The first step taken by the work team at the time of sizing was to create a statistical table, in which vessels that perform refueling
activities in polar areas were searched. As it has already been advanced, a relationship was found between the length and the
aforementioned parameters (speed, crew and gross tonnage), so the relationship quadratic error “R2” was searched in every case.
If R2=1, it´s a perfectly regression and R2=0 does not exist
regression.
The first regression was between the length and the crew. As
you can see below, the regression gave a squared error of
0.5065, using a potential curve. However, this regression will be
discarded because this vessel will be a military vessel, this will
have an effect on the fact that there will be a difference from
the majority of those used in the statistics that tend to lower the
number of crew in order to optimize operating costs, in this
vessel will not have such a limitation, since in the ships of the
Argentine Navy this tendency does not exist.
Figure 10. LOA vs. Crew.
The figure on the right is the regression LOA-Service Speed.

There is a slight improvement in value of R2, this being one of
the reasons why it was taken as a parameter for sizing. The
regression used is a lineal regression.
Figure 11. LOA vs. service speed.
Finally, the last regression shows a high dependency between

LOA and Gross Tonnage, even better than LOA-Service Speed, for
that reason the design team focus on the value of requested
gross tonnage areas as the principal parameter of LOA sizing. A
potential regression was used to have better values on R2.
Figure 12. LOA vs. gross tonnage.
Page 7 | 134
To obtain the final value of LOA, the design team made the estimation from the statistic with every parameter in consideration.
The dimensionless obtain are:
𝐺𝑟𝑜𝑠𝑠𝑇𝑜𝑛𝑛𝑎𝑔𝑒
= 72.07
𝐿𝑂𝐴
𝐹𝑟𝑜𝑢𝑑𝑒𝑁𝑢𝑚𝑏𝑟𝑒 = 1.49
𝐿𝑂𝐴
= 0.85
𝐶𝑟𝑒𝑤
The final values obtain for LOA are listed in Table III.
Table III. LOA estimation results.

Parameter LOA Value
Gross tonnage 132.10 m
Crew 110.5 m
Service Speed 75.42 m
Using the LOA obtain by service speed wouldn’t be possible because the requirements limit the LOA to a greater than 120 meters,
as well as the LOA obtain by crew estimation. The LOA obtain by the gross tonnage estimation is the LOA selected for this project.
𝐿𝑂𝐴 = 132.1𝑚
4.2. Principal Dimensions

The principal dimensions as beam and draft have been calculated using the non-dimensional coefficient of forms obtained from
statistical data base and an average value of each coefficients have been used to obtain the following principal dimensions:
Table IV. Principal dimensions
Dimensionless Value
LOA/B 5.974
LOA/T 17.207
B/T 2.880
The value of depth has been taken from the requirements (12 meters):
Table V. Principal dimensions and characteristics from 11 similar logistic vessels.

Characteristic Unit 1 2 3 4 5 6 7 8 9 10 11
LOA m 121,3 160,3 157 174 178,5 205 110,5 121,7 99,9 99,8 166,3
Breath m 25,2 25,6 27,2 23 24,8 25,5 24 26 21,2 21,2 22,6
Drafth m 9,5 9,3 8,6 8 8,7 7,2 9 8,2 7,5 7,9 7,8
Displacement MT 14899 25500 17800 19500 20500 28289 10960 8700 9980 5500 21025
DWT MT 14140 - 10090 10786 11430 18250 3000 3400 4298 4158 10500
Gross Tonnage GRT - 24000 - 16094 - 28301 10000 11295 6882 7487 14184
Service Speed knt 16,5 16 20 20 20 22 17 16 16,7 15 17
Shaft Power
kW 13000 26600 14913 22200 24000 18547 21500 19000 13000 18000 13200
kW
Diesel Diesel Diesel
Prop. System - Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel
Electric Electric Electric
Crew - 111 32 167 122 130 - 16 35 40 22 126
Range NM - 16000 10000 6000 10000 - - - - - 8000
Endurance Days 60 90 - 90 - - 30 30 - 30 -
Fuel capacity m3 5000 1900 10100 8920 - - 800 (LNG) - - -
Page 8 | 134
Once the non-dimensional has been achieved, the other dimensions of the vessel will be Table VI. Final values.
calculated
Dimension Value Unit
𝐵𝑒𝑎𝑚 = 22.00𝑚 LOA 132.10 m
𝐷𝑟𝑎𝑓𝑡 = 7.7𝑚 Beam 22.00 m
Depth 12.00 m
Finally, the resume of the values calculated are listed in the table VI. Draft 7.70 m
Freeboard 4.30 m
4.3. Hull Form Coefficients
The next step in the design stage is to estimate values of hull forms coefficients in order to have an efficient hull form.
Block Coefficiet (Cb)

To estimate Block Coefficient, the design team took an average value of the displacement, then with the LOA value previously
obtain, an estimation of the Block Coefficient was acquired. The value of block coefficient calculated was: → 𝐶𝑏 = 𝟎, 𝟔𝟑𝟏𝟔.
Midship Area Coefficient (Cm)

Using the expression of Watson text, the midship area coefficient has been calculated as
𝐶𝑚 = 0,977 + 0,085 ∗ (𝐶𝑏 − 0,60)
→ 𝐶𝑚 = 𝟎, 𝟗𝟕𝟗𝟕
Prismatic Longitudinal Coefficient (Cp)

According with “Principles of Naval Architecture” and relation between form coefficients:
𝐶𝑏 0,6316
𝐶𝑝 = = → 𝑪𝒑 = 𝟎, 𝟔𝟒𝟒𝟕
𝐶𝑚 0,9797
Water Plane Area Coefficient (Cwl)

To calculate the Waterplane Area Coefficient, the design team, use several equations aim to obtain an average value.
1 2 Table VII. Final values.

𝐶𝑤𝑙 = + 𝐶𝑏 = 0,759 Dimension Value Unit
3 3
LOA 132.10 m
𝐶𝑏
𝐶𝑤𝑙 = = 0,771 B 22.00 m
0.471 + 0.551 ∗ 𝐶𝑏
D 12.00 m
𝐶𝑤𝑙 = √𝐶𝑏 − 0,025 = 0,779 d 7.70 m
Freeboard 4.3 m
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑉𝑎𝑙𝑢𝑒 → 𝑪𝒘𝒍 = 𝟎, 𝟕𝟕𝟎
Cb 0.6316 -
Cm 0.9797 -
Finally, the resume of the values calculated are listed in the table VII. Cp 0.6447 -
Cwl 0.770 -
Page 9 | 134
5. Weight Estimation (Part 1)

In this initial stage of the project, we depend on the main characteristics and owner's requirements to obtain a first qualification
of the weights, which will be refined later in the second part of weight estimation.
5.1. Lightship Weight

Is composed of structural weight, machinery weight, outfit weight and a margin .During research of ships for statistical data base,
we could notice that LSW values were not available in the majority of cases, for this reason we take the decision that calculation
of LSW will be done using the technical paper “Some Ship Design Methods” written by D.G.M. Watson and A.W. Gilfillan.
Structural Weight
Includes the weight of the basic hull to its depth amidships, superstructures (those full width extensions of the hull above
the basic depth amidships such as a raised forecastle or aftercastle), and deckhouses (those less than full width erections
on the hull and superstructure). The expression proposed by Watson and Gilfillan is described below.
𝑊𝑆𝑡𝑟𝑢𝑐𝑡𝑢𝑟𝑎𝑙 = [1 + 0.5(𝐶𝑏 ′ − 0.7)]𝐾 ∗ 𝐸1.36
Where:
o 𝐶𝑏 ′: Block coefficient at 80% of the depth of the ship to be designed. The term in brackets is the correction when
𝐶𝑏 ′ is other tan 0.7. The expression proposed by Watson and Gilfillan
is described below.
(1 − 𝐶𝑏 )(0.8𝐷 − 𝑇)
𝐶𝑏 ′ = 𝐶𝑏 +
3𝑇
Where:
 𝐶𝑏 : Block coefficient obtained from de the research of ships for statistical database.
 𝐷: Depth obtained from de the research of ships for statistical database.
 𝑇: Draught obtained from de the research of ships for statistical database.
𝐶𝑏 ′ = 0.662
o 𝐾: Constant that depends on the type of vessel. Although the value for a logistic vessel is not found, knowing
that the objective of the ship is to carry cargo, the ship cargo coefficient will be used as an approximation.
Table VIII. K and E factors in terms of vessel type.
𝐾 = 0.033 ± 0.004
o 𝐸: Is an equipment number range. The expression proposed by Watson and Gilfillan is described below.
𝐸=⏟
𝐿(𝐵 + 𝑇) + ⏟
0.85 ∗ 𝐿(𝐷 − 𝑇) + 0.85 ∑ 𝑙𝑖 ∗ ℎ𝑖 + 0.75 ∑ 𝑙𝑗 ∗ ℎ𝑗
𝐸𝐻𝑢𝑙𝑙1 𝐸𝐻𝑢𝑙𝑙2 ⏟ 𝑖 ⏟ 𝑗
𝐸𝑆𝑢𝑝𝑒𝑟𝑠𝑡𝑟𝑢𝑐𝑡𝑢𝑟𝑒 𝐸𝐷𝑒𝑐𝑘𝐻𝑜𝑢𝑠𝑒
Page 10 | 134
Where:
 𝐸𝐻𝑢𝑙𝑙1 : Represents the area of the bottom, the equally heavy main deck, and the two sides below the
waterline.
 𝐸𝐻𝑢𝑙𝑙2 : Represents the two sides above the waterline, which do not experience hydrostatic loading.
 𝐸𝑆𝑢𝑝𝑒𝑟𝑠𝑡𝑟𝑢𝑐𝑡𝑢𝑟𝑒 : Is the sum of the profile areas (length x height) of all of the superstructure elements
and captures the superstructure contribution to the structural weight.
 𝐸𝐷𝑒𝑐𝑘𝐻𝑜𝑢𝑠𝑒 : Is the sum of the profile area (length x height) of all of the deckhouse elements, which are
relatively lighter (0.75) because they are further from wave loads and are less than full width.
The values 𝐿 ,𝐵 ,𝑇 and 𝐷 correspond to the estimated main dimensions. The values of length and height
of superstructure elements and deckhouse elements were considered from general arrangements of
similar logistic vessels.
𝐸 = 6788
From literature “Basic design of the merchant ship” – Alvariño Meizoso of the Official College of Naval Engineers of Madrid, for ice
class 5 it is necessary to increase the thickness of the hull calculated by the Watson method by 3%. We proceed to calculate with
the obtained values.
𝑊𝑆𝑡𝑟𝑢𝑐𝑡𝑢𝑟𝑎𝑙 = 5903𝑀𝑇
Machinery Weight
Includes the main engines and the remainder of the machinery weight. With modern diesel electric plants using a central
power station concept Watson and Gilfillan suggests that the total machinery weight can be estimated by the expression
below.
𝑊𝑀𝑎𝑐ℎ𝑖𝑛𝑒𝑟𝑦 = 0.72(𝑀𝐶𝑅)0.78
Where:
o 𝑀𝐶𝑅: Is the total capacity of all generators in kW. This value was obtained from electrical balance of similar
logistic vessels.
𝑊𝑀𝑎𝑐ℎ𝑖𝑛𝑒𝑟𝑦 = 1446𝑀𝑇
Outfit Weight
The Outfit includes auxiliary systems, furniture, electronics, paint, bits, hatch covers, cranes, winches, etc. The expression
proposed by Watson and Gilfillan is described below.
𝑊𝑂𝑢𝑡𝑓𝑖𝑡 = 𝐶𝑂 ∗ 𝐿𝐵𝑃
Where:
o 𝐶𝑂 : Is a coefficient that is a function of ship type and Length between perpendiculars in meters, obtained from
the following graph:
𝐶𝑂 = 0.44
o 𝐿𝐵𝑃: Length between perpendiculars in meters.
𝐿𝐵𝑃 = 123.43𝑚
The design team proceed to calculate with the obtained values.
𝑊𝑂𝑢𝑡𝑓𝑖𝑡 = 54.3𝑀𝑇
Finally, since the estimates are being made very early in the design
process using approximate methods based only upon the overall
Figure 13. Outfit coefficient vs. length between
dimensions and parameters of the design, we decided to consider perpendiculars graph. Details can be zoomed.
margin of 8% for de Light Ship Weight.
𝐿𝑆𝑊 = (𝑊𝑆𝑡𝑟𝑢𝑐𝑡𝑢𝑟𝑎𝑙 + 𝑊𝑀𝑎𝑐ℎ𝑖𝑛𝑒𝑟𝑦 + 𝑊𝑂𝑢𝑡𝑓𝑖𝑡 ) ∗ (1 + 𝑀𝑎𝑟𝑔𝑖𝑛)
𝐿𝑆𝑊 = 7403𝑀𝑇
Page 11 | 134
5.2. Dead Weight
It includes de weight of fuel, oil, water, TEUS, cargo, crew, etc. In this early stage of the project, we also consider the cargos
ordered in the owner's requirements.
Diesel Oil Weight

The owner’s requirements appeal for 1500m3, equivalent to 1260MT.
However, the design team made a second estimation based on the expression obtained from literature is described
below.
𝐴
𝑊𝐷𝑖𝑒𝑠𝑒𝑙𝑂𝑖𝑙 = (𝑔 ∗ ∗ 𝐵𝐻𝑃) 1.1
𝑉𝑆
Where:
𝑔
o 𝑔: specific diesel oil consumption of main genset, set from technical catalogue 176 .
𝑘𝑊ℎ
o 𝐴: Range set from owner’s requirements in nautical miles.
o 𝑉𝑆 : Speed of vessel set from owner’s requirements as 13 knots.
o 𝐵𝐻𝑃: brake horsepower.
𝑊𝐷𝑖𝑒𝑠𝑒𝑙𝑂𝑖𝑙 = 1290𝑀𝑇
Lubricating Oil Weight
The owner’s requirements appeal for 90 m 3.
𝑊𝐿𝑢𝑏𝑟𝑖𝑐𝑎𝑡𝑖𝑛𝑔𝑂𝑖𝑙 = 𝑇𝑎𝑛𝑘𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦𝐿𝑢𝑏𝑟𝑖𝑐𝑎𝑡𝑖𝑛𝑔𝑂𝑖𝑙 ∗ 𝜌𝐿𝑢𝑏𝑟𝑖𝑐𝑎𝑡𝑖𝑛𝑔𝑂𝑖𝑙
𝑡
= 90𝑚3 ∗ 0.95 3
𝑚
𝑊𝐿𝑢𝑏𝑟𝑖𝑐𝑎𝑡𝑖𝑛𝑔𝑂𝑖𝑙 = 85.5𝑀𝑇
General Dry Cargo
The owner’s requirements appeal for 4000 m3. Includes all kinds of things that are required to repair or supply the
bases, such as materials, tableware, tools, etc.
𝑊𝐷𝑟𝑦𝐶𝑎𝑟𝑔𝑜 = 𝐷𝑟𝑦𝐶𝑎𝑟𝑔𝑜𝑆𝑝𝑎𝑐𝑒 ∗ 𝜌
𝑡
= 4000𝑚3 ∗ 0.55 3
𝑚
𝑊𝐷𝑟𝑦𝐶𝑎𝑟𝑔𝑜 = 2200𝑀𝑇
Water Weight
The owner’s requirements appeal for at least two tanks of 600 m3 each, one for fresh water and another for potable
water. Bearing in mind that the permanent crew will be 130 people with an additional crew of 60 people and that the
diary consumption of fresh water per crew member is 150 liters per day, we conclude that the vessel has a water
treatment plant, in order to accomplish the owner requirements.
𝑊𝐹𝑟𝑒𝑠ℎ𝑊𝑎𝑡𝑒𝑟 = 𝑇𝑎𝑛𝑘𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦𝐹𝑟𝑒𝑠ℎ𝑊𝑎𝑡𝑒𝑟 ∗ 𝜌𝐹𝑟𝑒𝑠ℎ𝑊𝑎𝑡𝑒𝑟
𝑀𝑇
= 600𝑚3 ∗ 1 3
𝑚
𝑊𝐹𝑟𝑒𝑠ℎ𝑊𝑎𝑡𝑒𝑟 = 600𝑀𝑇
𝑊𝑃𝑜𝑡𝑎𝑏𝑙𝑒𝑊𝑎𝑡𝑒𝑟 = 𝑇𝑎𝑛𝑘𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦𝑃𝑜𝑡𝑎𝑏𝑙𝑒𝑊𝑎𝑡𝑒𝑟 ∗ 𝜌𝑃𝑜𝑡𝑎𝑏𝑙𝑒𝑊𝑎𝑡𝑒𝑟
𝑡
= 600𝑚3 ∗ 1 3
𝑚
𝑊𝑃𝑜𝑡𝑎𝑏𝑙𝑒𝑊𝑎𝑡𝑒𝑟 = 600𝑀𝑇
TEUS Weight
The owner’s requirements appeal for 14 TEUS where the gross weight value for a 20 feet container is 30.48 t.
𝑊𝑇𝐸𝑈𝑆 = 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑇𝐸𝑈𝑆 ∗ 𝐺𝑟𝑜𝑠𝑠 𝑊𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑅𝑒𝑓𝑟𝑖𝑔𝑒𝑟𝑎𝑡𝑒𝑑 𝑇𝐸𝑈
= 14 ∗ 30.48𝑀𝑇
𝑊𝑇𝐸𝑈𝑆 = 426.72𝑀𝑇
Standard Drums Weight

The owner’s requirements appeal for 1500 standard drums where each drum has a capacity of 205 liters. These drums
remain empty until the moment of loading them with Antarctic Gas Oil (GOA) to take them to the Antarctic bases.
Page 12 | 134
𝑊𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑𝐷𝑟𝑢𝑚𝑠 = 𝑁𝑢𝑚𝑏𝑒𝑟𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑𝐷𝑟𝑢𝑚𝑠 ∗ 𝑁𝑒𝑡𝑊𝑒𝑖𝑔ℎ𝑡𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑𝐷𝑟𝑢𝑚𝑠

= 1500 ∗ 0.017𝑀𝑇
𝑊𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑𝐷𝑟𝑢𝑚𝑠 = 25.5𝑀𝑇
Natural Gas Cylinders Weight
The owner’s requirements appeal for 600 natural gas cylinders of 45 kg each. The tare of each tank is 53 kg.
𝑊𝑁𝑎𝑡𝑢𝑟𝑎𝑙𝐺𝑎𝑠𝐶𝑦𝑙𝑖𝑛𝑑𝑒𝑟𝑠 = 𝑁𝑢𝑚𝑏𝑒𝑟𝑁𝑎𝑡𝑢𝑟𝑎𝑙𝐺𝑎𝑠𝐶𝑦𝑙𝑖𝑛𝑑𝑒𝑟𝑠 ∗ (𝑊𝑒𝑖𝑔ℎ𝑡𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦𝐿𝑜𝑎𝑑 + 𝑇𝑎𝑟𝑒)

= 600 ∗ (45𝑘𝑔 + 53𝑘𝑔)
𝑊𝑁𝑎𝑡𝑢𝑟𝑎𝑙𝐺𝑎𝑠𝐶𝑦𝑙𝑖𝑛𝑑𝑒𝑟𝑠 = 58.8𝑀𝑇
Antarctic Gasoil Weight

The owner’s requirements appeal for 1500 m3 of Special Antarctic Blend (also called Gasoil Antarctic).
𝑊𝐺𝑂𝐴 = 𝑇𝑎𝑛𝑘𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦𝐺𝑂𝐴 ∗ 𝜌𝐺𝑂𝐴

𝑊𝐺𝑂𝐴 = 1230𝑀𝑇
JP1 Weight
The owner’s requirements appeal for 500 m3 of JP1 necessary for the helicopter.
𝑊𝐽𝑃1 = 𝑇𝑎𝑛𝑘𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦𝐽𝑃1 ∗ 𝜌𝐽𝑃1

𝑡
= 500𝑚3 ∗ 0.8 3
𝑚
𝑊𝐽𝑃1 = 400𝑀𝑇
Personal Effects Weights
This weight considers personal effects of crew members.
𝑊𝑃𝑒𝑟𝑠𝑜𝑛𝑎𝑙𝐸𝑓𝑓𝑒𝑐𝑡𝑠 = 𝑁𝑢𝑚𝑏𝑒𝑟𝑐𝑟𝑒𝑤 ∗ 𝑊𝑒𝑖𝑔ℎ𝑡𝑃𝑒𝑟𝑠𝑜𝑛𝑎𝑙𝐸𝑓𝑓𝑒𝑐𝑡𝑠𝑝𝑒𝑟𝑐𝑟𝑒𝑤𝑚𝑒𝑚𝑏𝑒𝑟

𝑡
= 190𝑐𝑟𝑒𝑤𝑚𝑒𝑚𝑏𝑒𝑟𝑠 ∗ 0.15
𝑐𝑟𝑒𝑤𝑚𝑒𝑚𝑏𝑒𝑟
𝑊𝑃𝑒𝑟𝑠𝑜𝑛𝑎𝑙𝐸𝑓𝑓𝑒𝑐𝑡𝑠 = 28.5𝑡
Food Weight
This weight considers food for crew members during the hole campaign.
𝑘𝑔
𝑊𝐹𝑜𝑜𝑑 = 3.5 ∗ 𝑁𝑢𝑚𝑏𝑒𝑟𝐶𝑟𝑒𝑤 ∗ 𝐸𝑛𝑑𝑢𝑟𝑎𝑛𝑐𝑒
𝑝𝑒𝑜𝑝𝑙𝑒
𝑘𝑔 𝑝𝑒𝑜𝑝𝑙𝑒
= 3.5 ∗ 190 ∗ 120𝑑𝑎𝑦
𝑝𝑒𝑜𝑝𝑙𝑒 𝑑𝑎𝑦
𝑊𝐹𝑜𝑜𝑑 = 79.8𝑡
The Dead Weight value is the sum of the weights above:
𝐷𝑊𝑇 = 𝑊𝐷𝑖𝑒𝑠𝑒𝑙𝑂𝑖𝑙 + 𝑊𝐿𝑢𝑏𝑟𝑖𝑐𝑎𝑡𝑖𝑛𝑔𝑂𝑖𝑙 + 𝑊𝑊𝑎𝑡𝑒𝑟 + 𝑊𝑇𝐸𝑈𝑆 + 𝑊𝐷𝑟𝑦𝐶𝑎𝑟𝑔𝑜 + 𝑊𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑𝐷𝑟𝑢𝑚𝑠 + 𝑊𝑁𝑎𝑡𝑢𝑟𝑎𝑙𝐺𝑎𝑠𝐶𝑦𝑙𝑖𝑛𝑑𝑒𝑟𝑠 + 𝑊𝐺𝑂𝐴

+𝑊𝐽𝑃1 + 𝑊𝑃𝑒𝑟𝑠𝑜𝑛𝑎𝑙𝐸𝑓𝑓𝑒𝑐𝑡𝑠 + 𝑊𝐹𝑜𝑜𝑑 𝐷𝑊𝑇 = 7024𝑡
5.3. Displacement
Finally, the displacement is calculated as the sum of all weights estimated from the Owner’s requirements.
𝐷𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑚𝑒𝑛𝑡 = 𝐿𝑆𝑊 + 𝐷𝑊𝑇 = 14427𝑀𝑇
Page 13 | 134
6. Hull Modeling Development

This type of vessel must have special requirements of hull forms to resist ice loads. The design team made an investigation to
perform the best lines to sail in Antarctic waters, always fulfilling what the registry requires from bow, sections and stern shapes.
Due to the polar class of our vessel, the longitudinal shapes and sections of the hull must help the vessel not be closed by the ice
and allow the advance with the least possible resistance, in addition to have enough strength to verified ice loads. This is the main
criteria selected by the work team to project the hull forms.
6.1. Bow Analysis

The bow forms must be well designed to optimize the ice navigation. Because of this, the bow must have an edge form to cut
the waterlines and be strength enough to support ice loads. For this reason, bulbous bow is discharged, because the impact
loads are critical for bulbous structure. The investigation of the design team, in concordance with the professional consulted,
shows that the bow must be wedge in the ice waterline, then in the forecastle deck proximities became more spoon to increase
the space for equipment.
Figure 15. Conventional polar bow

Figure 14. Considerations of IACS for bows in Polar Class. vessels bow shape.
In the profile, based on existing ships, the team found that there is a change in the curvature of the buttock angle. The reason of
this is that several models have been simulate an ice waterline and there is an improving in the impact resistance and drag. The
change in the buttock curvature benefits the resistance to ice loads.
Figure 16. Almirante Irizar’s bow. Figure 17. Buttock plane at center line with curvature.
6.2. Midship Section and Central Body form Analysis

Applying the same criteria as for the bow, the hull must help throughout its
length not to be enclosed by ice. A hull is generated with a transverse
curvature that pushes the boat upwards in case of closing.
Figure 18. Sections of the final hull.
Page 14 | 134
6.3. Stern Form Analysis
The stern hull forms shall consider the influence of water entrance to
the propeller and protect it from any part of ice that could be in the
area. To complete this request, several papers protect the propeller
with a hydrodynamic skeg with a semi tunnel design.
The design teamwork in the skeg to increase the water entrance to

the propeller, using an existing NACA profile in order to have a good
protection to ice loads as well.
At the same time, the design team evaluates Azipods requirements of

the main brands. It was investigated and found that the Azipod Figure 19. Polar stern example.
requires a flat surface where it becomes firm at the stern of the hull,
like a flat platform. Although this will increase the resistance by
appendices, better maneuverability conditions will be
obtained at different times as well as a higher performance
than in other propulsions.
To have a more accurate result, several models have been

testing in Maxsurf to obtain their resistances. The method
used was made by Fung and the interval of speeds is from
13 to 16 knots, where the ship is going to sail most of its
life. The differences between both models are the semi
tunnel construction type. In one case, the semi tunnel used
is flat roof, then a intersecting cylinders and in third case, Figure 20. Stern hull design.
no semitunnel.
Figure 22. Tunel construction types.

Figure 21. Flat stern for Azipods.
Table IX. Results from Maxsurf Resistance runs.

Model with
Model without intersecting Model with Flat Roof
Speed
Semitunnel Cylinders Semitunnel
Semitunnel
[knots] [kN] [kN] [kN]
13 346,5 365,1 353,8
14 406,3 427 417,9
15 476,4 497,4 488,3
16 566,2 591,1 583,6
After these runs, the team decided to select modeling without semitunnel.
Page 15 | 134
6.4. Hull Modeling
Considering geometric characteristic said in the step before, the hull has been modeled with the software MaxSurf Modeler.The
images above reflect the ship´s lines. The design team used the transverse and longitudinal curvature to see is there is a sudden
change in lines, what would lead to blows in the hull.
Figure 24. Transversal curvature at midship Figure 23. Hull model with longitudinal curvature.
section.
After these checks, the team decided to finish the modeling of the vessel. In a next round of spiral, the focuses will be in details
for improvements that can be made to the design of the vessel. The measurements of the hull, with a precision of 213 stations for
salt water, are summary in the next table.
Figure 25. Mesh used for verifications.
Table X. Final values for the ALV model.

Measurement Value Unit
Displacement 13250 MT
Volume (displaced) 12927 m3
Draft Amidships 7.70 m
WL Length 127.77 m
Beam max extents on WL 22.00 m
Wetted Area 3653 m3
Max sect. area 166 m3
Waterpl. Area 2416 m3
Prismatic coeff. (Cp) 0,634 -
Block coeff. (Cb) 0,599 -
Max Sect. area coeff. (Cm) 0,946 -
Waterpl. area coeff. (Cwp) 0,777 -
LCB length 60,00 from zero pt. (+ve fwd) m
LCF length 58,60 from zero pt. (+ve fwd) m
LCB % 47,08 from zero pt. (+ve fwd) % Lwl
LCF % 45,92 from zero pt. (+ve fwd) % Lwl
Page 16 | 134
7. Area & Volume Summary and Floodable Length Analysis

The objective of this section is to verify that our modeling can carry the volume of cargo, machinery, accommodation and basic
outfitting required by the owner, as well as comply with the condition of the IMO of flood lengths. First, the design team must to
verify the requirements of the chosen classification society. Then, the team will obtain from the hull modeled in MaxSurf software
the different volumes setting the draught up to the deck in analysis.
7.1. Minimum Bulkheads

According to the rules:
“All ships shall have at least the following transverse watertight bulkheads:
a) one collision bulkhead
b) one aft peak bulkhead
c) one bulkhead at each end of the engine room.”
The positioning of the collision bulkhead responds to an interval between an Lc-min and an Lc-max. For this vessel, which length
is less than 200 meters and has no bulb, the values are:
Lc-min = 0.05LLL
Lc-max = 0.08LLL + 3.0
The position of collision bulkhead must be between:
10,221𝑚 > 𝑙𝑝𝑝𝑟 > 6,388𝑚
7.2. Double Bottom
According to the rules, the double bottom has a minimum value of 1200mm from base line, calculated in Appendix E.
7.3. Side tanks
According to the IMO:
“In the case of vessels whose total capacity of liquid fuel equal to or greater than 600 m3 but less than 5000 m3, the tanks of liquid
fuel will be disposed within the drawing line of the plates of the lining of the side, and in no case less than the distance w measured,
as illustrated in Figure above, in any cross section perpendicular to the lining of the side, as indicated below, no less than 1 meter”.
𝐶
𝑤 = 0,4 + 2,∗
20.000
Being C the total volume of fuel, in this case C is 3.000m3, so:
3.000
𝑤 = 0,4 + 2,∗ = 0,76𝑚
20.000
The minimum separation between tanks is 1 meter.

Figure 26. IMO’s separation for fuel tanks.
7.4. Engine Room
The area required for the engine and Azipod room must be conditioned by the space needed by the generator, main engine and
Azipod machine (i.e.: main switchboards and frequency converters) and other ship systems (i.e.: fresh water pumps, ballast pump,
sewage treatment plant and fire pump). The position of each generator wouldn´t be limited by the shaft line because doesn´t exist
mechanical coupling between this generator and the electrical motors, but also be take in account a clearance of 1,1m for a
walkway around the gensets, this will bring the possibility to do maintenance operations of the engines.
Other consideration must be the height of the gensets, the depth of the engine room will guaranty the possibility to locate the
gensets, the basement of each one, furthermore a minimum height for removing pistons and liners will be necessary.
The length of the engine room can be estimated as three times of the length of the main engine. From the weight estimation, the
main dimensions of the Wärtsilä 8V31 are listed in table XI.
Table XI. Wärtsilä 8V31 dimensions.
The minimum value of length of the engine room will be:
Dimension Value Unit
𝐿 = 18.52 𝑚𝑒𝑡𝑒𝑟𝑠 L 6.175 m
B 3.113 m
Because of the frame spacing, the length of the engine room will be 19.2 meters. The D 4.701 m
height is important because the depth of the ship should guaranty the possibility to W 56.7 MT
locate the gensets, the basement of each one, furthermore a minimum height for
Page 17 | 134
removing pistons and liners will be necessary, also be take in account a clearance of 1m for a walkway around the gensets, this
will bring the possibility to do maintenance operations of the engines. The height of the engine room will be 5 meters to leave a
margin for structure.
The position of the machine room has great versatility due to electric propulsion, since the only thing needed is to transmit
electrical and non-mechanical energy. For convenience and cable laying, a position near to the room of the Azipods is selected.
The minimum required machinery area over the double bottom and it volume must be estimated the engine room will be
considering the volumes of tank on it.
7.5. Azipod Room

In weight estimation, an Azipod is selected. The room for the machinery is obtain by catalogue in this stage, leaving a margin for
future selection. According with manufacturer brochure the main dimensions rudder machine, including the air and hydraulic oil
unit, are the following:
Length: 8,5m Beam: 5,2m Depth: 2,8m
For catalogue, the Azipod room must be at least 16 meters.
Figure 27. Comparison between Azipod rudder machine and 1.8

tall man.
Using MaxSurf and Autocad, the design team obtain the curves from different decks. To obtain the area curves, different lines of
water were drawn at the height of the decks and the curves of areas were obtained in Maxsurf. Then, these areas were used in
AutoCAD where were integrated to obtain the partial volumes enclosed. The deck used to calculate the volumes and area curves
are listed below. Then, an integration of the areas below the main deck is done to verify the volumes explain before.
Table XII. Volumes obtained resume.

Volume
Resume of Volumes
Item with
below main deck
permeability
- - [m3]
1 AZIPOD ROOM 919
2 ENGINE ROOM 1126
3 DOUBLE BOTTOM 535.2
4 LATERAL TANK 1122.0
5 JP1 505.9
GENERAL DRY CARGO
6 3318.0
HOLD
7 GOA TANKS 1524.0
8 CHAIN BOX 116.1
9 DIARY TANK 145.6
10 FRESH WATER 621.0
11 LUBE OIL 91.7
12 SEWAGE GREY 33.1
13 SEWAGE BLACK 33.1
14 HYDRUALIC OIL 50.8
15 FORE PEAK 463.2
16 TECHNICAL WATER 695.0
17 REFEERS 424.5
DRY TANKS AND
18 2866.4
CYLINDERS HOLD
Subtotal Volumes 14590.6
Page 18 | 134
Figure 28. Area curves obtained from MaxSurf. Details can be zoomed.
Page 19 | 134
7.6. Floodable Length Analysis
The floodable length was verified by the method of Shirokawa in Maxsurf. This is a graphic method and consist in estimates a
permeability and a displacement, in this case 13250 MT. Every compartment has a equilateral triangle between the aft and fore
limit, and this triangle must not exceed the curve for a displacement and permeability used. A selection of a margin line must be
before the simulation. The final positions of the transverse bulkheads are listed in table XIII.
Table XIII. Position from Zero point located at transom section.

Name Position Type
- [m] -
Forward Azipod Room 16,0 Transverse bulkhead
Aft Cargo Hold 22,4 Transverse bulkhead
Cargo Hold Separation 32,0 Transverse bulkhead
Aft Engine Room 40,8 Transverse bulkhead
Forward Engine Room 60,0 Transverse bulkhead
Aft Superestructure 73,6 Transverse bulkhead
Forward
95,2 Transverse bulkhead
Superestructure
Colission 116,8 Transverse bulkhead
A permeability of 85% was required as the volume of the equipment inside the vessel is highly in accordance with the volume of
the entire engine room (as per IMO recommendation MSC 82/24):
Figure 29. Floodable length verified for full load condition (13250 MT). Details can be zoomed.
Page 20 | 134
8. Capacity Plan
8.1. Tanks Capacity
The distribution of tanks along the ship was made taking some considerations:
 The tank distribution has been made in a symmetrical way about the centerline to avoid undesirable heeling angles.
 It has been tried to reduce the free surfaces in the tanks and therefore the negative effect they have in the transverse
stability because this adverse effect on the stability is referred to as a loss in GM or as a virtual rise in the vertical center
of gravity KG.
 Ballast tanks have been positioned in such a way that they can correct the vessel stability and draught.
 In all the tanks, a permeability of 98% is fixed, considering that 2% of the total volume is occupied by reinforcements, and
the peak tank was placed 92% considering that the tank is much more saturated with reinforcements.
 Cofferdams have been arranged separating JP1 and GOA tanks because it’s a dangerous charge.
 A space for fin stabilizers´s cofferdam has been left in the middle body.
 Azipod´s hydraulic oil is in the Azipod room to be near the machine.
Table XIV. Tanks capacity.

Tank INTACT PERMEABILITY % Specific Gravity Fluid Type Volume
[m3]
Hydraulic Oil Port 98 0,88 Hydraulic Oil 36,5
Hydraulic Oil Starboard 98 0,88 Hydraulic Oil 36,5
JP1 Port 98 0,8203 JFA 253
JP1 Starboard 98 0,8203 JFA 253
Double Bottom Tank Starboard 98 1,025 Water Ballast 243,8
Double Bottom Tank Port 98 1,025 Water Ballast 243,8
Double Bottom Tank Central 98 1,025 Water Ballast 47,6
Double Bottom Tank Starboard TW 98 1,00 Sea Water 204,8
Double Bottom Tank Port Technical Water 98 1,00 Sea Water 204,8
Double Bottom Tank Central Technical Water 98 1,00 Sea Water 285,6
Lubricating Oil double bottom 98 0,92 Lube Oil 46,1
Lubricating Oil 98 0,92 Lube Oil 44
Sewage 98 0,913 Slops 58,7
Side Tank Starboard 98 1,025 Water Ballast 552,6
Side Tank Port 98 1,025 Water Ballast 552,6
Diary Tank Diesel Oil 98 0,82 Antarctic Gasoil 156,5
Diesel Oil Central Port 98 0,84 Diesel 677,4
Diesel Oil Central Starboard 98 0,84 Diesel 677,4
GOA Central Port 98 0,82 Antarctic Gasoil 762
GOA Central Starboard 98 0,82 Antarctic Gasoil 762
Fresh Water Starboard 98 1,00 Fresh Water 302,7
Fresh Water Port 98 1,00 Fresh Water 302,7
Forepeak 92 1,025 Water Ballast 463,4
Water Ballast
Fresh Water
Antarctic Gasoil
Lube Oil
Hydraulic Oil
Diesel Oil
Sea Water
JP1
Figure 30. Plant view of tank arrangement. Slops
Page 21 | 134
9. Structural Design
In this section, a detailed structural analysis of the mid-ship section is carried out, in order to evaluate of the structural strength
of the ship will be able to withstand the primary loads in which it will be seen during its operational life.
To analyze the efforts that affects this ship, we can consider the vessel as a beam, with a distributed load. Consequently, the mid-
ship section is going to deal with the highest bending moment
The structural design calculation on still water comprises the knowledge of
 Shear forces
 Bending moment
 Local pressures
The design was made following this guidelines and rules
 DNV GL rules for classification – Part 2 – Materials and

welding
 DNV GL rules for classification – Part 3 – Chapter 5 Hull
girder strength
 DNV GL rules for classification – Part 3 – Chapter 6 Hull
local scantling
 DNV GL rules for classification – Part 3 – Hull girder
strength
Figure 31. Deformations and stresses.
 DNV GL rules and classification – Part 6 – Chapter 6 –
Section 5 – Polar Class.
In this point, the discussion went through type of material to be

used: higher strength steel or ordinary steel. Choosing ordinary
steel, will imply higher modules in profile, indeed of more steel
weight, but it is more economic and easier to fabricate. On the
other hand, selecting a high strength steel would decrease modules, Figure 32. Example moment
Figure 33. Example shear
but it would be more expensive and could complicate the project diagram.
diagram.
times because South America steel mills have complications for the certification and fabrication of high strength steels.
The next step was to calculate the primary loads by the rules. Once that was proven that the section supports it, each structural
element was scantling. Finally, the section module of this section was calculated. This module must be greater than the
minimum given by register.
After this work, we were be able to do a more exactly study of steel weight. Neutral axis and center of gravity were calculated.
The table below is a summary of the main structural elements
Table XVI. Main structural elements.

Required Adopted
Plating Table XV. Primary supporting members.
[mm] [mm]
Required Adopted
Keel plating 10.7 12 Girders
[mm] [mm]
Bottom shell plating 10.6 12
Central girder 8.39 9
Side shell plating 29.23 30
Bottom girders 6.92 8
Inner bottom plating 16.5 18
Side girders 6.20 8
Deck plating 8.3 10
Bulkhead plating 31.42 32
Page 22 | 134
Procedure
The design team decided to use high strength steel basing on the following advantages over mild steel:
 Higher strength with good ductility.

 Micro-alloying yields a fine-grained microstructure.
 Good weld ability with most
conventional welding methods. Table XVII. Stiffeners.
 Lower preheat requirements. Required Adopted
 Good corrosion resistance since Stiffeners Profile
[cm³] [cm³]
ferritic microstructure improves
Bottom longitudinals 679.90 725 L 300x13x90x17
general corrosion resistance.
Inner bottom longitudinals 594.91 599.3 L 250x16x90x16
High strength steel allows to: Side longitudinals 496.11 530 L 250x14x90x17
 Reduce plate thickness. Internal double skin longitudinals 463.86 466.3 L 250x15x150x15
 Save weight in the final structure. Inner tank longitudinals 422.68 430 L 200x15x150x15
 Grate effective loads during use. Bulkhead longitudinals 565.88 590 L 250x16x90x16
 Reduce costs in welding and
fabrication.
DNV rules specify Part 6 – Ch. 6 – Section 5 the steel grade required. The ship is divided into two zones, the dividing line is 0.3
meters below LIWL.
Below this line, the required steel grade is

obtained from the following table. According to
maximum shell plating thickness adopted (32 mm)
the maximum steel grade required is EH. Although
using different steel grades along the vessel is
possible, it is advisable to unify the steel grade
used for a constructive and operational facilitation
in the shipyard. Figure 34. Dividing line 0.3 below Lower ice WL.
Table XVIII. Steel grade in terms of material class and thickness.
The steel grade above the diving line mentioned cannot be less than required below it.
After all these considerations, we can determine steel type to be used.
Page 23 | 134
Table XIX. Steel types and properties.
After calculating minimum modulus, the team made a research about the type of main structural framing that is going to be
used. There were two types of framing that were considering: longitudinal or transverse. Given ship characteristics, as follow:
 For ships exceeding 90 meters in length, bending moments are considerable. Therefore, it is necessary to give structural
support to the ship to be able to face the efforts caused by bending moment. In addition, in this type of vessels the risk
of buckling increases, so structural members must be combined to prevent buckling.
 Although the hull has shapes, it also has an area where the sections are similar and can be applied longitudinal framing.
Although, Polar class requirements and ice loads must be considered, especially afore and astern.
Due to this point mentions and all the information contained in DNV GL rules, it was decided to use longitudinal framing in
bottom, side and deck amidships and transverse framing astern and afore. Next the structural rules and formulas defined by
DNV GL were used to size all structural components. The section modulus of the mid-ship was calculated and compared to the
required modulus defined by rules. A summary of the structural calculations is added in the Appendix I. The value of the mid-
ship section modulus gives an idea of the structural strength of the ship. This structural strength is going to support the bending
moment.
1. Still water bending moment calculation: This value was obtained by DNV GL rules formula’s
Minimum vertical still water bending moment
Hogging conditions:𝑀𝑠𝑤(171. 𝐶𝑊 . 𝐿2 . 𝐵. (𝐶𝐵 + 0.7). 10−3 − 𝑀𝑤𝑣−ℎ−𝑚𝑖𝑑 )𝑠𝑤−ℎ−𝑚𝑖𝑛

Hogging conditions:𝑀𝑠𝑤−ℎ−𝑚𝑖𝑛
Sagging conditions:𝑀𝑠𝑤(171. 𝐶𝑊 . 𝐿2 . 𝐵. (𝐶𝐵 + 0.7). 10−3 − 𝑀𝑤𝑣−𝑠−𝑚𝑖𝑑 )𝑠𝑤−𝑠−𝑚𝑖𝑛
Sagging conditions:𝑀𝑠𝑤−𝑠−𝑚𝑖𝑛
Amidships vertical still water bending moment:

𝑓𝑅
Sagging conditions:𝑀𝑤𝑣−𝑠 = −0.19 × × 𝑓𝑛𝑙−𝑣𝑠 × 𝑓𝑚 × 𝑓𝑝 × 𝐶𝑊 × 𝐿2 × 𝐵 × 𝐶𝐵
0.85
Sagging conditions:𝑀𝑤𝑣−𝑠 = −454819.1𝑘𝑁𝑚
𝑓𝑅
Hogging conditions:𝑀𝑤𝑣−ℎ = 0.19 × × 𝑓𝑛𝑙−𝑣𝑠 × 𝑓𝑚 × 𝑓𝑝 × 𝐶𝑊 × 𝐿2 × 𝐵 × 𝐶𝐵
0.85
Hogging conditions:𝑀𝑤𝑣−ℎ = 320416.4𝑘𝑁𝑚
Maximum still water bending moment = -454816kNm
2. Minimum section modulus: To determine the minimum section modulus required by DNV GL Part 3 – Ch. 5 – Section 2, the
rules give the expression below that involves the geometrical aspects of the ship. It is important to highlight the influence of
the ship length in the minimum section modulus required, in order to withstand the bending moment and shear forces.
Page 24 | 134
1 + 𝑓𝑅
𝑍𝑅−𝑔𝑟 = 𝑘 ( ) . 𝐶𝑤0 . 𝐿2 . 𝐵. (𝐶𝐵 + 0.7). 10−6
2
𝑍𝑅−𝑔𝑟 = 3.22𝑚3
3. Minimum hull girder moment of inertia: To determine the minimum hull girder moment of inertia of the vessel amidships,
the DNV GL Part 3 – Ch. 5 – Section 2, states an expression to obtain it. The expression is below
𝐼𝑦𝑅−𝑔𝑟 = 3. 𝑓𝑅 . 𝐶𝑊 . 𝐿3 . 𝐵. (𝐶𝐵 + 0.7). 10−8
𝐼𝑦𝑅−𝑔𝑟 = 15.84𝑚4
The objective of this structural design is to determine a section that could be able to withstand the local pressures. In order to
do this, scantlings are designed and calculated by rules. In certain cases, the adopted is oversized, because there is not a nominal
product which fits with the required. This will unleash in that the real module is going to be much bigger than required. An extra
module could be useful in extreme weather conditions.
Verifications
Section modulus, hull girder moment of inertia and neutral axis were calculated by direct method and compared with required
by DNV GL. Results are given below
Table XX. Calculated values compared with required by DNV GL.

Item Unit Required by DNV GL Calculated Status
Section modulus [mm³] 3.22 4.89 OK
Moment of inertia [m⁴] 15.84 18 OK
Neutral axis from BL [m] - 7.353
The design team has made some considerations regarding to local scantlings.
 Although stiffeners have been divided by sections so that each sector of the midship section has different profiles placed,
the design team decided to homogenize profiles selected by section. The main reason is to achieve a constructive
optimization, despite of section modulus optimization.
 Also, it is recommended that transmitted load by the pillar be distributed on the deck, so that a square or rectangular steel
plate is placed between deck and pillar to achieve the distribution load mentioned. Deck beams must support load
transmitted by the pillar that explains its size.
 Several stiffeners were located in main deck beam in order to give it rigidity and prevent buckling. Stiffeners had to be
placed specifically below pillars to strengthen the zone.
 Due to deck cranes weights, it is expected to have great loads on the area surrounding deck crane’s basements. DNV GL
recommends, for this case, perform a finite element analysis. This analysis escapes the design stage in which the design
team is, so it must be done once advanced in the development of the design.
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10. Powering and Propulsion Concepts

The following section outline the evaluation of powering and propulsion concepts from the early stage of the design. Further, the
conducted trade-off studies that were used to determine the most viable powering and propulsion system for the design will be
discussed as well.
10.1. Energy Source Alternatives

There are multiple options for powering a vessel with various energy or fuel sources; each option has certain drawbacks related
to regulations, availability, or readiness.
We take special attention to LNG due to MARPOL 73/78 Annex VI regulations (sometimes known as “IMO 2020” regulations),
which enter in force in 2020. These regulations attempt to reduce drastically vessel emissions, particularly NOx and SOx emissions.
LNG showed up as an answer, competing with traditional fuels such as HFO, MDO and MGO. Fuel suppliers and engine constructor
companies offer solutions for both choices, it is on vessel owners to foretell the best option for them. The considered options and
reasoning for winnowing are summarized in the table XXI.
Table XXI. Energy sources alternatives.

Energy Source Selection/Winnowing Reasoning
Needs and Requirements: Does not violate any needs or requirements.
Commercial Feasibility: Cheapest fuel. Easy to get. Proven operational history in marine industry.
High Sulphur heavy
It is necessary to install an exhaust gas cleaning system (scrubber) to fulfill
fuel oil
MARPOL 73/78 Annex VI regulations. As a result, it will add operational
(HFO)
and maintenance complexity. Discharge of wash water is restricted in
Technical Readiness:
several ports. Most of the engines using this fuel are two strokes with long
Low Sulphur heavy
stroke, this could restrict space availability in the engine room. Variability
fuel oil (LSHFO)
of quality of blends per supplier.
Heavy fuel oil By 2020 HSHFO will suffer a significant demand decrease however LSHFO
(HFO) Global Expectation: demand will increase. HFO prices will increase 15,5% average between
2018 and 2020.
HSHFO production will increase 600% and LSHFO production will be almost
Regional Expectations:
zero in Latin America.
Commercial Feasibility: Easy to get. More expensive than HFO.
Marine Diesel Oil Due to its density is not necessary for pump to heat it. It is possible to place
(MDO) Technical Readiness: four strokes engines resulting in a space saving. Easier than HFO to fulfill
MARPOL 73/78 Annex VI regulations.
Marine Gas Oil Prices will increase 10% approximated between 2018 and 2020. Also,
(MGO) Global Expectations:
demand is expected to increase.
Will happen an oversupply, hence it could derivate in a price decrease.
Regional Expectations:
Production will increase 100% in Latin America.
LNG tanks require a different piping system, which, in combination with
the lower energy density of LNG could reduce cargo space or reduce vessel
autonomy compared with conventional marine fuels. Comparing with
conventional marine fuels, an LNG-fueled ship will lose 0,09 tons of cargo
capacity per MWh of energy store on board. As a result of a lack of an LNG
Commercial Feasibility:
Liquid Natural Gas distribution network, will be necessary to install in some ports an LNG
(LNG) storage to supply the vessel (For example: liquefaction plant and bunker
that Buquebus owns in San Vicente, Buenos Aires province, Argentina).
Crews will need special drills and emergency exercises to deal with LNG.
Crews are not accustomed to work with this fuel.
Since its chemical composition it is possible to fulfill MARPOL 73/78 Annex
Technical Readiness: VI regulations without a scrubber. It is necessary to place dual engines
capable to use LNG and MDO. Lower CO2 emissions. Carrying MDO will be
Page 26 | 134
required at least to achieve a high engine loads fast, for example in case of
a black out.
Related to 2018 prices will increase 20%. Shell is expecting a significant

demand increase by 2020, then demand will decrease gradually. IMO
expectates a 12% increase in LNG demand. DNV informed that there are
Global Expectations: 105 LNG-fueled ships orders and they will increase in the next 6 years.
According to DNV LNG fuel is the most frequent choice for new buildings
instead of installing a scrubber. Investment costs for LNG dual-fueled
engines and LNG storage system is estimated in 1.4 million UDS per MW.
Related to 2012 LNG demand will decrease 50% by 2020 in Latin America.
Regional Expectations: According to DNV out of the 126 LNG-fueled ships on order only 14% will
operate in America.
10.2. Power Plant Arrangement Alternatives
Exists many different types of power plant and configurations according with different class of vessels, operations requirements
and constrains, for this reason will be necessary to analyze advantages and disadvantages, so that will find the best propulsion
plant that assembly with the ALV requirements on this project.
PRIME MOVER TRANSMISSION PROPULSOR
DIESEL ENGINE
(Low speed, reversing)
DIESEL ENGINE
(Medium or high speed,
reversing MECHANICAL REDUCTION GEAR
STEAM TURBINE
(With reversing
elements)
GAS TURBINE MECHANICAL REDUCTION GEAR FIXED-PITCH

(reversing) PROPELLER
(Non-reversing)
DIESEL ENGINE
(Medium or high speed, ELECTRIC DRIVE (reversing)
non-reversing)
COMBINATION DIESEL ELECTRIC DRIVE (reversing) -

OR GAS TURBINE MECHANICAL REDUCTION GEAR
COMBINATION GAS CONTROLABLE-

TURBINE AND STEAM MECHANICAL REDUCTION GEAR PITCH
TURBINE COGAS PROPELLER
Figure 35. Power plant alternatives.
Page 27 | 134
10.3. Prime Movers: Gas Turbine vs. Medium Speed Diesel
The greatest advantage of gas turbine over other propulsion engines are
the very high power-to-weight ratio, compactness, good over torque
characteristics and the low fitting-out cost. The greatest disadvantages are
the very high fuel consumption, especially at off-design conditions, the cost
of the fuel and maintenance requirements. In the figure below is possible
to compare diesel systems and turbine system fuel consumption.
The most popular engine for the propulsion of icebreakers and ice-class
cargo ships is the medium-speed diesel. This popularity is bases primarily
upon the engine’s compactness, light weight, fuel efficiency and reliability.
Its disadvantage for use in ice-class ships is the lack of significant over
torque capacity. The use of electric transmission permits high torques to
be developed through the speed range of the propeller and damps ice
torques being transmitted to the engine. Figure 36. SHP vs. fuel consumption.
10.4. Diesel Conventional Propulsion vs. Diesel Electric Propulsion

There are important characteristics that must be considered in the selection of the power plant
 Cost of all machinery, system and subsystems

 Size, volume and weight of all machinery
 Fuel consumption of prime movers
 Exhaust gases emission levels
 Complexity of all machinery and systems
 Maintenance and operation systems cost
The electric propulsion drives offer many important advantages when compared with other conventional types of propulsion
drive, and the most of Antarctic vessels take this type of propulsion power system. The main advantages of electric propulsion are
synthesized below
 Improve life cycle cost by reduced fuel consumption and

maintenance, especially where there is a variation in load
demand. Since the electric-drive system, unless full
power, is normally arranged so that vessel operation can
be accomplished with a minimum number of prime
movers in service, each operation near peak efficiency.
 Less space consuming and more flexibility utilization of
the on-board space. Especially important when
performing the lay-out of the power plant as there is
more freedom to perform the arrangement.
 Improved maneuverability by utilizing azimuthing
thrusters or podded propulsion
 Brings flexibility to accommodate diverse types of prime Figure 37. Diesel mechanical and Diesel electric ship arrangement.
movers and mechanical output demand by propeller
 Electrical propulsion can fulfill load variations, which in ice-going vessels are significant and rapid. The propulsion system
avoids over-loading components and undesired tripping due to its high dynamic performance.
 Higher reliability and availability by redundant configuration of the propulsion system.
The advantages should be weighted up against the advantages, such as
 Increased investment costs

 Additional components (for example, electrical equipment, generators, transformers, etc.) between prime mover and
propeller increase the transmission losses at full load
Page 28 | 134
10.5. Electrical systems

Electrical propulsion systems are available in four types which are: dc-dc, ac-ac, ac-dc, ac-ffc-ac (ffc: full frequency control)
 Dc-dc system: The major advantage of dc systems is their basic simplicity, ease of control and good torque characteristics.
The disadvantages are their high cost, weight and volume compared with mechanical systems, their low efficiency (about
85 percent)
 Ac-dc system: Comparing with dc-dc, this type of propulsion offers lower weight, lower cost and mechanical simplicity
generators with the simplicity and precision of speed control of a dc motor. Thyristors are in charge to the ac to dc three-
phase conversion.
 Ac-ac system: is the most suitable ac system for icebreaker. Due to its highly reliable static control system, the motor can
be controlled precisely and sleeplessly.
 Ac-ffc-ac system: Technically superior to ac-dc and dc-dc systems due to their higher system efficiency and their nearly
identical torque characteristics.
10.6. Transmission systems

This section describes the most common types of transmissions systems or configuration used in diesel-electric propelled vessels.
All the configurations and main characteristics are summarized in the table below.
Table XXII. Transmission systems description.

Transmission system Figure Main characteristics
Low cost and maintenance compared with
other configurations.
Higher engine room space required compared

with other configurations.
Diesel electric with
reduction gear box Not as maneuverable as other systems.
Could be necessary to install a bowthurster.
More expensive but less maintenance

compared with Diesel-electric with reduction
gear box configuration.
Simple operation system.

It may use a fixed pitched propeller.
Diesel electric with Lower engine room space requires compared
frequency converter with Diesel-electric with reduction gear box.
High initial cost.

Very low maintenance.
Could be necessary to install a bowthurster.
Complex electronic system.

High initial cost.
Very low maintenance.
Diesel electric with Complex electronic system.
Azipods propellers Increase internal space availability because the
propulsion motor is installed inside the
azimuthing pod.
Page 29 | 134
High maneuverability with fast change of thrust

direction.
High initial cost.
Good hydrodynamic and mechanical efficiency.

Increase internal space availability.
azimuth stern thruster
Good maneuverability with fast change of
thrust direction.
High initial cost.

Low maintenance.
Complex mechanical system.
Voith propellers High efficiency.
Increase internal spaces availability.
High maneuverability with instantaneous
thrusdirection.
10.7. Azipod propulsion vs. Conventional

Navigation in polar waters must be considered from the start of the ship design
and the propulsion system selection, due to additional risks compared to normal
open water shipping. The risks are recognized and have been well understood
at the IMO, which has adopted a set of regulations, known as the Polar Code.
The Polar Code makes direct reference to IACS Polar Class requirements, which
set out in detail structural and machinery requirements for ships intended for
independent navigation in ice-infested polar waters. The Polar Class notation is
defined by the ice conditions and the season in which ship will operate. Azipods
units fulfill all applicable Polar Code requirements and are available with Polar
Class notation suitable for the intended operation area, season and ice
conditions. Figure 39. Azipod manouvering on ice.
With Azipod propulsion the full propeller thrust can be directed freely in any
direction, whereas in fixed shaftline-rudder arrangements thrust decreases
rapidly as helm angle increases. A conventional rudder can produce about 40%
side thrust compared to maximum ahead bollard pull thrust. With a freely turning
Azipod, however, full thrust can be precisely applied in any direction, giving 150%
more side thrust than conventional rudder. More effective and safer turning
capability of Azipods propulsion have been verified by full-scale and full-speed
turning circle test between sister-ships MS Fantasy with conventional propulsion
and MS Elation with Azipod propulsion which recorded 38% reduction in tactical
diameter, also similar results have been obtained from model experiments with
wider set of ships.
Figure 38. Conventionl rudder vs. Azipod unit.
Page 30 | 134
Within the Azipod, the electric motor is installed directly on the propeller shaft
making the drivetrain extremely simple and robust against any ice loads hitting
propeller. In contrast to mechanical Z-or L-drive azimuthin thrusters, there are no
mechanical gears so the Azipod shaftline can withstand both bending and high
torque peaks under heavy ice loading. For extreme ice classes, the Azipod electric
motor and ship power plant can be configured to provide an over-torque capability
that ensures the propeller rotates even in heavy ice interactions. This prevents ice
Figure 41. Ice load direction.
blocks hitting static propeller blades from an unfavorable direction while a vessel
is proceeding under her own inertia. Over-torque ensures that rotation of the
propeller is constant and thus the angle of attack is favorable from the perspective of blade strength. In comparison to shaftline
propulsion, a further Azipod safety feature derives from its steering system, which is set to yield and absorb extreme impact loads
on propeller side blades. This sort of extra protection cannot be achieved with the blades of the conventional fixed shaftline
propeller.
Usual design process with Azipod

 Sketching the after lines of the podded ship, locating the Azipod.
 Estimating the propeller diameter and tip clearance
 Defining the speed vs. thrust curve for the ship on given draught conditions
 Selecting the required power and rpm value for the propeller
Azipods Benefits
Design benefits
 Added cargo volume
 Low weigh
 One-lift installation of Azipod
 Shorter building time of the vessel
 Smaller engine rooms
 Simplified casing
Figure 40. Longitudinal section of Azipod unit.
Constructional benefits
 One unit eliminates the need for separate:
o Gearbox
o Thrust bearing
o Shaftline
o Sterntube with sealing
o Lube-oil system for bearings and sealings
o Rudder and steering gear
 Simplified steel structure
 No aligning of shafts and bearings
 Building time in dry-dock is reduced
Operational benefits
 Improve hydrodynamic efficiency Figure 42. Comparasion between shaftline and
 Less cavitation Azipod unit.
 Reduce propeller vibrations
 Reduce noise levels
 Reduce exhaust emissions
 Improve safety of navigation through redundancy and excellent
steerability
 Reduce fuel cost
 Optimum maintenance schedule and reduced hours
 Reduce maneuvering time in port
Market availability
ABB offers some Azipods series depending on the required Polar Class and power
vessel. This options are showed below. Figure 43. Conventional propulsion and Azipod
propulsion arrangements.
Page 31 | 134
Table XXIII. Azipods series depending on the Polar Class and power required.
Page 32 | 134
11. Liquefied Natural Gas

As discussed in point 9, due to its chemical composition it is possible to fulfill MARPOL 73/78 Annex VI regulations without a
scrubber. The research carried out by the design team revealed that there are several companies that work with liquefied natural
gas engines and generators. The work team decided to place the Wärtsilä system due to the versatility options offered and the
space simplifications granted.
11.1. LNG characteristics

It Is natural gas, predominantly methane (CH4) with some mixture of ethane (C2H6) that has been cooled
down to liquid form for ease and safety of non-pressurized storage. It takes up about 1/600th the volume
of natural gas in the gaseous state (at standard conditions for temperature and pressure). It is odorless,
colorless, non-toxic and non-corrosive. Hazards include flammability after vaporization into a gaseous
state, freezing and asphyxia. The liquefaction process involves removal of certain components, such as
dust, acid gases, helium, water, and heavy hydrocarbons, which could cause difficulty downstream. The
natural gas is then condensed into a liquid at close to atmospheric pressure by cooling it to approximately
−162 °C (−260 °F). Figure 44. Natural gas
methane molecule.
11.2. Total Cost of Ownership

Because of its clean burning characteristics, the use of LNG fuel eliminates the need to employ exhaust emissions cleaning
equipment. It also means that the burning of expensive low-sulphur fuel can be avoided.
Heavy Fuel Oil

Marine Gas Oil Liquefied Natural Gas
Marine Diesel Oil
Figure 45. Exhaust gases treatments.
Natural gas is one of the most efficiently burning fossil fuels and converting an existing engine to operate on gas can offer
significant economic benefits. The primary financial driver for using LNG as a marine fuel is one of pure cost to purchase. At the
end of 2016, the purchase price of LNG was approximately 6,1% lower than that of Heavy Fuel Oil (HFO), unit for unit. While fuel
prices do fluctuate, the trend favors LNG as the less expensive choice. The fuel efficiency of modern gas-fuelled engines is also far
better in a like for like comparison, with improvements ranging from 5 to 14% over conventional fuelled engines. The following
chart demonstrates the difference in lifecycle costs between ships operating on LNG and those using HFO as their primary fuel.
Table XXIV. Difference costs between operating on HFO and operating on LNG.
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11.3. Outstanding emissions compliancy
By switching the main source of power from liquid residual fuels to natural gas, the challenges imposed by increasingly
stringent emission regulations can be met and overcome. Sensitive waters, such as Antarctic sea, can suffer significant
damage due to combustion of hydrocarbons. LNG engines are an environmentally sound solution that enables
regulatory compliance and allows vessels to operate in Emission Control Areas and other environmentally sensitive
zones without damaging the marine ecosystem or releasing harmful emissions into the air.
When a medium-speed DF engine runs in “gas mode” (natural gas as the primary source of energy), the following
targets are achieved:
 CO2 emissions are reduced by approximately 30%, thanks
to a lower carbon content in natural gas compared to
liquid fuels.
 NOX emissions are reduced by approximately 85%, thanks
to the lean burn combustion process implemented in DF
engines.
 SOX emissions are almost completely eliminated, since
natural gas does not contain any sulphur.
 Particle production is practically non-existent, due to the
efficient combustion of natural gas, a fuel with almost no
residuals.
In gas mode, Wärtsilä medium-speed DF engines are already compliant
with the IMO’s Tier III regulations without the need of any secondary
exhaust gas purification systems. Furthermore, in liquid fuel oil mode, all
Wärtsilä DF engines are fully compliant with the IMO’s Tier II exhaust
emission regulations set out in Annex VI of the MARPOL 73/78 Figure 46. Diesel oil and LNG emissions.
convention.
11.4. LNG Combustion Process

The dual-fuel technology brings outstanding benefits to ship owners and operators. The selected Wärtsilä engines operates on
the lean burn principle: the mixture of air and gas in the cylinder contains more air than is needed for complete combustion. Lean
combustion reduces peak temperatures and therefore NOX emissions. In gas mode, the engine is already compliant with IMO Tier
III regulations without any secondary exhaust gas purification systems. Dual-fuel technology offers reduced SOX and CO2
emissions as well as smokeless operation in gas operation mode.
In liquid fuel oil mode, the Wärtsilä 20DF engine is fully compliant with the IMO Tier II exhaust emissions regulations set out in
Annex VI of the MARPOL 73/78 convention.
Figure 47. LNG benefits.
Page 34 | 134
The dual fuel engine utilizes a lean burn combustion

when operating on gas. The gas is mixed with air before
the intake valves, during the air intake period.
Figure 48. Inlet stroke
At compression phase, all valves are close and the gas

mixed with the air is compressed.
Figure 49. Compression stroke.
After de compression phase the gas-air mixture is ignited

by a small amount of liquid pilot fuel. This pilot fuel is
pressurized and fed into the cylinders by a small
common rail system.
Figure 50. Combustion stroke.
After the combustion phase the exhaust gas valves open

and the cylinder is emptied of exhaust gases.
Figure 51. Outlet stroke.
Other methods of using LNG in engines are not compliant with IMO Tier III regulations. One of these methods consists in injecting
the LNG from a different injector of the liquid fuel at the end of the compression phase, which has the disadvantage of having to
use a high pressure natural gas system, and another method is to use only gas that is ignited with a spark plug, similar to an Otto
cycle.
Page 35 | 134
11.5. Container Tank vs. Stationary Tank
The LNG fuel tank containers can be easily removed and transported for refilling at remote locations. It is intended for small and
medium sized vessels not requiring large LNG storage capacity, such a solution offers a realistic alternative to conventional
stationary LNG tanks.
In addition to the LNG fuel tank container, the system consists of a docking station and an evaporator skid installed permanently
on the ship. The container system is intended for installation on an open and naturally ventilated deck and is designed to fulfil all
marine LNG tank requirements. It is of standard ISO frame dimensions (20 ft, 40 ft and 45 ft) and can be transported by road, rail
and sea, although the maximum gross weight may vary in different countries for land transportation.
Figure 54. LNG container tank.

Figure 53. LNG arrangement on main deck. Figure 52. Standard ISO LNG container
transported by road.
As will be determined in the Endurance calculation, 27 containers will be required to supply the demand of the design vessel. For
this reason the design team chooses to place stationary tanks.
11.6. Stationary Tank

There are actually two tanks, one inside the other. The inner tank is made of cryogenic stainless steel alloy with chrome and
vanadium and is wrapped with multiple layers of insulation and the space between the tanks is vacuum sealed.
Figure 56. Inner tank of the stationary tank.
Figure 55. LNG tank components.
The system includes interconnecting tubing, a pressure build-up evaporator (PBE), control devices, pressure control regulator,
over pressure regulator and a bunker station per side. The pressure build-up evaporator maintains an operational pressure of
approximately 5 bar in the tank. The pressurized tank is used instead of rotating
equipment, such as pumps and/or compressors, to feed the gas to the engines. The
pressure control regulator manages the flow of fuel from the tank, it supplies vapor
when the tank pressure is above 120 psi and liquid when it is below 120 psi.
Even the tank is very well insulated, a small amount of heat is always flowing into the
tank from the outside. Therefore, pressure will gradually rise at a rate of 15 psi per
day. The pressure control valve manage the pressure in the tank so that it never
exceeds 230 psi. As pressure is withdrawn from the tank pressure is reduced, and
when liquid is withdrawn pressure is maintained. As the tank warms over the time Figure 57. Insulation between inner tank and
the pressure will slowly increase. The vacuum insulated cryogenic tank ensures the external tank.
LNG hold time in excess of 58 days.
Page 36 | 134
When liquid fuel is drawn from the tank to the vaporizer is used to vaporize into the
gaseous form required by the engines. This heat exchanger circulates glycol water
from the engine to warm the LNG.All liquid lines have double walled piping
construction to prevent any leak.
There are different types of pressure tanks to use the stowage space. Membrane,
type A and B store the LNG at atmospheric pressure, which indicates that before an
increase in pressure by heating, the pressure regulating valve will produce that the
storage time of the LNG less than one of Type C where the working pressure is 5 bar.
The design team decided to install the Type C Bi-lobe tanks to optimize stowage Figure 58. Internal and external tanks assembly
space. process.
Figure 59. Types of pressure tanks. Figure 60. Type C bi-lobe pressure tank.
11.7. System Components

The main components of the Liquid Natural Gas system are described below.
Figure 61. LNG system and principal

components.
Page 37 | 134
11.8. Pressure Build UP System
It is a heat exchanger unit with associated glycol water circulation pumps and plate heat
exchanger. The unit exchanges heat from the engines cooling water and supplies glycol
water to the product vaporizer in the tank connection space. The LNG is converted to gas
and to supply the engine.
Table XXV. Heat exchanger unit data.

Characteristic Specification
Type HEU65-05
Liquid line nominal diameter DN65
Design pressure 5 bar
Required supply temperature heating water 35 – 45°C Figure 62. Pressure build up system
11.9. Gas Valve Unit

The main functions of the Gas Valve Unit (GVU) are to regulate the gas feeding
pressure to the engine, and to ensure a fast and reliable shut down of the gas
supply. The latter requirement is specified in the Interim Guidelines on Safety for
natural gas fuelled engine installations on ships (IGF code), which state that each
item of gas consuming equipment has to be provided with a set of “double block
and bleed” valves.
Figure 63. Gas valve unit components.
11.10. Bunkering Stations

The bunker station is used to bunker the storage tank. Is one complete station per side and It contains equipment such as:
 Bunkering line.
 Nitrogen purging connections with valves and manifolds.
 Vent header to tie in point at battery limit.
 Valves according to class requirements.
 Drip trays below skid.
 Drip tray connections for safe disposal of liquid overboard.
 Blind flanges for preservation of cleanliness.
 Instrumentation.
 Vapor return line for equalization of tank pressure between receiving and
supplying tank.
Figure 64. Bunkering Station.
11.11. Tank Connection Space
The Tank Connection Space (TCS) allows natural ventilation. The benefits of this
system are its reduced weight, a combined cargo heating medium that controls the
temperature both inside the TCS as well as for evaporating the LNG, less installation
work for the yard, and a reduced power supply requirement.
The design team decided to set the LNG pack, which includes the LNG tank and
related process equipment, the control and monitoring system, the vaporizer, the
gas valve unit, the airlock and almost all the valves, instruments, piping with hot and
cold isolation. An intermediate heating media circuit in the tank connection space
requires no pumps and is able to directly utilize the engines’ cooling water. The
control cabinet is located in a cubicle attached above the tank connection space.
Figure 65. Tank Connection Space coupled to

the tank.
Page 38 | 134
11.12. Svanehøj Fuel Pump

The ultimate function of a fuel gas system is to store the LNG, convert it to gas, and supply it to the engine
under perfect and stable conditions. Wärtsilä uses two principles for transferring LNG fuel, namely the
pressure build up system and the cryogenic Wärtsilä Svanehøj ECA fuel pumps. Even if it's not entirely
necessary, the Wärtsilä Svanehøj ECA Fuel Pump (EFP) offers the advantages of no tank connections
below liquid level, no electrical components inside the tank and hardly any contribution to boil off gas
generation. It is independent of weather, sloshing and thermal conditions and ensures a steady, reliable
fuel gas supply with a fast response time. Bearing in mind the design vessel will sail in very cold areas
near Antarctic continen where the temperatures reach minus 10 degrees, pressure increase may be
delayed due to low temperatures. For this reason, the design team opted to install the cryogenic pump.
Figure 66. The Wärtsilä

Svanehøj ECA Fuel Pump
11.13. LNG System Arrangement

Almost all main devices of LNG system are integrated in the TCS offering a compact solution.
Figure 67. LNG system arrangement.
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12. Particular Ship Systems

The ship will be equipped with all specific systems that allow it to supply the Antarctic bases in the most efficient way, overcome
adverse polar weather conditions, tow other vessels, provide medical assistance, maintain good navigation, control pollution
and any other task that may be required of a polar logistic vessel. This part also includes particular features that are not systems,
but are necessary for the Antarctic logistic vessel.
12.1. Retractable Fins Stabilizers

They are used to improve the transverse stability of the ship in navigation. In the
condition of navigation on ice, they are repelled towards the hull by the electro-hydraulic
system. The Neptune retractable-fin stabilizers incorporate a one-piece fin construction,
with a 'fishtail' high-lift profile. When not in use, the fins are folded into recesses in the
hull by an Electro-hydraulic actuation, flush with the vessel’s side.
The stability in the ship is not a minor issue, considering the characteristics of the Drake
Passage, known worldwide for its hostility and difficulty to navigate, which must cross to
reach the Antarctic bases. There are permanently storms from West to East at least once
a week, for this reason navigation is made to the Orcadas base, sailing in the same Figure 68. Fins folded into recesses
direction of the sea currents and the storm, avoiding to fight against the current. in the hull.
Although the requirements of the operator request stabilizers by retractable fins, the team chose to investigate the gyroscopic
stabilizers and present it as an improvement to the of the owner’s requirements.
The gyrocompass contains a large mobile mass that generates an angular

momentum contrary to the angular momentum generated by the sea on the ship,
being able to place more than one. The advantage of the gyroscopes compared to
the rolling keels (fixed or tretractable) is due because it does not need the vessel to
be sailing at a certain speed to fulfill its function. In addition, fixed rolling keels can
be damaged when the ship navigates on ice. The research carried out by the work
team revealed that the use of gyroscopes is intended for vessels of a few tons
(yachts and ferries), otherwise the total sum of gyrocompasses required for the ALV
would occupy the half of the engine room considerably increasing the displacement
of the vessel and and the electric power required.
Figure 69. Gyrocompas for 300 ton vessel.
Table XXVI. VEEM gyrocompass characteristics. 𝐷𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑚𝑒𝑛𝑡𝐴𝐿𝑉 = 14000𝑡

Max. displacement 300 t
Dimensions 1.5 m x 1.5 m x 1.73 m 14000𝑡
𝑄𝑢𝑎𝑛𝑡𝑖𝑡𝑦𝐺𝑌𝑅𝑂𝑆 = = 46
300𝑡
The design team chooses to place the Rolls Royce retractable stabilizing fins. The manufacturer suggests the NEPTUNO 200
model for the displacement and economy speed of the ALV.
Table XXVII. Neptuno dimensions
Figure 70: Neptuno dimensions.
Page 40 | 134
12.2. Helicopters
The helicopters used on board must be marinized, which implies among other things that they should be able to stow them in
the hangar and to lean on the water. The most used are SH-3 Sea King (USA), Superpuma (France) and Kamov (Russia). The work
team decided that the helicopter SH-3 Sea King
Manufactured by the US Company Sikorsky
Aircraft is the optimal option for ALV
requirements. This special HELO is able to put
the blades together and fold the tail for the
purpose of stowing in the hangar.
Figure 71. Different views of Sea King.

Figure 72. Sea King dimensions.
Where:
 A and B are de dimensions of de HELO with de tail and blades folded.
 C and D are de dimensions of the HELO at the operation condition.
This HELO reduces the length by 34 % and the width by 75%.
Table XXVIII. Sikorsky Aircraft SH-3 Sea King technical information.

Engine 2 × General Electric T58-10 turbojet
Power 1400 CV each
Propellers 1 up and 1 tail
Crew 4
Length 21.95 m
Main rotor diameter 16.36 m
Height 5.13 m
Empty weight 5382 kg
Loaded weight 8449 kg
Maximum takeoff weight 10000 kg
The fuel required for the HELOS is called JP1, the owner’s requirements set up at least 500 m 3. The JP1 hose comes out of an
opening in the deck of the helipad to supply the helicopters while supplying the Antarctic bases. Below the opening is the funky
hose connected to the JP1 bomb.
Figure 74. JP1 hose rolled Figure 73. Watertight

under the watertight opening.
opening.
Page 41 | 134
The design team select the winch for the NABRICO firm to move the helicopter from the hangar to the helipad.
Table XXIX. Winch model dimensios.
Figure 75. Helicopter winch

dimensions.
Helicopters can be used only when there is good weather (Sea Force 3) often in December or January at the beginning of the
Antarctic campaign, but as of March there is bad weather so it is decided to use the Amphibious vehicles and the landing craft.
This HELOS can be operated in a maneuvering speed of 10 knots, with a rolling less than 5 degrees and a heeling less than 2
degrees.
12.3. Electrically Heat Traced

Also known as “DE-Icing” system, prevents ice from forming on the helipad when
the ship sails through Antarctic regions. It consists of small circuits of heating
cables, with resistances higher than 20 MOhms and a voltage of 750V of
alternating current located below the non-slip surface of the helipad that keep it
warm to melt the formed ice and prevent it from frying again. Below the
resistances there are two 2 isolations, one above the deck and another below.
These circuits must end in heat terminals included with the kit, located below the
deck. The number of independent circuits and their terminals depend on the Figure 76. Helipad DE-icing system.
value of the dissipation of calories that is needed.
Figure 77. Helipad cross section.
Figure 80. Heating cable of 20 MOhms.
Figure 79. Heating cable

terminal. Figure 78. Heating circuits terminals below the
isolated deck.
Page 42 | 134
12.4. Antarctic Gasoil Supply

Antarctic gas oil (GOA) is a liquid hydrocarbon fuel with a maximum sulfur
concentration of 50 parts per million obtained from the distillation of crude oil,
intended for diesel cycle engines with advanced technology in the combustion
system. Antarctic gas oil is characterized by its low sulfur content and its ignition
temperature at 41ºC. It is produced in the city of Ushuaia by the Argentine company
Yacimientos Petrolíferos Fiscales YPF. It is the fuel specially made for ships that leave
for the Antarctic Treaty area and the main fuel in the Antarctic bases.
The ship acts as a "service station", where it has a calibrated flow meter and manifold
on the helipad deck. Each base buys a certain amount of Antarctic gas oil and signs a
form establishing the cubic meters of Antarctic gas oil supplied to that base. For small Figure 81. Flow meter manifold of GOA on the
bases the fuel is charged in the tanks of 205 liters, for larger bases it is loaded in the helipad.
"rolling-tanks" which are rubber tanks of 2 cubic meters. Both types of tanks are then
transported by helicopter or boat to the base. The Marambio Base is the one that requires the largest amount of Antarctic gas oil.
Once the GOA is discharged, the rolling tanks make the ship deflated with a much smaller volume.
Figure 82. Moving rolling tanks on helipad. Figure 83. HELO transporting a rolling tank.
Figure 84. Empty rolling tank returning
to the ship.
12.5. Shape of Stern
One of the owner's requirements is that the vessel can tow another vessel stuck in the ice. Towing on ice is different from
traditional towing. This is because the distances between the towed vessel and the towed vessel must be shorter in order that the
ice between the two vessels does not re-form, making the shape of the stern different. The stern has a rubber so that the towing
vessel can even lean. Considering that assistance to another vessel occurs in the stretch with ice is done at a very low speed. The
team investigated and it is possible to assemble a retractable stern capable of adjusting at the time of towing, while it is not used,
it can be easily reframed and lashed with the towing winch. The equipment consists of a piece of molten steel that is covered with
a high strength rubber to prevent structural damage in the aft area of the tugboat or bow on the towed vessel.
Figure 86. Shape of Antarctic logistic vessel. Figure 85. Scientific polar vessel stern.
Page 43 | 134
12.6. Cargo Boats and Crafts
The design team selected three types of boats to carry the cargo to the coasts of the Antarctic bases. Rigid inflatable boats, landing
crafts and amphibious boat, two of each one.
Figure 87. Cargo boats and crafts on board.
Rigid Inflatable Boats

These boats are used to discharge small quantities of supplies or a single rolling tank when the climatic or geographical conditions
do not allow the use of the helicopter. They are powered by an outboard motor and their pneumatic camera is reinforced for the
cold conditions of the region, divided in four compartments.
Table XXX. Inflatable boat characteristics.

Firm BIM (Argentina)
MODEL SR 57
Length 5.7 m
Beam 2.4 m
Power outboard 85 kW (115 hp)
Fuel Gasoline
Maximum load 1812 kg
Air compartments 4
Quantity 2
Figure 88. Rigid inflatable boat plan.
Landing Craft
These boats are made of aluminum and are used to transport large quantities of cargo from the ship to the coasts. In its bow they
have a ramp that allows to unload the tanks rolling. They have a covered cabin, a small machine room and ballast tanks for when
they sail without cargo. The load capacity is up to 16 tons.
Table XXXI. Landing craft characteristics.

Firm TECNAO (Argentina)
Length 9.8 m
Beam 3.8 m
Depth 1.5 m
Draft 1
Fuel Diesel
Power 250 kW (335 hp)
Maximum load 16 tons
Figure 89. Land craft plan.
Page 44 | 134
Amphibious boat
Lighter Amphibious Resupply Cargo (LARC-V) is an aluminum-hulled amphibious cargo vehicle capable of transporting 5 tons. It
was developed in the United States during the 1950s. These vehicles allow supplying the most complicated bases, as is the case
of the Marambio base, where once the coast is reached, the vehicle must climb a slope of 200 meters to reach the civil
constructions. In addition, these vehicles have a davit to facilitate the loading and unloading process.
Table XXXII. Amphibious boat characteristics.

Firm Condec, LeTourneau-Westinghouse (USA)
Length 11 m
Beam 3m
Depth 3m
Power 223 kW (300 hp)
Fuel Diesel
Maximum load 5 tones
Water speed 15 knt
Land speed 48 km/h (30mph)
Figure 90. Exemplary of the LARC-V with a davit.
12.7. Sea Boxes

There is potential for ice and slush to enter sea bays or sea inlet boxes, blocking sea-water flow to the cooling system. This problem
is encountered by a majority of ships entering ice-covered waters, especially when in ballast at light drafts. If water cannot be
obtained for the cooling system, the main engines will not perform properly and may overheat causing the engines to shut down,
or to be seriously damaged. The design of ships that operate in ice must prevent the cooling system from becoming blocked by
ice. As a general rule, cooling systems in ice covered waters should:
1. Maintain essential seawater by using inlets situated as low and as far aft as possible near the centerline.
2. Use sea boxes that have the following characteristics:
a. Should be fitted on each side of the ship.
b. Should be as deeply submerged as possible.
c. Should be fitted with a strainer plate at the ship's side having perforations approximately 20 mm diameter to
prevent ingestion of ice particles.
3. Use diversion arrangements to introduce warm cooling water to seawater inlets and strainers.
4. Allow ice and slush ice, introduced in the system, to float freely away from pump intakes without undue stirring.
Figure 91. Warm cooling water to seawater inlets.
Page 45 | 134
To eliminate the blockage of sea boxes high and low inlet grilles must
be provided as far apart as possible. Weir-type sea inlet boxes will
overcome the problem of suction pipe clogging. The suction is
separated from the sea inlet grilles by a vertical plate weir. Any ice
entering the box can float to the top and is unlikely to be drawn back
down to the suction level.
12.8. Concave Stem

The ALV steam has a concave form to shatter the ice at contact to
create tensions in the ice and break easier with the support of the
weight of the bow. The concave form of steam can be seen in the
Figure 99.
12.9. Trash compactors Figure 92. Weir type inlet boxes.

When the Antarctic campaign ends, the ship does not return to
Ushuaia empty, it takes the stored waste of the Antarctic bases of all the year, to the port of Buenos Aires where it is unloaded
for its treatment. This implies that the waste of the ALV vessel cannot be unloaded in the Antarctic continent. For this reason, the
ship is based on the use of recyclable waste to occupy as little space as possible and deliver it to recycling plant at Buenos Aires.
The machinery consists in a plastic and glass crushers.
Figure 94. Concave form of steam.
Figure 95. Plastic crusher.

Figure 93. Glass crusher
Page 46 | 134
13. Deck Equipment

Includes all equipment that allows loading and unloading maneuvers, mooring, anchoring, towing and safekeeping of the crew in
lifeboats and life rafts in a condition of maximum emergency.
13.1. Lifeboat and life rafts

Capacity
In order to fulfill SOLAS regulation regarding to lifeboats and life crafts capacity, the design team decided to select them. SOLAS
regulations demands to have lifeboats capacity for vessel people capacity (crew and passengers). According to SOLAS, this type of
ships shall carry of such aggregate capacity as will accommodate not less than 50% of the total number of persons on board on
each side. In addition, there are needed inflatable or rigid life rafts such aggregate capacity as will accommodate at least 25% of
the total number of persons on board. To give reliability at this system, the design team divided the capacity required by SOLAS
into 4 lifeboats, 2 on each side. The lifeboat capacity needed is calculated by
Total number of persons on board

Capacity needed for each life boat =
4 life boats
190 persons
Capacity needed for each life boat =
4 life boats
Capacity needed for each life boat = 47,5 persons ≃ 48 persons
In addition, the ALV shall carry inflatable or rigid life rafts such aggregate capacity as will accommodate at least 25% of the total
number of persons on board. These life rafts shall be served by at least one launching appliance on each side.
Capacity needed for each liferaft = Number of persons on each side. 25%
Capacity needed for each liferaft = 95 persons . 25%
Capacity needed for each liferaft = 24,25 persons ≃ 25 persons
Estimated weight per person = 82.5 kg/person
Selection of the Equipment

Taking in account the lifeboats capacity and life rafts capacity required by SOLAS. The design team selected lifeboats from Norsafe
catalogues.
Table XXXIII. Lifeboat characteristics and dimensions.
Quantity 4 -
Manufacturer Norsafe -
Model Mathilda-74 TELB -
Length over all 7.38 [m]
Beam 2.71 [m]
Total height 3.12 [m]
Hook distance 6.87 [m]
Hook height (fore) 1.9 [m]
Hook height (aft) 1.66 [m]
Capacity Max. 50 [persons]
Weight w/ equipment 3775 [kg]
Total davit load 7900 [kg]
Figure 96. Lifeboat dimensions.
Table XXXIV. Life rafts characteristics.

Quantity 2 -
Maker Survitec -
Model Zodiac -
Type Cylindrical container -
Capacity 25 persons
Length 1308 [mm]
Width 713 [mm]
Height 685 [mm]
Figure 98. Unfolded liferaft. Figure 97. Cilindrical container of life raft. Weight 180 [kg]
Page 47 | 134
Lifeboat embarkation arrangement
Lifeboat embarkation arrangement shall be designed taking in account that, all lifeboats to be boarded and launched either directly
from the stowed position or from an embarkation deck, and davit-launched life rafts to be boarded and launched from a position
immediately adjacent to the stowed position.
Stowage of lifeboats and life rafts

Lifeboats for lowering down the ship’s side shall be stowed as far forward of the propeller as practicable. On cargo ships of 120 m
in length and upwards like the Antarctic logistic vessel, each lifeboat shall be stowed that the after end of the lifeboat is not less
than 1.5 times the length of the lifeboat forward of the propeller. Lifeboats shall be stowed attached to launching appliances.
13.2. Equipment Number

This machine is used to restrain and manipulate the anchoring equipment of the ship. Its other function is to manipulate the
equipment during mooring maneuver. The mechanism is composed by three electro-hydraulic driven drums, provided with a gear
reduction box, two of the drums will be used for the mooring rope and the other drum to guide the chains to the chain box. To
select the anchor and mooring windlass the design team must calculate the equipment number, to know the number of anchors,
weights, chains and other necessary elements. According to standard 7/96 from the Argentine Coast Guard, to calculate the
equipment number the design team must use the following expression:
EN=DE 2/3 + 2. 𝐵. (𝐹𝐵 + ∑ 𝐻𝑖 ) + 0,1. 𝐴
 DE (T): Displacement corresponding to maximum hull volume.

 B (m): maximum molded breath.
 FB (m): freeboard corresponding to displacement DE.
 Hi (m): Height in centerline of any superstructure above freeboard deck with breath above B/4.
 A (m2): Area of the hull profile and superstructure above maximum load waterline.
𝐸𝑁 = (14920𝑡)2/3 + 2 × 21.98𝑚 × (8,8𝑚 + 13.7𝑚) + 0,1 × 1564𝑚2 ⇒ 𝐸𝑁 = 1751.55
Anchor
Table XXXV. Anchor specifictions in terms of Equipment Numeral.
Table XXXVI. Anchor characteristics.

Weight 5250 [kg]
A 1338 [mm]
B 1846 [mm]
C 450 [mm]
D 2405 [mm]
E 1325 [mm]
F 888 [mm]
Figure 99. Anchor dimensions references.
The minimum weight of each one must be 5250 kg. From the catalogue of “Trillo Cadenas y Anclas” a hall type anchor was chosen.
Page 48 | 134
Chain cables
The total length of the chain is 577.5 m. The steel grade will be NV K3 with a diameter of 56 mm.
Table XXXVII. 56 mm chain diameter characteristics.

Proof load 1710 [kN]
Breaking load 2430 [kN]
Approx. Min weight per meter 67.7 [kg/m]
Towline and mooring lines

Both depend of the equipment number. Towline: the minimum length is 220 meters and the minimum breaking strength is 1024
kN. Mooring lines: The number of steel or fiber ropes of mooring lines is 5. The length of each is 190 meters and the minimum
breaking strength is 353 kN.
Hawse hole
𝐷 = [(100 − 𝑑) × 0.03867 + 7.5] × 𝑑 Where d is the chain diameter
𝐷 = [(100 − 56) × 0.03867 + 7.5] × 56 ⇒ 𝐷 = 515.28𝑚𝑚
Chain locker
𝑉 = 0.082 × 𝑑 2 × 𝐿 × 10−4
𝑉 = 0.082 × (56)2 × 577.5 × 10−4 ⇒ 𝑉 = 14.85𝑚3
Mooring windlass
The chain diameter is 56 mm. A Deyuan Marine YM2F56 electric combined anchor mooring winch was selected.
Table XXXVIII. Mooring windlass characteristics.

Working load 133.3 kN
Working speed 12 m/min
Mooring pull 80 kN
Motor power 55 kW
Mooring speed 15 m/min
Drum capacity 80 x 180 mm x m
Figure 100. Deyuan Marine YM2F56 mooring windlass
Towing winch
In case of a vessel get stuck into an ice field or suffers a situation that deserves towing it, the ALV shall be capable help it, both
situations require a high available thrust. During towing in ice fields, the distance between tug and towed vessel is short (no more
than two lengths), to ensure that ice do not close afore towed vessel. The towing winch must be chosen in account the ALV’s 100T
bollard pull.
Table XXXIX. Towing winch characteristics.
Maker THE MARINE
Winch type 115 MT
Nominal pull 115 [MT]
Nom speed 7.5 [m/min]
Min speed 5 [m/min]
Slack force 10 [tons]
Slack speed 25 [m/min]
Brake holding load 250 [tons]
Rope type Steel
D/d min ratio +/- 14
Figure 101. Towing winch photo. Capacity 800 [m]
Max. Layers 10
Free layers 1
Safety windings Min. 3
Page 49 | 134
13.3. Cranes and Davits
Deck Cranes
The owner’s requirements require three cranes of 30 and one of 50 tons of security work load. The cranes of 30 SWL are intended
for the operation of supply of Antarctic bases and the crane of 50 is intended for the heaviest loads and refrigerated containers.
The design team opted to put PALFINGER cranes of the Telescopic boom model which allow them to be stowed in a small space.
The models are DKT 400 and DKT 800.
Table XL. Crane types.
One of the functions of the designed vessel established in the owner's requirements is that the vessel can function as a fleet
support. For this reason, although the refrigerated containers weigh 30.48 tons, the bow crane accepts a load of 50 tons to be
able to transport tanks of war or any other type of armored machinery.
Table XLI. Refrigerated container specifications.
Figure 103. Refrigerated Container.

Figure 102. Telescopic crane.
Life Raft Crane

This crane has a low capacity of 2.5 SWL to carry the life raft "Zodiac" to the water. It is also used to move the rigid inflatable
boats.
Table XLII. Life raft crane characteristics

Winch type DW25
Working radius 4 [m]
SWL lowering 2500 [kg]
SWL hoisting 2500 [kg]
Lowering height 35 [m]
Lowering speed 50 [m/min]
Weight of Davit 2500 [kg]
Figure 104. Life raft crane.
Page 50 | 134
Davits
They are gravity type davit swing the totally enclosed lifeboat
outboard and lure it into the water without the need to use
electric power. They consists mainly of a pair of frames,
suspension blocks, and boat winches.
The lifeboat is lowered at a constant speed using its own

weight by operating either a remote control wire inside the
life boat.
Figure 105. Lifeboat and davit illustration.
Table XLIII. Davits characteristics.

Quantity 4
Manufacturer Norsafe
Model LHD-90
Safe working load 9174 [kg]
Boarding position On deck level
Execution Hydraulic pivot lifeboat davit
Max. Lowering height 30 [m]
Operation departure -20 to 40 [°C]
Electric power supply 440V/60Hz
Davit system weight 5500 [kg]
Figure 106. Davits operational dimensions.
Page 51 | 134
14. Weight Estimation (Part 2)

To carry out the weight estimation in a second stage, will be used Maxsurf program, especially Structure module. It allows a
calculation of weights from the surfaces of the Modeler module. For the estimation, the following hypotheses were taken: An
average shell thickness was calculated and extended throughout the ship.Hull and superstructure were calculated separately.
14.1. Hull Weight

The hull will be modeled by Maxsurf, obtaining the following results:
Figure 107. Hull view.
For software calculation speed, the shells belonging to bulkheads will be modeled on one side, then the weight of the
reinforcements chosen will be calculated.
Figure 109. View of bulkheads in MaxSurf Modeler.

Figure 108. View of bulkheads in Maxsurf Structure.
Page 52 | 134
Figure 110. Hull weight.
Name Group Area Weight CG Long from 0 CG offset CG Height
- [m2] [MT] [m] [m] [m]
Hull Steel High Strength 2868,224 676,779 63,056 7,674 5,935
Espejo Steel High Strength 41,585 9,812 0,008 4,321 9,704
Naca 0010 Steel High Strength 73,975 11,637 20,465 5,977 3,179
Pl perfil Steel High Strength 72,206 11,358 20,429 5,5 3,162
Copy of Section plane Steel High Strength 93,518 7,355 16 5,178 7,55
Copy of Section plane Steel High Strength 100,486 7,904 21,6 5,154 7,265
Buttock plane Steel High Strength 1011,091 79,525 52,85 10 7,701
St 4 General Steel 0,889 0,07 24 -5,736 0,603
St 5 General Steel 5,128 0,403 30 0 0,93
St 6 General Steel 3,126 0,246 36 -6,753 0,78
St 7 General Steel 4,283 0,337 42 -7,65 0,708
St 8 General Steel 23,104 1,817 48 0 0,641
St 9 General Steel 23,909 1,881 54 0 0,627
St 10 General Steel 23,952 1,884 60 -0,002 0,627
St 11 General Steel 23,644 1,86 66 0 0,627
St 12 General Steel 22,77 1,791 72 0 0,631
St 13 General Steel 21,172 1,665 78 0 0,644
St 14 General Steel 18,72 1,472 84 0 0,669
St 16 General Steel 0 0 90,229 0 3
St 0 General Steel 0,006 0 0 -0,009 7,188
St 1 General Steel 115,912 9,117 6 -0,173 9,236
St 2 General Steel 0,203 0,016 12 5,569 6,214
St 3 General Steel 0,729 0,057 18 -10,407 7,969
St 4 General Steel 28,628 2,252 24 -8,853 5,858
St 5 General Steel 233,739 18,384 30 0,008 6,567
St 6 General Steel 35,224 2,77 36 -8,819 5,038
St 7 General Steel 36,35 2,859 42 -8,989 4,923
St 8 General Steel 259,197 20,386 48 0 6,083
St 9 General Steel 260,72 20,506 54 0 6,062
St 10 General Steel 260,791 20,512 60 0 6,061
St 11 General Steel 259,213 20,388 66 0 6,072
St 12 General Steel 255,414 20,089 72 0 6,102
St 13 General Steel 249,911 19,656 78 0 6,153
St 14 General Steel 243,28 19,135 84 0 6,229
St 15 General Steel 0,334 0,026 90 -10,369 8,166
St 16 General Steel 1,22 0,096 96 -10,194 10,603
St 17 General Steel 0,101 0,008 102 -10,067 11,664
St 18 General Steel 151,241 11,896 108 0 7,239
St 19 General Steel 98,953 7,783 114 0 8,176
St 20 General Steel 51,838 4,077 120 0 9,232
St 21 General Steel 17,041 1,34 126 0 10,172
Stringer 1 General Steel 18,855 2,308 49,835 0,055 0,905
Stringer 2 General Steel 1,199 0,147 13,665 4,472 3,968
Total - 10046,48 1730,386 59,458 -0,003 6,066
Page 53 | 134
Figure 111. View of the hull structure and reinforcement.
14.2. Superestructure Weight

Given the simplicity of the superstructure, the calculation will be done manually using the weight per length of the superstructure
and calculating the weights by their thickness. The superstructure will be modeled on material and the mean thickness values for
the shells are taken. The profiling will be estimated with its weight per meter. The summary of values are the followings:
Table XLIV. Shell items.

Item Weigth LCG VCG TCG Longitudinal Moment Vertical Moment Transversal Moment
[MT] [m] [m] [m] [MT*m] [MT*m] [MT*m]
Superestructure 454,33 83,2 23,25 0 37801 10563 0
Upper GOA and DO tanks 283,30 66,4 21 0 18811 5949 0
Shell
Casing 286,04 50,4 18 0 14416 5149 0
Hangar 277,56 25,6 18 0 7105 4996 0
Table XLV. Girders items.

Longitudinal Vertical
Item Total Weight LCG VCG TCG Transversal Moment
Moment Moment
[MT] [m] [m] [m] [MT*m] [MT*m] [MT*m]
Girders
Casing 13,21 50,4 18 0 666 238 0
Hangar 12,66 25,6 18 0 324 228 0
Table XLVI. Stiffeners items.

Longitudinal Vertical
Transversal Moment
Item Total Weight MT LCG VCG TCG Moment Moment
[MT*m]
[MT*m] [MT*m]
Stiffeners
Casing 12,26 50,4 18 0 618 221 0
Hangar 11,75 25,6 18 0 301 211 0
Page 54 | 134
Then a margin of design was added, which will include welding cords, brackets and other local reinforcements that could have
the lightening. The design team consulted professionals with experience in this type of vessels and an agreement was reached to
increase the weight by 15%.
Table XLVII. 15% Weight increase.
Unitary Total Longitudinal Vertical Transversal

Item Quantity LCG VCG TCG
Weight Weight Moment Moment Moment
- [MT] [MT] [m] [m] [m] [MT*m] [MT*m] [MT*m]

Hull 1 1730 1730 59,46 6,07 0,00 102885 10497 0
Superestructure 1 1427 1427 60,21 20,51 0 85904 29255 0
Subtotal 3157 59,80 12,59 0
Margin 15% 474 59,80 12,59 0,00
Total 3631 59,80 12,59 0,00
14.3. Paint Weight

It is estimated a factor that considered an additional weight for welding material equal to 4.5% and 4% for painting of the total
steel weight calculated. This factor is taken from the “Calculation of weight of Swath ship in preliminary design stage”
publication.
𝑊𝑤&𝑝 = 0,045 ∗ 𝑊ℎ𝑢𝑙𝑙
𝑊𝑤&𝑝 = 77,86𝑀𝑇
For the painting scheme, the anti-fouling will comply with TBT-Free and be ecofriendly, as to avoid as possible hazard to marine
environment in order to comply with International Convention on the Control of Harmful Antifouling Systems on Ships.
14.4. Remaining Weight

This weight covers additional items, like pipes, electrical wires and electrical components, founding, ventilation, non-structural
tanks, etc., that will be carried for the operation of the machinery room.
𝑊𝑟𝑒𝑚𝑎𝑖𝑛𝑖𝑛𝑔 𝑤𝑒𝑖𝑔ℎ𝑡 = 95𝑀𝑇
Margin
The weight estimation of the empty vessel is a process that depends a lot on the quality of construction. You can make an estimate
based on parametric methods where these values give a fairly accurate value, but as you progress in the project spiral approaching
more real values. Corresponding margins will be taken. The margins presented below are those recommended in the book "The
basic project of merchant ship" by Alvariño - Meizoso. Finally, the design team adopts the highest margin, considering that there
is no information available on ships in service similar to the project for comparison, and on the other hand it is in an initial stage
of the project where the uncertainties of weight are multiple.
o First stage: 4-8% of the LSW and 10% of the vertical center of gravity (VCG).
o Third stage: 2-4% of the LSW and 8% of the vertical center of gravity.
The second stage adopted values are: LSW margin: 8%; and 7% for VCG.
In addition to this, in a next turn of spiral will see the possibility of alleviating the superstructure by changing the steel material by
aluminum, something that will significantly reduce the VCG of the ship.
Page 55 | 134
14.5. Lightship Weight and Center of Gravity
In this stage of the project, the team investigated and selected the necessary equipment for the functionality of the vessel (cranes,
azipods, pumps, gensets, etc). Based on the position of the center of gravity of each team, a table is assembled where the position
of the center of gravity of the same is searched. Then, this will serve to estimate in each loading condition the consumables that
will be used. Some transverse values are taken equal to zero due to the symmetry of equipment with respect to the crunch.
Estimating weights and using static moments, the following form was prepared:
Table XLVIII. Items weight, position and moments.

Unitary Total Longitudinal Vertical Transversal
LCG TCG VCG
Item Quantity Weight Weight Moment Moment Moment
[MT] [MT] [m] [m] [m] [MT*m] [MT*m] [MT*m]
LSW 1 4108 4108 59,8 0 13,47 245658 55335 0
Gensets 2 61 122 52 0 1,8 6344 220 0
Gensets 3 9,7 29,1 45 0 1,7 1310 49 0
Emergency genset 1 9 9 48 2 15,2 432 137 18
General service pumps 2 0,225 0,45 52 6 1,4 23 1 2,7
Ballast and bilge pump 1 0,225 0,225 45 -5 1,4 10 0 -1,125
Marine diesel oil transfer pump 2 0,075 0,15 41 9 1,4 6 0 1,35
Marine diesel oil cargo pump 2 0,13 0,26 48 5 1,4 12 0 1,3
Emergency fire pump 1 0,225 0,225 45 -5 1,4 10 0 -1,125
Fresh water cargo pump 1 0,265 0,265 45 -2 6,4 12 2 -0,53
Sewage threatment plant 1 1,6 1,6 45 5 6,4 72 10 8
Air compressor 2 0,328 0,656 45 -2 6,4 30 4 -1,312
Air vessel 4 0,6 2,4 45 6,4 108 15 0
Sea water pump 2 0,647 1,294 45 -5 1,4 58 2 -6,47
Colling water - Circulating pump
2 0,647 1,294 48 7 1,4 62 2 9,058
(LT)
Cooling water - Circulating
2 0,768 1,536 46 4 1,4 71 2 6,144
pump (HT)
Dirty Oil pump 1 0,075 0,075 41 4 1,4 3 0 0,3
Marine diesel oil separator feed
2 0,068 0,136 45 -2 6,4 6 1 -0,272
pump
Marine diesel oil purifier 2 1,191 2,382 45 -2 6,4 107 15 -4,764
Marine diesel oil circulation
2 0,075 0,15 45 0 6,4 7 1 0
pump
Lube oil separator feed pump 2 0,065 0,13 45 2 6,4 6 1 0,26
Lube oil separator 2 0,54 1,08 45 2 6,4 49 7 2,16
Pre - lubricating oil pump 1 0,045 0,045 45 0 6,4 2 0 0
Lubricating pump stand by 1 0,075 0,075 45 6,4 3 0 0
Boiler 1 7,1 7,1 45 -3 6,4 320 45 -21,3
Oily water separator 1 1,95 1,95 45 2 6,4 88 12 3,9
Fresh water generator 1 0,9 0,9 45 9 6,4 41 6 8,1
Central cooler 1 12 12 45 2 6,4 540 77 24
MDO cooler 1 13 13 45 6,4 585 83 0
Frequency converter 1 14 14 45 0 12,4 630 174 0
F.W. Manifold 1 7 7 45 3 1,4 315 10 21
S.W. Manifold 1 5 5 45 -2 1,4 225 7 -10
Bilge manifold 1 6 6 45 -4 1,4 270 8 -24
D.O. Manifold 1 17,819 17,819 45 -5 1,4 802 25 -89,095
Stabilizers 2 52 104 56 0 1 5824 104 0
Azipod 2 171 342 6,4 0 6,609 2189 2260 0
50T Crane 1 60 60 112,056 6,988 17,654 6723 1059 419,28
28T Crane Fore 1 40 40 112,056 6,81 15,432 4482 617 272,4
28T Crane Aft 2 40 80 39,446 0 26,347 3156 2108 0
Landing Craft 2 9,38 18,76 18,047 0 12,945 339 243 0
Rigid Inflatable boats 2 7,96 15,92 29,282 0 13,382 466 213 0
Amphibious boat 2 3,3 6,6 39,632 0 15,14 262 100 0
LNG Tanks 2 432,171 864,342 63 0 27,35 54389 23640 0
Helicopter 2 5,5 11 31,64 0 21 348 231 0
In the table below, there are the finals values. A special comment on the transverse position of the center of gravity: a value of
0.0069 meters was obtained on the port side, which implies less than 0.01 degree of roll so the value is rounded off. The final
values are:
Table XLIX. Center of gravity position.

Lightship Weight 5909 MT
Longitudinal Center of Gravity 59,8 from aft perpendicular
Vertical Center of Gravity 13,47m from base line
Transversal Center of Gravity 0,0069 to port
Page 56 | 134
15. Loading Conditions

Three different stability conditions that the vessel could encounter along a campaign were evaluated.
 Full Load Departure Condition: The full load departure condition will be taking into account the weights belonging to the
ship (LSW including the machine of Azipods, stabilizing fins, cranes, containers, boats, semi-rigid, cargo drums, gas
cylinders, helicopters, etc.) besides considering the technique water necessary for their operation, lubricating oil, etc. It
is assumed that the treated water tanks will be empty, and that the general cargo hold will be full of general provisions.
In addition, the GOA tanks will be full, as well as those of LNG, Diesel Oil and fresh water.
 Arrival Condition: in the condition of arrival, it is known that the ship arrives with the consumables in a low percentage,
generating a fictitious increase in the ship's center of gravity. In this case, 10% will be taken for consumables. The treated
water tanks will be 100% and the ballast tanks will be used to generate an optimum trim and heel. The ship will return
with Antarctic residues, carrying them in the general cargo hold aft. There will be two conditions, one without waste and
the other with waste in order to comply with the requested requirements.
The objective of this section is to make a preliminary analysis of the loading conditions for the ship to navigate without heel and
with the lowest possible trim angle. Different ballast tanks will be filled to do that. Besides, a heeling angle means horizontal
bending moment, which generates greater tensions in the structure of the ship.
15.1. Full Departure Condition

Table L. Full Departure Condition
Quantity Total Mass Total Volume LCG TCG VCG
Item Name
[MT] [m3] [m] [m] [m]
Lightship 1 5909 59,8 0 13,47
Crew Belonsging 591 92,4 0 15,5
Water Ballast 0% 0 0 0 0 0
Fresh Water 100% 417,09 417,09 54,378 0 5,104
Diesel Oil 100% 1269,49 1511,30 61,63 -0,87 6,45
GOA 100% 1686,58 1928,39 71,20 0,00 6,62
Standards Drums 1500 30,00 110,516 0 3,7
Natural Gas Cylinders 600 27,00 110,516 0 6
Sewage Water 0% 0 0 0 0 0
Lubricating Oil 100% 82,802 90,002 48,302 4,095 2,928
General Dry Cargo 4000m3 2200 4000 31,907 0 12
LNG 2 1037,2104 1037,21 63 0 27,35
Total Loadcase 13250 8983,994 54,967 0,032 11,911
15.2. Arrival Condition

In this section, the design team investigate two possible conditions: one of arrival with 10% of consumables, without load, and
one with waste. This is because the objective is to take the garbage from the Antarctic bases.
Table LI. Arrival with Residues Condition
Item Name
[MT] [m3] [m] [m] [m]
Lightship 1 5909 59,8 0 13,47
Water Ballast 18% 92,42 94,73 46,742 -0,583 5,92
Fresh Water 10% 41,7 41,7 54,378 0 5,104
Diesel Oil 10% 1269,49 1511,30 61,63 -0,87 6,45
GOA 0% 0,00 0,00 0,00 0,00 0,00
Standards Drums 1500 30,00 110,516 0 3,7
Sewage Water 100% 53,391 58,478 48,2 8,394 5,115
Lubricating Oil 100% 82,802 90,002 48,302 4,095 2,928
General Dry Cargo with Residues 100% 3000 4000 31,907 0 12
LNG 2 103,7 1037,21 63 0 27,35
Total Loadcase 10790 6833,42 54,967 0,032 11,911
Page 57 | 134
Table LII. Arrival without Residues Condition
Item Name
[MT] [m3] [m] [m] [m]
Lightship 1 5909 59,8 0 13,47
Water Ballast 98% 893 915,023 46,742 -0,583 5,92
Fresh Water 10% 41,7 41,7 54,378 0 5,104
Diesel Oil 10% 1269,49 1511,30 61,63 -0,87 6,45
GOA 0% 0,00 0,00 0,00 0,00 0,00
Standards Drums 1500 30,00 110,516 0 3,7
Sewage Water 100% 53,391 58,478 48,2 8,394 5,115
Lubricating Oil 100% 82,802 90,002 48,302 4,095 2,928
General Dry Cargo without Residues 0% 0 0 31,907 0 12
LNG 2 103,7 1037,21 63 0 27,35
Total Loadcase 8591 3653,71 54,967 0,032 11,911
15.3. Trim and Intact Stability Analysis

In this stage a hydrostatic study of the above tree conditions is to be conducted. As previously mentioned, all the conditions for
rational loading arrangement in which minimum heel, ballast and trim was desired were calculated.
Table LIII. Conditions analysed.

TRIM HEEL DRAUGHT AMIDSHIP GMT DISPLACEMENT
Case
[m] [deg] [m] [m] [MT]
Departure 2,863 0 7,7 0,304 13250
Arrival with residues 4,584 0 5,895 0,285 10790
Arrival without residues 1,095 0 5,089 0,867 8591
15.4. Intact Stability

Once defined the three cargo conditions the intact stability analysis evaluate if the vessel is capable to perform the previous
defined missions. IMO A.749 (18) Ch.3 stability criteria was used.
General criteria
The following stability criteria are to be complied with:
i) The area under the righting arm curve is not to be less than 0.055 meter-radians up to the angle of heel of 30
degrees.
ii) The area under the righting arm curve between the angles of heel of 30 degrees and 40 degrees or between 30
degrees and the angle of downflooding (𝜃𝑓 ), if downflooding occurs at less than 40 degrees, is no to be less than
0.030 meter-radians.
iii) The area under the righting arm curve is no to be less than 0.090 meter-radians up to the angle of heel of 40
degrees or the angle of downflooding (𝜃𝑓 ), if the angle is less than 40 degrees.
iv) The righting arm is to be at least 0.2 m at an angle greater than or equal to 30 degrees.
v) The maximum righting arm is to occur at an angle of heel preferably exceeding 30 degrees but not less than 25
degrees.
vi) Initial GM is not to be less than 0.35 m. The required initial GM may be reduced to at least 0.15 m for vessels
having a full-length superstructure or for any vessel with a length of 70 m or grater.
vii) A minimum range of stability of 60 degrees is to be provided.
Page 58 | 134
Figure 112. Large angle stability criteria references. Details can be zoomed.
Downflooding points
The watertight door of the cargo hold is set as the first flooding point. Vent locations on the main deck were not considered.
Table LIV. Downflooding point.

Longitudinal position Height offset
Downflooding points
[m] [m] [m]
Cargo hold access 16 5,3 12
Free surface considerations

The free surface is calculated by MaxSurf Stability for each tank as the maximum free surface effect that can be found for a
determined ullage.
Severe Wind and Rolling Criteria (Weather Criterion)

The ability of a ship to withstand the combined effects of beam wind and rolling shall be demonstrated for each standard
condition of loading.
 The vessel is assumed to be subjected to a steady wind pressure acting perpendicular to the vessel’s centerline which
results in a steady wind heeling arm (𝐿𝑤1 ). The vessel heel to an angle of equilibrium (𝜃0 ) is not to exceed 16 degrees or
80% of the angle of deck edge immersion, whichever is less.
 From the resultant angle of equilibrium (𝜃0 ) the vessel is assumed to roll due to wave action to an angle of roll (𝜃1 ) to
windward.
 The vessel is then subjected to a gust wind pressure which results in a gust wind heeling arm (𝐿𝑤2 ).
 Under these circumstances, area “b” is to be equal to or greater than area “a”.
Page 59 | 134
Figure 113. Severe wind and rolling criteria references. Details can be zoomed.
The angles in the figure are defined as follows:
 𝜃0 = angle of heel under action of steady wind.

 𝜃1 = angle of roll to windward due to wave action.
 𝜃2 = angle of downflooding (𝜃𝑓 ) or 50 degrees or 𝜃𝑐2 , whichever is less.
 𝜃3 = angle of heel at which openings in the hull, superstructures or deckhouses which cannot be closed watertight
immerse. In applying this criterion, small openings through which progressive flooding cannot take place need not to be
considered as open.
Where:
 𝜃𝑐1 = angle of first intercept of wind heeling arm curve, 𝐿𝑤2 , and righting arm curve.
 𝜃𝑐2 = angle of second intercept of wind heeling arm curve, 𝐿𝑤2 , and righting arm curve.
The wind heeling arms 𝐿𝑤1 and 𝐿𝑤2 , referred above, are constant values at all angles of inclination and are to be calculated as
shown below:
𝑃⋅𝐴⋅𝑍
𝐿𝑤1 = m
𝛥
𝐿𝑤2 = 1.5 ⋅ 𝐿𝑤1 m
Where:
P= 0.0514 t/m2 for vessels 45 m in length and over.

A= projected lateral area of the portion of the vessel and deck cargo above the waterline [m2].
Z= vertical distance from the center of A to the center of the underwater lateral area or approximately to a point at one half the
draft [m].
𝛥 = displacement [MT].
The angle of roll (𝜃1 ) is to be calculated as follows:
𝜃1 = 109 ⋅ 𝑘 ⋅ 𝑋1 ⋅ 𝑋2 ⋅ √𝑟 ⋅ 𝑠 (degrees)
Page 60 | 134
Where:
 𝑋1 = factor as shown in Table 1

 𝑋2 = factor as shown in Table 2
 𝑘 = factor as shown in Table 3
𝑂𝐺
 𝑟 = 0.73 + 0.6 and with 𝑂𝐺 = 𝐾𝐺 − 𝑑
𝑑
 𝑠 = factor as shown in Table 4
2⋅𝐶⋅𝐵 𝐵 𝐿
 Rolling period 𝑇 = where 𝐶 = 0.373 + 0.023 ⋅ ( ) − 0.043 ⋅ ( )
√𝐺𝑀 𝑑 100
Table 2
Table 1
Table 3 Table 1
Figure 114: Tables for meteorology criteria.
 B=22m ; d=7,7m ; B/d=2,86m From Table 1  X1=0,919

 Cb=0,66 From Table 2  X2=0,975
𝐴𝑘 ⋅100
 𝐴𝑘 =14,98m2 =  k=0,556
𝐿𝑤𝑙 ⋅𝐵
 C=0,7
2⋅𝐶⋅𝐵
 𝑇=  where C = 0.373 + 0.023 (B/d) – 0.043 (L/100) = 0,38  T = 31.48  s=0,035
√𝐺𝑀
 r=0,931
𝜃1 = 9,80 degrees
Page 61 | 134
15.5. Hydrostatics and Curves of Form
Using MaxSurf software we can represent hydrostatic data in curves of form shown below:
Figure 115. Hydrostatics curves. Details can be zoomed.
Page 62 | 134
For the design draught of 7.7 meters:
Table LV. Values for design draught.

Value Unit
Draft Amidship 7.70 [m]
Displacement 13250 [t]
Heel 0 [deg]
Draft at FP 7.70 [m]
Draft at AP 7.70 [m]
Draft at LCF 7.70 [m]
Trim (+ve by stern) 0 [m]
WL Length 127,539 [m]
Beam max extents on WL 22,00 [m]
Wetted Area 3621,104 [m2]
Waterpl. Area 2175,786 [m2]
Prismatic coeff. (Cp) 0,634 -
Block coeff. (Cb) 0,599 -
Max Sect. area coeff. (Cm) 0,946 -
Waterpl. area coeff. (Cwp) 0,777 -
LCB from zero pt. (+ve fwd) 60,043 [m]
LCF from zero pt. (+ve fwd) 58,566 [m]
KB 4,399 [m]
KG 7.53 [m]
BMt 5,752 [m]
BML 176,019 [m]
KMt 10,150 [m]
KML 180,418 [m]
Immersion (TPc) 22,302 [MT/cm]
MTc 187,721 [MT.m]
RM at 1deg = GMt.Disp.sin(1) 2347,175 [MT.m]
Max deck inclination 0 [deg]
Trim angle (+ve by stern) 0 [deg]
Figure 116. Form curves. Details can be zoomed.
Page 63 | 134
Figure 118. Cross curves. Details can be zoomed.
Figure 117. Bonjean Curves. Details can be zoomed.
Page 64 | 134
15.6. Results of Intact Stability Criteria

All the results of the intact stability analysis for the three conditions are presented below:
Full Load Departure Condition (FLDC)
Table LVI. Full Load Departure Criteria IMO A.749 (18).

Value Actual Margin % Status
Criteria
[%]
Initial GMt for vessels >=24m in length [m] 0,15 0,304 200 PASS
Table LVII. Full Departure Condition margins.

Value Actual Margin Status
Criteria
[%]
Area 0° to 30° [m.deg] 3,1513 5,2195 65,63 PASS
Area 0° to 40° [m.deg] 5,1566 9,4187 82,65 PASS
Area 30° to 40° [m.deg] 1,7189 4,1992 144,29 PASS
Max GZ° at 30° or greater [m] 0,2 0,577 188,5 PASS
Angle of maximum GZ [deg] 25 37,3 49,09 PASS
Initial GMt [m] 0,15 0,304 102,67 PASS
Severe wind and rolling PASS
Figure 119. GZ curve for Full Load Departure Condition (details can be zoomed).
Arrival with Residues Condition
Table LVIII. Arrival with Residues Condition criteria IMO A.749 (18).
Criteria Value Actual Margin Status
[%]
Page 65 | 134
Table LIX. Arrival with residues condition margins.
Value Actual Margin Status
Criteria
[%]
Area 0° to 30° [m.deg] 3,1513 5,169 64,03 PASS
Area 0° to 40° [m.deg] 5,1566 10,5951 105,47 PASS
Area 30° to 40° [m.deg] 1,7189 5,4261 215,67 PASS
Max GZ at 30° or greater [m] 0,2 0,561 180,5 PASS
Initial GMt [m] 0,15 0,285 90 PASS
Figure 120. GZ curve for Arrival Residues Condition. Details can be zoomed.
Arrival without Residues Condition

Table LX. Arrival without Residues Condition IMO A.749 (18).
Criteria Value Actual Margin Status
[%]
Table LXI. Arrival without Residues Condition margins.

Criteria Units Value Actual Margin Status
[%]
Area 0° to 30° [m.deg] 3,1513 11,5482 266,46 PASS
Area 0° to 40° [m.deg] 5,1566 20,2524 292,75 PASS
Area 30° to 40° [m.deg] 1,7189 8,7041 406,38 PASS
Max GZ at 30° or greater [m] 0,2 0,887 343,5 PASS
Initial GMt [m] 0,15 1,18 686,67 PASS
Page 66 | 134
Figure 121. GZ curve for arraival without residues condition.
15.7. Hydrostatics and Curves of Form

To verify the stability conditions, the rules are checked. It is arrived at that the ships of polar class have to fulfill the arranged thing
in the Polar Code, chapter 4 “Subdivision and Stability”.
The ice damage extents to be assumed when demonstrating compliance with paragraph 4.3.2.1 shall be such that:
.1 the longitudinal extent is 4.5% of the upper ice waterline length if centered forward of the maximum breadth on the upper ice
waterline, and 1.5% of upper ice waterline length otherwise, and shall be assumed at any longitudinal position along the ship's
length
.2 the transverse penetration extent is 760 mm, measured normal to the shell over the full extent of the damage.
.3 the vertical extent is the lesser of 20% of the upper ice waterline draught or the longitudinal extent, and shall be assumed at any
vertical position between the keel and 120% of the upper ice waterline draught.
According to structural design, the length of the upper ice waterline is 129480mm and the upper ice waterline draught is 9700mm.
Therefore, the damage extents must be 5827 length if centred forward of the maximum breadth on the upper ice waterline and
1942mm of upper ice waterline length otherwise and shall be assumed at any longitudinal position along the ship's length. The
transverse penetration extent is 760 mm and the vertical extent is the lesser of 1940mm and shall be assumed at any vertical
position between the keel and 11640mm.
According to this, the design team focused in the critical areas which may end up in a flood condition. Due to the double hull
(1000mm) and the double bottom (1200) that the ship has, some areas can be dismissed as dangerous because the transverse
penetration and the calculation can be focused on others that generate greater danger.
After a preliminary analysis, it is concluded that the most dangerous areas for the collision of the ice are the bow and the stern.
Although the local reinforcement is enough, it will be taken as there are 2 limit situations in which to analyze the flood case:
 The first flood case, is when there is a blow of ice that generates damage to the hull in frame 119, we can see that two
different compartments are placed in flood condition.
 The second case to consider, will be when a block of ice generates a flood in frame 20, also flooding two compartments.
Page 67 | 134
Figure 123. First case of flooding. Figure 122. Second case of flooding.
Criteria:
In the classification society (DNV-GL), the load manual with displacement and center of correction is requested for each condition.
In this case, what will be done will be to verify a series of conditions:
i) The final flotation, taking into account heel and trim, will be less than any point where a new flood could occur, such
as windows, air pipes, hatch cover, etc.
ii) In the final stage of flooding, the trim angle cannot exceed 18 degrees.
iii) The stability in the final stage of flooding is to be investigated and may be regarded as sufficient if the righting lever
curve has a positive range of at least 18º beyond the position of equilibrium in association with a maximum residual
righting lever of at least 100 mm within tis range. The area under the righting arm curve within this range shall not
be less than 0.0175 m-rad. Unprotected openings are not to become immersed at an angle of heel within the
prescribed minimum range of residual stability unless the space in question has been included as a floodable space
in calculations for damage stability.
iv) The initial metacentric height of the damaged vessel in the final condition of flooding for the upright position shall
not be less than 10 mm.
v) The general arrangement of the ship must be such that asymmetric floods, it can work by ballast tanks or bilge pumps
so that the flood is minimal.
Damage cases
The damaged cases were based on the extents described on the damaged assumptions.
DAMAGE CASE 1
Compartment damaged:
 Refeer Compartment
 Habitability Compartment
Damage from port in the bow of the vessel.
DAMAGE CASE 2
 JP1 Compartment
 JP1 Tanks Starboard
 JP1 Cofferdams Starboard
 Azipod Room
Damage from port in the stern of the vessel.
Page 68 | 134
15.8. Results
The analysis was performed for the 2 damage cases and the 3 loading condition.
Table LXII. Permormed Analysis.

EQUILIBRIUM HEEL ANGLE RANGE OF POSITIVE
LESS THAT 18 DEG STABILITY >20 DEG
Damage Case 1 Damage Case 2
Loading Condition 1 2 1 2
Departure 0 15 21 31,8
Arrival with Residues 0 3 42 48
Arrival without Residues 0 11 45 49
Page 69 | 134
16. Speed and Power Analysis

In this section, the design team calculated the resistance to the advance by means of different methods. The objective of this is
to find the necessary power to install on the vessel in the next stage.
16.1. Resistance Analysis

To determine the effective resistance of the hull, the different predictive methods of resistance were taken in account. Amon the
methods found, Fung method is the first step that suggests the application for the case of the project vessel. Fung method is
applicable for displacement ships with transom stern hull forms. The regression is based on data from tests on 739 models at the
David Taylor model basin and consists over 10000 data points. The Fung method resistance prediction algorithms are useful only
within certain limits of hull dimension. Besides, the resistance prediction method is useful only within speed limits.
Table LXIII. Limits of hull dimensions for the Fung method.

Parameter Limitations ALV Units Result
Table LXIV. fung resistance prediction algorithm.
V/L³ 0.00057 to 0.01257 0.0068 [-] OK
Parameter Value Units
B/T 1.696 to 10.204 2.842 [-] OK
Minimum Fn 0.134 [-]
Cp 0.526 to 0.744 0.681 [-] OK
Maximum Fn 0.908 [-]
Cx 0.556 to 0.994 0.979 [-] OK
Low - speed limit 9.32 [knt]
ie 14.32 to 23.67 21.7 [°] OK
High speed limit 63.14 [knt]
L/B 2.52 to 17.93 5.84 [-] OK
Cwp 0.662 to 0.848 0.838 [-] OK
For the utilization of the method in the MAXSURF’ Software, a correlation factor is fixed at 0.0005 for accounting for variations
between model test and full-scale trials.
𝐶𝐴 = 0.0005
Physical Properties of Sea Water Table LXV. Fung resistance and power.
The values for the density and kinematic viscosity of the Speed Fung Resistance Fung Effective Power
water may are:
[knt] [kN] [EkW]
 for saltwater (3.5% salinity) at 15°C
 density 1025.9 kg/m3 13 226.3 1513.16
 kinematic viscosity 1.18831x106 m2/s 14 275.6 1984.96
15 337.7 2606.02
16 416.6 3429.29
Figure 124. Fung resistance graph. Details can be zoomed.
Page 70 | 134
On the other hand, the design team proposed to conduct an analytic study with the use of Computational Fluid Dynamics “CFD”.
And as there was a requirement for energy efficiency, in this stage a whole study of hull forms and optimization will not be done,
a precise estimation of the EHP is needed for a good preliminary propeller design, and critical for obtaining a high propeller
performance thus a high-energy efficiency. For preliminary MaxSurf hull forms and the calculated values of:
 The trim and heel calculation from the capacity plan

 The displacement obtained
The hull was set to a series of CFD simulations in several speeds CFD configurations.
16.2. CFD Configuration

The simulation was set in the commercial code STAR-CCM+, as the design team has an Academic License for a partnership
between UTN and SIEMENS. For computational time saving, half of the hull was modeled as is a best practice in CFD. The
parameters of the configuration are listed below:
 The mess of 3.8 million of cell was set.

 The type of CFD method used was Reynolds Average Navier Stokes (RANS)
 The turbulence model was K-epsilon as is recommended for fair hull forms
 The time step was set at 0.017 second to full fill with Courant Number
 A free surface as was solved by the Volume of Fluid method (VOF), setting as a coordinate the fill of the volume 0.5
to establish the free surface
 The fluid was modeled as turbulent near the hull. A refinement was set with Prism Layer near the hull up to 0.07
meters from the hull in order to obtain a good caption of boundary layer effect (y+ wall treatment applied)
 The mesh was based in a prism layer Mesher, a surface remersher and finally a trimer. A volume change of 0.0%
was obtained gibing a good confidence in the mesh structure and helping the simulation to obtain the convergence
Figure 126. ALV Free surface at 13 knots. Figure 125. ALV Free surface at 16 knots.
Resistance Result
The simulation was set to run until the convergence of the result was obtained. The resistance values from the whole simulation
were exported to EXCEL and the average results of the tail of the curve, obtaining a mean result, for each speed.
For the utilization of the method in the STAR CCM+ Software, a correlation factor must be calculated for accounting for
variations between model test and full-scale trials.
1
𝑘𝑠 3
𝐶𝐴 = [105 ( ) − 0.64] . 10−3
𝐿
Where, ks is the hull roughness; typically, 150x10-6m and L is the waterline length of the hull in the same units. Solving:
𝐶𝐴 = 4.67.10−4
The resistance and power values obtained from simulation were exported to EXCEL.
Page 71 | 134
Table LXVI. CFD resistance and power.

Speed CFD Resistance CFD Effective Power
[knt] [kN] [kW]
13 259.31 1732.71
14 322.272 2319.07
15 397.33 3063.41
16 487.642 4010.37
Figure 127.CFD and Fung Effective power vs. Speed.
Table LXVII. Fung resistance and power.

Speed Fung Effective Power CFD Effective Power Difference
[knt] [EkN] [EkW] [%]
13 1513.16 1732.71 12.67
14 1984.96 2319.07 14.41
15 2606.02 3063.41 14.93
16 3429.29 4010.37 14.49
Although, the behavior of the power is similar for different speeds, it can be observed that the Fung method estimates lower
speed. This deviation could be attributed to the fact that some parameters are near the limits of the range of use of the method.
𝑉
Parameter 3 is near the lower limit of application of the method, however Cx and Cwp are near the upper limit of application of
𝐿
the method. Then, the design team decide to use the prediction of the effective power obtained by the CFD analysis. The equation
of the regression line obtained from these calculated values will then be the one used to estimate the effective power of the vessel
for the speeds of interest.
𝐸𝑘𝑊 = 90.148 × 𝑆 2 − 1856.6 × 𝑆 + 10635

Where:
 EkW: effective power of the hull in kW

 S: vessel speed in knots
Resistance in Ice Fields

When calculating resistance in ice fields, crushing due to ship and ice contact, breaking and submersion of broken ice pieces after
breaking must be considered. In particular, the breaking force comprises a large proportion of total resistance in ice; thus, the
breaking component is significant parameter in the ice prediction of ice resistance. The failure mode of an ice floe is divided into
two alternative phases, crushing bending, and is related to the ship and ice contact area.
For the reasons explained above, resistance in ice fields will be higher than resistance in open
waters. The resistance increase is such significant that in ice fields it is impossible to achieve
speeds over 5 knots. approx. The design team calculated the resistance in ice at 3 knots because
usually the ships’ speed in those conditions is near that value.
To estimate the resistance in ice fields the design team have done a deep research of technical
papers that talked about this issue. Riska resistance algorithm decouples the total resistance into
open water resistance and ice resistance. This method is based on a set of empirical coefficients,
derived from hull-scale tests of several ships in ice conditions. The main resistance formula is
given in the following equation: Figure 128. Stem breaking ice.
Page 72 | 134
𝑅𝑇𝑜𝑡 = 𝑅𝐼𝑐𝑒 + 𝑅𝑂𝑝𝑒𝑛𝑤𝑎𝑡𝑒𝑟𝑠

Rice is calculated by
𝑅𝐼𝑐𝑒 = 𝐶1 + 𝑉. 𝐶2
Constants are found in the following equations

1
𝐶1 = 𝑓1 𝐵. 𝐿𝑝𝑎𝑟 . ℎ𝑖 + (1 + 0.021𝜙). (𝑓2 . 𝐵ℎ2𝑖 + 𝑓3 . 𝐿𝑏𝑜𝑤 . ℎ2𝑖 + 𝑓4 . 𝐵. 𝐿𝑏𝑜𝑤 . ℎ𝑖 )
𝑇
2. + 1
𝐵
𝐶2 = (1 + 0.063. 𝜙). (𝑔1 . ℎ1.5

1 + 𝑔2 . 𝐵. ℎ1 ) + 𝑔3 . ℎ1 (1 +
Table LXVIII. Constants in Riska formulation.
𝑇 𝐵2 Symbol Value Unit
1.2 )
𝐵 √𝐿
Lpar: lenght of parallel sides section f1 0.23 [kN/m³]
Lbow: Length of bow section f2 4.58 [kN/m³]
Φ: Bow angle f3 1.47 [kN/m³]
hi: ice thickness according to the Ice Class notation. f4 0.29 [kN/m³]
g1 18.90 [kN/(m/s.m^½)]
Ice thickness was defined according to DNV class rules and
the corresponding equivalent in the IACS Polar Class. g2 0.67 [kN/(m/s.m^½)]
g3 1.55 [kN/(m/s.m^½)]
Table LXIX. Ice class correspondece table.
Nominal Ice thickness (hi) IACS Polar Class

DNV Class notation
according to DNV [m] correspondence
ICE - 05 0.5 PC6,7
ICE - 10 1.0 PC5
ICE - 15 1.5 PC4
POLAR - 10 1 PC3
POLAR - 20 2 PC2
POLAR - 30 3 PC1
Resistance in open water at 3 knots has been calculated by CFD analysis, due to already mentioned speed limits in Fung method.
The result is shown below.
Table LXX. CFD Speed at 3 knots.

Speed Resistance
[knt] [kW]
3 7.662
Figure 129. ALV Open water navigation at 3 knots.
Results obtained from Riska resistance algorithm:
Table LXXI. Riska Ice Resistance.

Speed Open water resistance C1 C2 R ice R TOTAL EkW TOTAL
[knt] [kN] [kN] [kN/(m/s)] [kN] [kN] [kW]
3 7.66 470.22 177.94 744.59 752.25 1159.97
Page 73 | 134
17. Azipod and Propeller Selection

The Azipod type selection is closely related to the propeller design and its efficiency in the ship's navigation conditions. The
design team proceeds to design the propeller to choose the Azipods engines.
17.1. Propeller
The type of propeller receives special attention due to the diversity of characteristics that exist between the type of navigation in
free water and navigation on ice. The ice propellers are made of stainless steel and have a slightly greater thickness because they
must withstand the impacts of the blocks of ice on the blades.
Propeller material
The blades of the bronze propeller have a greater thickness and a
straight edge to be more resistant, at the cost of being less efficient.
The design team decided by satinless steel because its strength can be
more than twice as great as the bronze alloys, as can its resistance to
wear and tear. This is a considerable reduction in thickness, resulting
in a propeller that is less heavy will permit a more efficient propeller
design and deliver lower maintenance costs, reducing the total cost of
ownership, and the propeller is able to operate more efficiently
because the profiles are more slender. Figure 130. Stainless steel propeller.
Propeller Clearances
It must be verified that the position of the propeller respects the minimum clearances established by the DNV.GL.
Table LXXII. Miminum clearances.
Figure 131. DNV.GL mínimum clearances
The design team decided to put Azipods units, so clearance "a" is determinate by the manufacturer ABB and the clearance “e” is
without effect because there is no sket under the propeller. To calculate the clearances "b" and "c" a model of Azipod with a
propeller of 4.5 meters in diameter is used.
𝑅 = 2.25𝑚
𝑍𝑃 = 4
𝑏 ≥ (0.7 − 0.04𝑍𝑃 )𝑅 =
= (0.7 − 0.044)2.25𝑚 = 1.215𝑚
𝑐 ≥ (0.6 − 0.02𝑍𝑃 )𝑅 =
= (0.6 − 0.024)2.25𝑚 = 1.17𝑚
𝑏 = 3.1𝑚 Verify
𝑐 = 1.2𝑚 Verify
In case of selecting a model of Azipod that allows to have a

diameter greater than 4.5 meters, it will be necessary to return
to this instance to verify that the minimum clearances continue
being respected, in case of selecting a diameter smaller than 4.5
Figure 132. Azipod unit installed on ALV. the propeller will verify the minimum clearances established by
GNV.DL.
Page 74 | 134
Propeller Series
The research carried out by the design team revealed that in most of the cases a known series is started and then the necessary
modifications are made according to the Polar Class of the vessel. Considering that the ship is a logistics vessel that will have to
navigate through the complicated Drake Passage, it will not be used to supply the base “Belgrano 2” where thick ice persist in
summer, and that it will sail through waters with ice blocks but will not require to resort to the milling process due to the thin
layers of ice break or crush ice with its propeller, the work team decided by the Wageningen B-Series considering it has a really
good performance for various navigation conditions.
Navigation Condition
The navigation conditions of the ship are open waters at 13 and 16 knots, and ice navigation at 3 knots. These navigation conditions
are contrary, so the design team had to select a compromise solution that allows an acceptable propeller in both opposite
conditions, considering the adversities presented by the crossing from Ushuaia to the Antarctic continent by the Drake Passage,
that the ship will sail from Ushuaia to Buenos Aires to perform its maintenance frequently, and that the optimum efficiency for
ice navigation will be always relatively low because it occurs at very low navigation speed, the work team decided that:
The propeller will be design to be optimum at the open waters navigation at economic speed of 13 knots.
However, the efficiency of the ice navigation propeller can be optimized using the advantage of the Azipod electric motors, which
allow an amplified range of torque and frequency variation.
Geometrical Characteristics
The main characteristics that define the propeller are:
AE / AO: Expanded area ratio

Z: Number of blades
P/D: Pitch diameter ratio
D: Propeller diameter
Expanded Area Ratio Selection

It is de relation between the propeller expanded area and the area of a disc of the same diameter.
Cavitation on the suction side or back of the blade causing a decrease in the thrust can be avoided
or decreased by increasing the area of the blade. Criteria have been developed that relate the
average thrust to the required blade area, resulting in load coefficients limit due to thrust. One of
the best known is Keller's expression, which gives an approximate initial value of relationship A E /
AO.
𝐴𝐸 (1.3 + 0.3𝑍)𝑇
= +𝑘
𝐴𝑂 (𝑝0 − 𝑝𝑣 )
Table LXXIII. Parameters to calculate EAR for navigation condition in water and ice. Figure 133. Expanded area
ratio representation.
Open Waters Ice
V 13 [kt] 3 [kt]
Cb 0,63 0,63
t 0,16 0,16 To avoid cavitation problems the greater
R 127500 [N] 759090 [N] Expanded Area Ratio should be considered:
T 152360 [N] 907097 [N] 𝐴𝐸
Z 4 4 = 0.55
𝐴𝑂
p0 101325 [Pa] 101325 [Pa]
pv 1700 [Pa] 611 [Pa]
k 0,1 0,1
AE / AO 0,48 0,55 Number of Blades
Regarding the number of blades, it is primarily determined by the need to avoid frequencies resonant of the hull structures and
machinery. However, by increasing the number of blades the extension of the cavitation layer on the back tends to decrease. At
the root of the shovel, the Cavitation problems also tend to decrease by selecting a larger number of blades. In addition, the
Page 75 | 134
efficiency of the propeller decreases with the increase of the number of blades. The design team select 4 blades as a balanced
number between the probability of cavitation, efficiency and thrust required.
Pitch / Diameter ratio

This is the most complex part of the propeller design. It will be necessary
to determine the efficiency for each pitch diameter ratio through the
methodology proposed by the Wageningen B-Series. A power is given to
the propeller in terms of a torque Q and rotation speed n, in return we
obtain a thrust T to advance on the water.
The B series method propose the following expressions to calculate

torque Q and thrust T:
Figure 134. Torque and thrust
representation.
Torque Thrust
𝑸 = 𝑲𝑸 𝝆𝒏𝟐 𝑫𝟓 𝑻 = 𝑲𝑻 𝝆𝒏𝟐 𝑫𝟒
KQ and KT are the “Torque coefficient” and “Thrust coefficient”, respectively. Both are function of the following parameters:
𝑃 𝐴𝐸
𝐾𝑄 , 𝐾𝑇 = 𝑓 (𝑍, , , 𝐽)
𝐷 𝐴𝑂
The variable J and the expression ɳ O defined:
Efficiency of the propeller in

Advance Coefficient
Open Waters
𝑽𝑨
𝑱= 𝑲𝑻 𝑱
𝒏𝑫 𝜼𝑶 =
𝑲𝑻 𝟐𝝅
Once the values for Z and AE/AO are determined, the

Wageningen B-Series gives the curves for KQ, KT and ɳO in terms
of J for each P/D.
Polynomials
The Wageningen B-Series includes the graph curves and the
polynomials to determinate coefficients KQ and KT. The
difference between graph curves and polynomials is that
polynomials are more accurate, so the design team decided to
load this polynomials in software Excel.
Figure 135. KT, KQ and Efficiency for a range of P/D

values.
Page 76 | 134
The next step is to determine the optimum diameter D and rotation speed n. It is important to note that the maximum D
determined by the minimum clearances is not necessarily the optimum one, but it must intervene in the calculations to determine
it.
The torque coefficient KQ, the thrust coefficient KT and efficiency of the propeller ɳ O are in terms of J in the Wageningen B-Series
polynomials and graphs. Otherwise, both variables D and n are included in the expression of the coefficient of advance J. This
implies having to resort to an iteration process where the values of n are arbitrarily modified and the estimated value of D is kept
fixed.
In addition, two expressions of the coefficient of advance are used, where one expression is in terms of n and the other expression
is in terms of D.
𝐾𝑇 𝐸𝑘𝑊 𝐾𝑇 𝐸𝑘𝑊𝑛2
𝐾𝑇𝐷 = = 𝐾𝑇𝑁 = =
𝐽2 𝑉 3 (1 − 𝑤)2 (1 − 𝑡)𝜌𝐷 2 𝐽4 𝑉 5 (1 − 𝑤)4 (1 − 𝑡)𝜌
Where:
𝑡: Thrust deduction coefficient for twin screw ships. It is used 𝑇: Thrust [N].
Taylor’s Expression [-]. 𝐾𝑇 : Thrust coefficient [-].
𝑡 = 0.7𝑤 + 0.06 𝜌: Appendix 1.
𝑛: Rotation speed [s-1]
𝑤: Wake fraction coefficient for twin screw ships. It is used 𝐷: Propeller diameter [m].
Taylor’s expression [-]. 𝑄: Torque [Nm].
𝑤 = 0.55𝐶𝑏 − 0.2 𝐾𝑄 : Torque coefficient [-].
𝜌: Sea water density [t/m3].

Step 1: The value of D is fixed, assigning it the maximum value allowed by minimum clearances. Applying the methodology
explained to the Appendix, the corresponding J values with the efficiency ɳ O are obtained for each pitch diameter ratio.
Page 77 | 134
Then n is isolated from the expression of J.
𝐷 = 4.5𝑚 𝑽𝑨 𝑽𝑨
𝑱= ⇒ 𝒏=
𝑛 = 𝑣𝑎𝑟𝑖𝑎𝑏𝑙𝑒 𝒏𝑫 𝑱𝑫
Table LXXIV. Propeller efficiency in terms of revolution speed.

P/D J n ɳO
-1
[s ] [rpm]
0.5 0.46 3.03 182 0.49
0.6 0.53 2.67 160 0.531
0.7 0.62 2.39 143.53 0.552
0.8 0.66 2.12 127.003 0.562
0.9 0.7 1.91 114.41 0.565
1 0.79 1.74 104.405 0.56
1.1 0.85 1.61 96.365 0.555
1.2 0.9 1.50 89.736 0.547
1.3 0.96 1.40 84.179 0.538
1.4 1.01 1.32 79.441 0.527
Figure 136. Propeller efficiency and revolturions in terms of P/D.
Step 2: Now the value of n will remain fixed and the value of D is determined.
𝑁 = 114.41𝑟𝑝𝑚 = 1.9𝑚/𝑠
𝑉𝐴 𝑉𝐴
𝐷 = 𝑣𝑎𝑟𝑖𝑎𝑏𝑙𝑒 𝐽= ⇒ 𝐷=
𝑛𝐷 𝑛𝐽
Table LXXV. Propeller efficency in terms of diameter.
P/D J D ɳO
[m]
0.5 0.50 6.00 0.314
0.6 0.56 5.32 0.451
0.7 0.61 4.84 0.542
0.8 0.66 4.48 0.581
0.9 0.71 4.20 0.591
1 0.75 3.99 0.549
1.1 0.78 3.81 0.512
1.2 0.81 3.66 0.453 Figure 137. Propeller efficenciency and diameter in terms of P/D.
1.3 0.84 3.54 0.415
1.4 0.87 3.43 0.357
It starts again from step 1 with the new diameter obtained of 4.20 meters. Four iterations were made until the diameter obtained
at the end of step 2 is the same as that entered in step 1, verifying that the maximum efficiencies exceed those obtained in the
previous iteration. The design team obtained the following propeller values:
D N P/D ɳO
[m] [rpm]
4 120 0.9 0.67
Page 78 | 134
17.2. Azipod Selection
The design team must select an engine that deliver the necessary power to operate in the compromising conditions:
 Ice navigation of 1 meter of thickness at 3 knots.

 Open waters navigation at maximum speed of 16 knots.
The brake power needed from each Azipod is defined by the expression:
𝑬𝒌𝑾
𝑩𝒌𝑾 = 𝟐
𝜼𝑴 𝜼𝑯 𝜼𝑶 𝜼𝑹𝑹 𝑴𝑴
Where:
𝐸𝑘𝑊
 : Half of the effective power needed to move the vessel. It is considerate only the half in reason to determinate de
2
thrust needed per Azipod.
 𝜂𝑀 : Mechanical performance of the shaft line inside the Azipod, transmission and bearing friction. A value of 98% can be
adapted.
𝜂𝑀 = 0.98
 𝜂𝐻 : Hull efficiency obtained from the expression below.
1−𝑡
𝜂𝐻 = = 0.96
1−𝑤
 𝜂𝑂 : Propeller efficiency. It depends of the navigation condition.
𝜂𝑂𝑃𝐸𝑁𝑊𝐴𝑇𝐸𝑅𝑆 = 0.61
𝜂𝐼𝐶𝐸 = 0.32
 𝜂𝑅𝑅 : Accounts for the differences in torque absorption characteristics of a propeller when operating at similar conditions
in a mixed wake and open water flows. For vessels with 2 propeller, an estimated value of 0.97 can be adopted.
𝜂𝑅𝑅 = 0.97
 𝑀𝑀: It is a margin for not overloading the engine estimated between 0.85 and 0.9 of the maximum continuous rating
(MCR).
𝑀𝑀 = 0.85
The effective horse power is calculated for open waters navigation and ice navigation at previous steps.
Graph 1: Resistance vs speed.
𝐸𝑘𝑊 = 𝑅. 𝑉
Where:
 𝑅: Resistance [kN].
 𝑉: Velocity for the navigation condition [m/s].
Page 79 | 134
Economic speed: 13 knots
𝑬𝒌𝑾𝑶𝑾𝟏𝟑𝒌𝒏𝒕
𝑩𝒌𝑾 = 𝟐 = 𝟏𝟓𝟗𝟖𝒌𝑾@𝟏𝟐𝟎𝒓𝒑𝒎
𝜼𝑴 𝜼𝑯 𝜼𝑶𝟑𝒌𝒕 𝜼𝑹𝑹 𝑴𝑴
Maximum speed: 16 knots

𝑬𝒌𝑾𝑶𝑾𝟏𝟔𝒌𝒏𝒕
𝑩𝒌𝑾 = 𝟐 = 𝟑𝟕𝟏𝟐𝒌𝑾@𝟏𝟓𝟐𝒓𝒑𝒎
𝜼𝑴 𝜼𝑯 𝜼𝑶𝟏𝟔𝒌𝒕 𝜼𝑹𝑹 𝑴𝑴
Ice navigation: 3 knots

𝑬𝒌𝑾𝑰𝑪𝑬𝟏𝟑𝒌𝒏𝒕
𝑩𝒌𝑾 = 𝟐 = 𝟒𝟎𝟕𝟑𝒌𝑾@𝟏𝟒𝟒𝒓𝒑𝒎
𝜼𝑴 𝜼𝑯 𝜼𝑰𝑪𝑬𝟑𝒌𝒕 𝜼𝑹𝑹 𝑴𝑴
Where the rotation speed for each condition was calculated:
𝐾𝑄 𝜌𝑛2 𝐷5
𝐵𝑘𝑊 = 2𝜋𝑛 ⎵ 3
𝑄𝐵𝑘𝑊 𝐷𝑘𝑊
𝐷𝑘𝑊 ⇒ 𝑛= √
2𝜋𝐾𝑄 𝜌𝐷5 𝜂𝑀 𝜂𝑅𝑅
𝐵𝑘𝑊 =
𝜂𝑀 𝜂𝑅𝑅 }
Considering the power required for each Azipod and the Polar Class of the vessel the design team select the ABB Azipod DO family.
Table LXXVI. Azipods models.
The design team selected AZIPOD DO. Is important to emphasize that the value for Polar Class 1 is the most demanding and 7 the
least demanding for ice navigation. The design vessel bellows to a Polar Class 5.
Table LXXVII. Polar Class descriptions.
Page 80 | 134
The operation points for each navigation condition are marked on the model diagram Azipod DO.
Figure 138. Azipod Power curves.

The model that best suits the needs of the designed vessel is the DO1400. It is verified that the operation points are outside the
area of overload of the engine, in a zone close to the normal continuous rating to avoid that the engine works at the maximum
power in any condition. In addition, a margin of 8% is left so that the engine does not work at its maximum speed either.
The cubic curves of the power absorbed by the propeller (DkW) for both, ice navigation and open water navigation in terms of the
rotation speed are plotted in the following graph.
Figure 139. Power required for the ALV Propeller with Azipod DO1400.
Page 81 | 134
Technical Specification
Figure 140. Azipod

DO1400.
Figure 141. Azipod mounting angles.
Figure 142. Azipod plan view.
Page 82 | 134
Figure 143. Azipod cooling air unit.
The Azipod model selected by the design group is the newest member of the Azipod gearless thruster family.
It has only 3 main bearings and 3 joints which increases the thruster´s internal efficiency by about 3 – 6 % compared to mechanical
thrusters. The use of a permanent magnet motor improves the efficiency by another 2- 10 % depending of the operation
conditions. The electric motor performance is increased up to 45 percent by hybrid cooling using combination of direct sea water
cooling and internal air cooling. Without air cooling the thruster unit can still run up to 70 % load. Strut height is adjustable with
free mounting angle max ± 6° both backward and sideways. Once the engine was selected, a new iteration is made from the torque
coefficient in order to optimize a little more the propeller if possible, slightly varying its rotation speed or diameter in a similar
way that was done with the thrust coefficient.
𝐾𝑄 𝐷𝑘𝑊 𝐾𝑄 𝐷𝑘𝑊𝑛2
𝐾𝑄𝐷 = = 3 𝐾𝑄𝑁 = =
𝐽 3
2𝜋𝜌𝐷 2 𝑉𝐴 𝐽5 2𝜋𝜌𝑉𝐴 5
Where:
 𝐷𝑘𝑊 = 𝐵𝑘𝑊𝜂𝑀 𝜂𝑅𝑅
Page 83 | 134
Step 1’: The value for de propeller diameter stays fixed and the rotation speed is variable.
𝐷 = 4.00𝑚 𝑉𝐴 𝑉𝐴
𝐽= ⇒ 𝑛=
𝑁 = 𝑣𝑎𝑟𝑖𝑎𝑏𝑙𝑒 𝑛𝐷 𝐽𝐷
Table LXXVIII. Efficiency in terms of Revolution Speed

P/D J n N ɳO
-1
[s ] [rpm]
0.5 0.46 3.13 187.6 0.58
0.6 0.53 2.76 165.6 0.617
0.7 0.59 2.48 148.7 0.638
0.8 0.65 2.21 132.6 0.648
0.9 0.71 2.00 120.2 0.651
1 0.76 1.83 110 0.646
1.1 0.81 1.70 101.96 0.641
1.2 0.87 1.59 95.34 0.633
1.3 0.92 1.50 89.78 0.624 Figure 144. Revolution Speed and Efficiency in terms of P/D.
1.4 0.97 1.42 85.04 0.613
Step 2’: Now the value of n will remain fixed at 120.1 rpm and the value of D is determined.
𝑁 = 120.1𝑟𝑝𝑚 𝑉𝐴 𝑉𝐴
𝐽= ⇒ 𝐷=
𝐷 = 𝑣𝑎𝑟𝑖𝑎𝑏𝑙𝑒 𝑛𝐷 𝑛𝐽
Table LXXIX. Efficiency in terms of Diameter.
P/D J D ɳO
[m]
0.5 0.46 6.16 0.45
0.6 0.53 5.34 0.53
0.7 0.59 4.81 0.61
0.8 0.65 4.36 0.650
0.9 0.71 4.00 0.668
1 0.76 3.69 0.632
1.1 0.81 3.43 0.600
1.2 0.87 3.21 0.570
1.3 0.92 3.02 0.530
Figure 145. Diameter and Efficiency in terms of P/D.
1.4 0.97 2.86 0.500
The diameter obtained is the same with which it was entered, so the iteration is finished. This stage showed that an important
improvement can be achieved by slightly modifying the speed of rotation
The optimum parameters of the propeller for the economic navigation at are:
 𝐷 = 4.00𝑚
𝑃
 = 0.9
𝐷
𝐴𝐸
 = 0.55
𝐴𝑂
 𝑍=4
The rotation speed is:
 𝑁 = 120.2𝑟𝑝𝑚
Page 84 | 134
17.3. Bollard Pull
Since the ship has zero speed no resistance to the

advance must be overcome, so that all the thrust
of the propeller is available.
In this condition there is no advance speed, so the

values of KQ and KT corresponds to a null advance
coefficient J=0.
Figure 146. Bollard Pull test.
0
𝑉𝐴 𝐾𝑄𝐵𝑃 = 0.05
𝐽= =0⇒
𝑛𝐷 𝐾𝑇𝐵𝑃 = 0.38
Figure 147. KT, KQ and Efficiency in terms of Advance

Coefficient.
From technical specifications the maximum torque of the Azipod unit is QMotor=311kNm so the maximum torque delivered to the
propeller is:
𝑄𝑃𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 = 𝑄𝑀𝑜𝑡𝑜𝑟 𝜂𝑅𝑅 𝜂𝑀 = 295.63𝑘𝑁𝑚
Isolating the rotation speed for bollard pull condition1:

𝑄𝑃𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟
𝑄𝑃𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 = 𝐾𝑄𝐵𝑃 𝜌𝑛𝐵𝑃 2 𝐷5 ⇒ 𝑛𝐵𝑃 = √ = 2.37𝑠 −1 = 142𝑟𝑝𝑚
𝐾𝑄𝐵𝑃 𝜌𝐷 5
Develop the value of the Thrust at bollard pull condition.
𝑇𝐵𝑃 = 𝐾𝑇𝐵𝑃 (1 − 𝑡𝐵𝑃 )𝜌𝑛𝐵𝑃 2 𝐷4 = 543.27𝑘𝑁 = 55.39𝑡
Since there will be 2 Azipods installed, the total bollard pull will be 110.78 tonnes.
Speed verification
This step verifies that the available power of the selected motor and propeller satisfy the required effective power. The Ekw
available depends of the propeller efficiency for each speed. The EkW available is obtained considering both Azipods total power
and the EkW required is obtained from CFD power prediction. The power curves required for the open water condition and trial
condition are indicated, where the hull has no dirt or roughness and the weather conditions are favourable . Approximately 15%
less power is required for trial condition than open water condition.
𝑬𝒌𝑾𝑨𝒗𝒂𝒊𝒍𝒂𝒃𝒍𝒆 = 𝒇(𝜼𝑶 ; 𝑩𝒌𝑾) = 𝑩𝒌𝑾𝜼𝑴 𝜼𝑯 𝜼𝑶 𝜼𝑹𝑹
1
The Bollard Pull variables are detailed explained at the Appendix “Bollard Pull”.
Page 85 | 134
Table LXXX. Available and required EkW.

Effective
Power
V J ɳO Available Trial
Open
Waters
[knt] - - [EkW] [EkW] [EkW]
8 0.36 0.42 5367 452.55 384.66
9 0.39 0.46 5589 504.27 428.62
10 0.44 0.5 5774 616.33 523.88
11 0.48 0.54 5860 810.28 688.73
12 0.52 0.58 5874 1120.6 952.51
13 0.61 0.61 5727 1732.71 1348.16
14 0.64 0.59 5452 2319.07 1901.35
15 0.68 0.54 4988 3063.41 2557.12
16 0.7 0.49 4387 4010.37 3407.05 Figure 148. EkW availabe and EkW required for open waters and trial
17 0.73 0.45 3750 5090.11 4326.59 conditions. Details can be zoomed.
Table LXXXI. Available and required EkW for ice condition.

Effective
Effective Power
V Power Required
Available For
Ice Navigation
[knt] [EkW] [EkW]
0 0 0
1 2247.63 1011.78
2 3805.56 2373.66
3 5023.91 4099.65
4 5888.65 6193.23
5 6546.83 8689.44 Figure 149. EkW available and EkW required for ice condition.
As can be seen, the motor verifies to deliver the required power in all navigation conditions required.
17.4. Prediction of Cavitation Level

Cavitation is undesirable because it causes a
decrease in the efficiency of the propeller,
vibrations that are transmitted all over the hull,
erosion in the blades and noise. To verify the
cavitation in the design stage, the design team
uses the Burrill graph, having to previously
calculate the local cavitation number at 70% of
the radius σ0.7R and a cavitation coefficient τC for
maximum speeds on ice and water. Figure 150. Cavitating propeller
Figure 151. Cavitation eroded blade.
Page 86 | 134
𝑃 𝐷
• 𝐴𝑃 = 𝐴𝐸 (1.067 − 0.229 ) ℎ0.7𝑅 = ℎ𝑆𝐻𝐴𝐹𝑇 − 0.7
𝐷 2
• 𝑉𝑅 = √𝑉𝐴 2 + (0.7𝜋𝑛𝐷)2
Table LXXXII. Parameters for Cavitation calculation.

Water at 16 kt Ice at 3 kt
VR 25.7 m/s 24.75 m/s
P0 101325 Pa
PV 2392 Pa 611 Pa
AP 95 m2
h 0.7 R 3.9 m
σ0.7R 0.28 0.46
τC 0.13 0.16
The points are located on the Burill chart.
Figure 152. Burrill chart.
The cavitation is measured as the percentage of area with water vapor

bubbles with respect to the area of the blade. As can be seen, for the
condition of navigation in open water at 16 knots the cavitation in the
back of the blade is near the 5%, for the condition of ice navigation the
cavitation is less than 2.5%. This is to be expected because the cold water
vapor pressure at 0 ° C and the forward speed are lower values. Both
navigations are among the admissible values for cavitation.
Figure 153. Sketches showing percentage cavitation on
back of propeller blade.
Page 87 | 134
19. Seakeeping Analysis

The seakeeping analysis is it is important because it will determine the vessel's ability to operate on the bases of the Antarctica
with the helicopter. To comply with the requirements, you must navigate to 10 knots in a sea of force 3 with a roll less than 5
degrees and a heeling less than 3. The software used in this section is Maxsurf Motions.
Table LXXXIII. Beafourt Scale and equivalences between International and Anglo-Saxon system.
Beaufort number Description Wind speed Wave height
0 Calm < 1 knot 0 ft / 0 m
1 Light air 1–3 knots 0–1 ft / 0–0.3 m
2 Light breeze 4–6 knots 1–2 ft / 0.3–0.6 m
3 Gentle breeze 7–10 knots 2–4 ft / 0.6–1.2 m
However, several logistic activities involve the vessel supporting other navigation conditions. For example, Drake's passage tends
to have temporary annoyances for most activities. The team will evaluate the situation so that simple manual activities can be
carried out without problems in the wheelhouse. In turn, another of the possible situations is that during the navigation the
preparation of the load is carried out. Then, it will have to be possible to perform a heavy manual work. The team will use
NORDFORSK 1987 criteria recommended values of RMS for vertical and lateral acceleration and roll motion.
Table LXXXIV. Parameters and limitations for Nordforsk 1987 approval.
Helicopter Operations
In this case, the team analyze a situation typical in the helo operations. The ship is sailing at 10 knots, with a 10 knots wind and a
1.2 meters wave height.
Figure 154. Position of Helideck.
Page 88 | 134
Table LXXXV. Imputs for Maxsurf Motions.
Based on the previous values of wind speed obtained from meteorological data base, a sea spectrum must be selected and
analyzing the results of different type of spectra, the team concludes that the most approximately to a real condition is the Pierson
Moskowitz that calculate the following values with a characteristics wind speed of 10knts.
Table LXXXVI. Conditions for Seakeeping analysis.
Results:
Helidecks: RMS Abs. vert. accel [m/s^2]
0,0374
0,0445
0,0445
0,0516
16 Helidecks: RMS Abs. ver
0,0516
0,0374
0,0586 0,0445
14 0,0586 0,0445
0,0657 0,0516
0,0657 0,0516
12 0,0586
0,0657 0,0586
0,0728 0,0657
10 0,0728 0,0657
0,0728 0,0657
0,0728
8 0,0798 0,0728
0,0798 0,0728
0,0798 0,0798
6 0,0869 0,0798
0,0798
0,0869 0,0869
4 0,0869 0,0869
0,0940 0,0869
0,0940
Vessel Speed kn
0,0940
2 0,0940
0,0940 0,0940
0,101 0,101
0 0,101 0,101
0,101 0,101
0,108
0,108 0,108
2
0,108 0,108
0,108 0,115
4 0,115 0,115
0,115
0,115 0,122
6 0,115 0,122
0,122 0,122
0,122 0,129
8 0,129
0,122 0,129
0,129 0,136
10 0,129 0,136
0,129 0,136
0,143
0,136 0,143
12
0,136 0,151
0,136
14 0,143
0,143
0,151
16
Wave heading rad
Figure 155. RMS absolute vertical acceleration with speed wind of 10 knots.
Details can be zoomed.
16 RMS R
0,0
0,0
14 0,
RMS Roll motion [rad] 0,
0,00768 0,
12 0,
0,00768 0,
0,0154 0,
10 0,0154 0,
0,
0,0230 0,
8 0,0230 0,
0,
0,0307 0,
6 0,0307 0,
0,0384 0,
0,
4 0,0384 0,
0,0461 0,
0,
Vessel Speed kn
0,0461
2 0,
0,0538 0,
0,0538 0,
0 0,
0,0614 0,
0,0614 0,
2 0,0691 0
0
0,0691 0
4 0,0768 0
0
0,0768
6 0,0845
0,0845
0,0922
8
0,0922
0,0999
10
0,0999
0,108
12 0,108
0,115
14 0,123
0,131
16
Wave heading rad
Page 89 | 134
Figure 156. RMS roll motion with speed wind of 10 knots. Details can be zoomed.
16 RMS H
0
RMS Heave motion [m] 0
14 0,00554 0
0
0,0103
0
12 0,0103 0
0,0151 0
0
10
0,0151 0
0,0199 0
0,0199 0
8 0
0,0247 0
0,0247 0
6 0,0247 0
0
0,0295 0
4 0,0295 0
0,0295 0
0
Vessel Speed kn
2 0,0343 0
0,0343 0
0,0343 0
0 0
0,0390 0
0,0390 0
2 0
0,0390
0
0,0438 0
4 0,0438 0
0
0,0486 0
6 0,0486 0
0,0534
0,0534
8
0,0582
0,0582
10 0,0630
0,0630
12 0,0677
0,0725
14 0,0773
0,0821
16
Wave heading rad
Figure 157.RMS heave motion with speed wind of 10 knots. Details can be zoomed.
The results obtained satisfy the owner's requirements. Then, the team decided to analyze other conditions where there could be
complicated situations for the crew.
Table LXXXVII. Analysis locations.
The conclusion obtained is that the vessel has a good sea motion characteristic, as we can see in the following image:
It can be seen that the crew will not suffer discomfort

in the Wheelhouse and Operation Goa zone. Severe
discomfort for 8 hours exposure is located in the
refeer hold and helideck for 0.9 Encounter
frequencies. However, working shifts have a
maximum duration of 4 hours, therefore no crew
member will suffer any discomfort.
However, despite the results obtained, the

requirements force to put a stabilizer by retractable
fins. The team will consult in a second round of spiral
to not include it, because they increase the cost and
the weight of the ship, making them an unnecessary
expense.
Figure 158. Marine Sickness Index Analysis. Details can be zoomed.
Page 90 | 134
20. Engine Room Main Systems

Engine room
The engine room will occupy decks between tank top and tween deck. It has been diagrammed in such a way that the crew can
perform the operation of the ship as simply as possible. The design team divided the machine room in different places such as
purification room, pumps room, etc.
Main generators
The main location of the engine room is where the main generators of the ship are located. This room will be arranged in the
double bottom and in the central area of the ship, since, in this way, due to its weight per unit area, it could generate undesirable
moments and moments in the ship’s structure, and its low position will contribute to reducing the height of the center of gravity,
for greater stability.
Port generator
A generator for a specific port will not be installed, instead some of the main generators will be used.
Control room
The control room of the engine room will be located
Frequency converter
The frequency converter must be selected according to Azipod and gensets selected.
Frequency converter is in charge to run the Azipod motors based on the demands
of the process rather than running then at full speed and ensure optimized power
consumption and process efficiency. Frequency converter produces full nominal
torque in either direction over the entire speed range.
ACS6000 frequency converter is designed as a set of modules that are arranged

according to the required output power, motor configuration and process needs.
The use of modules minimizes the risk of design error even when complex systems
are engineered.
Figure 159.ABB Frecuency converter.
Regarding to drive configurations, ABB offers two options
 Multi-motor drive configuration: Both electric motors can be

linked to a common DC bus, enabling multiple motor operation.
 Redundant drive configuration: Single drives can be configured
to allow various schemes for redundancy for motors with two
winding systems.
Considering the required power has been divided into several engines to
ensure the reliability of the generation system and what was mentioned Figure 160. Front view of frecuency converter.
above, the design team means that the redundant drive configuration is
the best option.
To ensure that the vessel can operate effectively, certain
on-boar machinery must be installed to achieve a safe and
consistent operation. This section describes the machinery
requirement according to customer’s requirements. The
main engine and generator systems that were considered
for the design include:
 Performance of propulsion
 Seawater circulation and cooling system
 Exhaust system
 Fuel oil transfer and service system
 Main system of propulsion lubricating oil
 Distribution and transformer panels Figure 161. Multi-motor drive Figure 162. Redundant drive
configuration. configuration.
Page 91 | 134
And for other ship systems:
 Seawater systems
 Purge and discharge system
 Auxiliary systems of seawater
 Black and gray water system
 Bilge and ballast
 Fresh water
 Cooling water
 Auxiliary lubrication system
 Compressed air systems
 Oily water and recovered oil systems
Table LXXXVIII. Converter data.
Table LXXXIX. Engine room main systems.

Machinery Qty. Capacity Maker - Model Mass Power
- - - [kg] [kW]
Gensets 2 Wartsila - 12V34DF 61000 5770
Gensets 3 Wartsila - 6L20DF 9700 920
Emergency genset 1 Caterpillar - C18 I6 725
General service pumps 2 250 m³/hour @ 2900 rpm - 4 bar head Azcue - CM 125/20 225 2
Ballast and bilge pump 1 250 m³/hour @ 2900 rpm - 4 bar head Azcue - CM 125/20 225 2
Marine diesel oil transfer pump 2 140 m³/hour @ 2900 rpm - 4 bar head Azcue - VM 80/20 75 2.5
Marine diesel oil cargo pump 2 250 m³/hour @ 2900 rpm - 4 bar head Azcue - VM 100/26 130 3
Emergency fire pump 1 250 m³/hour @ 2900 rpm - 4 bar head Azcue - CM 125/20 225 2
Fresh water cargo pump 1 1000 m³/hour @ 1450 rpm - 4 bar head Azcue - CM 80/40 265 1.5
Sewage threatment plant 1 48 m³/day. 252 litres/person.day Hamman - HL-CONT Plus 20 1600 5.2
Air compressor 2 45 m³/h @ 1800 rpm - 8 bar head Sperre - HL2/105A 328 10.7
Air vessel 4 2 m³ Copco 600 -
Sea water pump 2 300 m³/h @ 1450 rpm - 4 bar head Ebara - ENR 150-400 647 2
Colling water - Circulating pump
2 300 m³/h @ 1450 rpm - 4 bar head Ebara - ENR 150-400 647 2
(LT)
Cooling water - Circulating
2 300m³/h @ 1450 rpm - 4 bar head Ebara - ENR 150-400 768 2
pump (HT)
Dirty Oil pump 1 82 m³/hour @ 1000 rpm - 4 bar head Azcue - HM38D3 75 2.2
Marine diesel oil separator feed
2 12 m³/hour @ 1400 rpm - 4 bar head Alfa Laval - ALP 0230 68 1.8
pump
Marine diesel oil purifier 2 11.8 m³/hour Alfa Laval - S967 1191 8
Marine diesel oil circulation
2 70 m³/hour @ 825 rpm - 8 bar head Azcue - HM 38D3 75 2.2
pump
Lube oil separator feed pump 2 3 m³/hour @ 1400 rpm - 4 bar head Alfa Laval - ALP 0055 65 1.8
Lube oil separator 2 2.9 m³/hour Alfa Laval - S927 540 10
Pre - lubricating oil pump 1 40 m³/hour @ 750 rpm - 5 bar Azcue - HM38D3 45 1.5
Lubricating pump stand by 2 70 m³/hour @ 825 rpm - 5 bar Azcue - HM38D3 75 2.2
Boiler 1 2 t/h Saacke - FMB-VS 7100 0.5
Oily water separator 1 10 m³/hour Detegasa - Owsan-10 1950 5
ALFA LAVAL - Aqua Blue
Fresh water generator 1 30 m³/24 hours 900 6
C100
Page 92 | 134
The following equipment was considered, but not selected. SOLAR and MARPOL are recommended for the sizing of this equipment
 Urea pump
 Gray water pump
 Hot water tank
 Electrical panel transformers
 Central cooler
 MDO cooler
The design team used reference drawings to size the equipment. Some of the design considerations are provided below
Engine start method

The design team selected to use compressed air to start the main engines. According to DNV GL rules (Part 4 Systems and
components Chapter 6 Piping systems Section 5 Machinery piping system 9 Pneumatic systems) starting systems for internal
combustion engines shall have capacity for 12 starts without reloading of air receivers. Also, two or more compressors shall be
installed with a total capacity enough for charging the air receivers in the course of 1 hour.
Sea water pumps

All pumps that required seawater such as ballast, fire or cooling pump are located close to the sea chest in order to reduce the
amount of priming required on the centrifugal pumps.
Fire Suppression
Fires involving active electrical equipment constitute Class C fires. These fires can be
controlled by a dry chemical such as CO2. In installations where this system is used, carbon
dioxide is maintained at room temperature and, therefore, at high pressure. The containers
used are stretched steel bottles without solder, connected forming batteries of joint drive.
The CO2 storage room must comply with the requirements set out in SOLAS regulation,
Chapter II-2, Rule 10, Section 4.
Fixed pressure water-spraying system

Mandatory in passenger ships with GT>500 and cargo ships with GT>2000, for fire
extinguishing in machinery spaces of category A with volume>500m3 (IMO MSC/Circ. 913). Figure 163. Steel bottles without
GT is calculated according to international agreement of tonnage of ships 1969 formula: solder of CO2.
𝐺𝑇 = 𝐾1 . 𝑉
Where, “V” is total volume of all enclosed spaces of the vessel in m 3 (𝑉 = 14000𝑚3 ) and:
𝐾1 = 0.2 + 0.02 × 𝑙𝑜𝑔10 (𝑉) ⇒ 𝐾1 = 0.2 + 0.02 × 𝑙𝑜𝑔10 (13833𝑚3 )

𝐾1 = 0.28
Finally:
𝐺𝑇 = 𝐾1 . 𝑉 ⇒ 𝐺𝑇 = 0.21 × 13833𝑚3
𝐺𝑇 = 2904.93 ⇒ 𝐺𝑇 > 2000
Machine room volume=811m3
As the gross tonnage is greater than 2000 and machine room volume is greater than 500m3 a fixed pressure water-spraying system
of water mist was used. By forcing water high pressure through nozzles, an extreme fine mist is created. Only the heat-affected
area will be actively sprayed. Water mist both cools and removes the oxygen so it results in quicker firefighting. The water mist
system shall be capable to supply water for 30 minutes to avoid the re-ignition of the fire. Fire extinguishment through water mist
application is controlled by three mechanisms, the flame cooling, reduced oxygen concentration by displacement of air by water
vapor and radiant attenuation.
Page 93 | 134
Exhaust treatment
In order to reduce Sox emissions required by EPA and IMO, exhaust gases are cleaned through a scrubber unit and particulate
matter. Normally wet scrubbers are used with either seawater or recirculated fresh water. Wet scrubbers clean exhaust gases
on its way to chimney. The scrubber system can be configured in three different operating arrangements;
 Open loop: Use sea water. This system requires low investment and low operation cost but is limited to water with a
low alkalinity or local regulations regarding water discharge.
 Close loop: Use fresh water. Has a high cost of operation and maintenance
 Hybrid: Installed when a high flexibility degree is required. Combing open loop and close loop systems, with the option
to switch between systems. This solution allows to reduce costs using open loop when it is possible and in water that
do not allow water discharge use close loop.
The design team selected a hybrid scrubber due to this system allows to avoid discharge of harmful agents to water specially in
Antarctic waters and reduce costs when water discharge is allowed:
Figure 164. Scrubber system.
Page 94 | 134
21. Electrical Balance

The electrical balance is necessary to estimate the electric plant of the ALV ship. It is not an
exact calculation, it depends on the experience of the designer and the investigation of similar
vessels operating in similar conditions.
The design team defined all the consumptions on the ship making a list with each one of the
equipment that is going to be installed on board for power, lighting and communication
services, affecting the nominal power of each service by the amount installed. The analysis is
done for different navigation conditions, both day and night, where the power estimated for
each service is affected by three factors:
 𝐹𝐿 : Load factor
Figure 166. Typical control room.  𝐹𝑆𝐼 : Simultaneity factor
 𝐹𝑆𝐸 : Service factor
Load factor 𝐹𝐿
It is the ratio between the absorbed power for the established condition and the nominal power.
𝐴𝑏𝑠𝑜𝑟𝑏𝑒𝑑 𝑝𝑜𝑤𝑒𝑟
𝐹𝐿 =
𝑁𝑜𝑚𝑖𝑛𝑎𝑙𝑝𝑜𝑤𝑒𝑟 Figure 165. Simultaneity
Simultaneity factor𝐹𝑆𝐼 Factor: Two services running
It is estimated as the ratio between the amount of equipment installed on board and the amount out of three installed.
of equipment in use for each operation condition.
Service Factor 𝐹𝑆𝐸

It is the percentage of time that the service will be operating for each operating condition.
The total factor is obtained by multiplying the three factors:

Figure 167. Service Factor: System
operating in different time
𝐹 = 𝐹𝐿 𝑥𝐹𝑆𝐼 𝑥𝐹𝑆𝐸
periods.
The power obtained from multiplying the devices by the quantity is affected by the factor 𝐹
giving the power that must be considered in the electric balance for each navigation condition.
Although the conditions were analyzed day and night, it is important to note that in this part
of the world at the time of the year in which the Antarctic campaign is carried out, the nights
last only a few hours.
Navigation conditions
Figure 168. Daylight in Antarctica at
summer.
Navigation
The navigation conditions are considered at the economic speed of 13 knots and the maximum speed of 16 knots. In these
conditions all the consumptions that are necessary to navigate, such as the stabilizing fins, supply of engines, rudder machine, will
have a relevant importance. in addition to those services needed for the crew.
Ice navigation
Although the ship is moving at a very low speed of 3 knots, the significant resistance to the advance calculated in an earlier stage
of the project is taken into account. Some services such as stabilizing fins cannot be used, conversely the preheater will have a
high service factor. Navigation on ice is only done during the day, because the captain must be able to recognize the thickness and
characteristics of ice that is crossing.
Supplying Antarctic bases

The ship gets as close as possible to the bases to supply them. In this type of operation the consumptions are destined mainly to
the unloading machinery, deck machinery, helicopter supply and all the necessary consumptions to be able to supply the Antarctic
bases. During this condition the propellers keep running at very low rotation speed to avoid the formation of ice in waters near
the propeller. This condition differs from the "HARBOR" condition because there are no ports in the bases. This operation is carried
out mainly during the day, being that in some base the operation can be extended to a few hours without daylight.
Page 95 | 134
Harbor
The ship is supplied and all the necessary cargo is loaded to carry out the Antarctic campaign. The ship at port supplied by a ground
connection that depends on each port. Frequently, this grounding provided by the port does not supply all the consumptions of
the vessel, so at least one of the auxiliary generators must be running. In this condition the power requirement required by the
Azipods for entry and exit from the port is taken into account.
Anchored
The ship is anchored, waiting for directives or good weather to continue the Antarctic campaign.
Damaged
The generation power plant is damaged so the ship must be able to reach the nearest port with the crew healthy and safe using
only one generator. In a black-out situation this condition allows the main generators to be started, so the generators starting air
compressors should be considered.
Emergency
Is used to calculate the emergency generator, which must be located on the main deck, aft of the collision bulkhead. It must be
lubricated and preheated to function immediately in a black-out situation. This condition allows the main engines to be started,
so the generator starting air compressors should be considered. In the event of irreparable damage, this generator must allow the
crew to remain connected, illuminated and with the necessary power to use the davits of the lifeboats.
Operational Profile
To estimate the electrical consumption that will
be made in each condition, the design team
looked for statistic information from other vessel
with similar characteristics. The equipment on
board, power and efficiency data was taken from
different manufacturers and suppliers. The
demand and utilization factors were based on the
required equipment and service conditions
analyzed. The following graph summarize the
electrical load in different service conditions.
Members of the Argentine Navy, Army, and Air

Force, oversees planning and execution of
Argentine base’s logistics support during the
annual Summer Antarctic Campaign, which is
carried out in approximately 127 days. According
Figure 169. Power required for different operating conditions.
with the experience of some crew members of the
Almirante Irizar in the Summer Antarctic
Campaign, the design team has determined a
certain number of operational conditions that will
be considered for the electrical balance analysis.
Table XC. Operational profile.

Type of Operation Days Hours
Economic Speed 73 1752
Maximum Speed 20 480
Ice Navigation 71 1704
Supplying Antarctic Bases 20 480
Harbor 160 3840
Anchored 16 384
Figure 170. Percentage of hours per year for each service condition.
Page 96 | 134
Once the power for each condition has been determined, the highest power condition is increased by 25% to consider future
increases of energy consumption. Finally, the best configuration for each operating condition is selected taking with the purpose
that the thermal machines operate efficiently in a range between 70% and 95% of their rated power.
The Genset is composed by:
 2 Main Gen
 3 Auxiliary Gen
 1 Emergency Gen
Wärtsilä provides the engine together with the generator for main and auxiliary
genset. The emergency genset corresponds to the Caterpillar firm.
Figure 171. Wärtsilä engine coupled to

generator.
Main Genset
Table XCI. Main Genset specifications.

Wärtsilä Genset 12V34DF
Fuel LNG – Diesel -
Gen 5770 [kW]
Voltage 3300 [V]
Frecuency 50 [Hz]
Cylinder bore 340 [mm]
Piston stroke 400 [mm]
Speed 750 [rpm]
Mean effective pressure 22 [bar]
Piston speed 10 [m/s]
Weight 87 [t]
Figure 172. Main genset.
Auxiliary Genset
Table XCII. Auxiliary Genset specifications.
Wärtsilä Genset 6l20DF
Fuel LNG – Diesel -
Gen 920 [kW]
Voltage 400 [V]
Frecuency 50 [Hz]
Cylinder bore 200 [mm]
Speed 1000 [rpm]
Piston speed 11.2 [m/s]
Weight 11.6 [MT]
Figure 173. Auxiliary Genset.
Page 97 | 134
Emergency Gen
Table XCIII. Emergency Gen specifications.

CATERPILLAR C18 ATAAC I-6
Fuel Diesel -
Gen 580 [kW]
Voltage 400 [V]
Frecuency 50 [Hz]
Cylinder bore 144.78 [mm]
Speed 182.88 [rpm]
Piston speed 11.2 [m/s]
Weight 11.6 [MT]
Figure 174. Emergency gen.
Page 98 | 134
22. Endurance Calculation

The endurance calculation consists of calculating the amount of Diesel, liquefied natural gas and lubricating oil necessary to meet
the autonomy stated in the owner's requirements, using the data obtained from the electrical balance and the operational profile.
Table XCIV. Electrical Balance Summary

ECONOMIC SPEED MAXIMUM SPEED SUPPLYING
ALV ON ICE HARBOR ANCHORED
13 KNOTS 16 KNOTS ANTARCTIC BASES
SUMMARY
DAY NIGHT DAY NIGHT DAY DAY NIGHT DAY NIGHT DAY NIGHT
TOTAL [kW] 8958.13 8800.87 11190.36 10924.71 11271.77 2446.28 1754.73 1696.96 1595.54 1694.94 1484.45
22.1. Marine Diesel Oil

This fuel will be used in TIER II areas, mainly to cross the Drake Passage and open water. For owner requirements 1500 m3 of diesel
are requested.
The energy available in the diesel is the product between the tank capacity and Diesel’s Lower Heating Value:
𝑘𝑊ℎ
𝐸′ = 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 ∗ 𝐿𝐻𝑉𝐷𝑖𝑒𝑠𝑒𝑙 = 1500𝑚3 ∗ 10260 = 15390000𝑘𝑊ℎ
𝑚3
Due to efficiency, only 45% of the fuel energy will be harnessed.
𝐸 = 𝐸′ ∗ 𝜂 = 15390000𝑘𝑊ℎ ∗ 0.45 = 6925500𝑘𝑊ℎ
Para cada condición de aguas abiertas, se realiza un promedio entre las potencias requeridas para el día y para la noche. From
operational profile, economic speed occupies 20% and max speed occupies 6%, so from open waters 70% will be at economic
speed and 30% will be at maximum speed.
8958.13𝑘𝑊 + 8800.87𝑘𝑊 11190.36𝑘𝑊 + 10924.71𝑘𝑊

𝑃=( ) ∗ 0.7 + ( ) ∗ 0.3 = 9532.91𝑘𝑊
2 2
The autonomy will be:
𝐸 6925500𝑘𝑊ℎ
𝐴𝑢𝑡𝑜𝑛𝑜𝑚𝑦 = = = 726ℎ = 30.27𝑑𝑎𝑦𝑠
𝑃 9532.91𝑘𝑊
This time is according to the needs to cross Drake's pasagge, which takes 5 days to cross. With this value the vessel can cross the
pasagge 4 times without having to refuel and with an exdente for the conditions of "Harbour" and "Anchored".
22.2. Liquefied Natural Gas

To determine between LNG containers or static tanks, the team calculate the LNG
capacity that will be carried on board, in addition to the 1500 m 3 of Marine Diesel Oil
established by owner's requirements, where the LNG is destined to the Antarctic zone
due to its TIER III emission classification. The Antarctic sea is located below the parallel of
60 degrees south and the Antarctic route begins at the Orcadas base and ends at the San
Martin base, supplying all the intermediate bases.
At supply condition, qualified personnel is left to carry out maintenance tasks at each
base, once reached the base San Martin, the ship will make the reverse trip to Base
Orcadas, passing through all the intermediate bases to pick up the work staff and garbage
from the Antarctic bases.
1297𝑁𝑀 ∗ 2 = 2594𝑁𝑀 Figure 175. Antarctic sea and continent

below 60° parallel.
Page 99 | 134
Not all the rout is covered with ice, only the 60% of the Antarctic route is ice navigation and the other 40% is open water navigation.
𝐷𝐼𝐶𝐸 = 2594𝑁𝑀 ∗ 0.6 = 1556.4𝑁𝑀

𝐷𝑂𝑃𝐸𝑁𝑊𝐴𝑇𝐸𝑅𝑆 = 2594𝑁𝑀 ∗ 0.4 = 1037.6𝑁𝑀
Considerating that open waters navigation at economic speed is 13 knot and

ice navigation is at 3 knot, the team calculates the time of each navigation
condition.
1556.4𝑁𝑀 1556.4𝑁𝑀
𝑇𝐼𝐶𝐸 = = = 518.8ℎ
3𝑘𝑛𝑜𝑡 𝑁𝑀
3
ℎ
1037.6𝑁𝑀 1037.6𝑁𝑀
𝑇𝑂𝑃𝐸𝑁𝑊𝐴𝑇𝐸𝑅𝑆 = = = 79.81ℎ
13𝑘𝑛𝑜𝑡 𝑁𝑀
13
ℎ
Figure 176. Antarctic route.
It is estimated a time of permanence of 3 days in each base to perform the tasks, being 12 the main Antarctic bases
3𝑑𝑎𝑦 24ℎ
𝑇𝑆𝑇𝐴𝑇𝐼𝐶 = 12𝑏𝑎𝑠𝑒 = 864ℎ
𝑏𝑎𝑠𝑒 1𝑑𝑎𝑦
From the electrical balance, the consumptions are used for each condition:
Ice Navigation:
𝑘𝑊ℎ
𝐸𝐼𝐶𝐸 = 11292.91 ∗ 518.8ℎ = 5858762𝑘𝑊ℎ
ℎ
Open water navigation at economic Speed:
𝑘𝑊ℎ
𝐸𝑂𝑃𝐸𝑁𝑊𝐴𝑇𝐸𝑅𝑆 = 8979.26 ∗ 79.81ℎ = 716635𝑘𝑊ℎ
ℎ
Static condition, where the condition “Supplying Antarctic bases” will prevail.
𝑘𝑊ℎ
𝐸𝑆𝑇𝐴𝑇𝐼𝐶 = 1877 ∗ 864ℎ = 1621728𝑘𝑊ℎ
ℎ
The total energy needed is the sum of the energies consumed in the conditions of navigation in open waters, navigation on ice
and the energy consumed while the ship is static.
𝐸𝑇𝑂𝑇𝐴𝐿 = 8197125𝑘𝑊ℎ
The lower heating value of LNG:
𝑘𝑊ℎ
𝐿𝐻𝑉𝐿𝑁𝐺 = 6790
𝑚3
The tank capacity needed:
𝐸 8197125𝑘𝑊ℎ
𝑉= = = 1208𝑚3
𝐿𝐻𝑉𝐿𝑁𝐺 𝑘𝑊ℎ
6790 3
𝑚
The LNG capacity of each 40ft container is 45 m3 so it would be necessary 27 ISO container. For this reason, the design team opts
for static LNG tanks and no containers of LNG.
Page 100 | 134

22.3. Lubricating Oil
A safety factor of 10% should be used on the amount of lubrication oil filled, but the design team decided to use 20% to include
the oil required by as a margin of safety, due to areas of difficult access and remoteness from other vessels to receive assistance
in the event of a breakdown of the oil system.
Autonomy (120 days): 2880 hours

Relative density of lubricating oil: 0,92 ton/m3
Table XCV. Lubricating Oil capacity.

Oil
Consumption
Quantity Output Power consumption Tank Volume
at 100 % load one round trip
Including 20% safety

[-] [kW] [g/kW.h] [g/h] [tonnes] [m³] [m³]
Azipod Unit 2 5500 0.57 6270 18.05 19.62 23.55
Wärtsilä 6L20DF (MG) 3 960 0.45 1296 3.73 4.05 4.86
Wärtsilä 12V34DF (AG) 2 5760 0.45 5184 14.92 16.22 19.47
Rebatible Fin
2 64 0.38 48.64 0.14 0.15 0.18
Stabilizers
120.6
50 T Crane 1 326 0.37 0.34 0.37 0.45
2
30 T Crane 3 182 0.35 191.1 0.55 0.59 0.71
Davits 2 50 0.33 33 0.09 0.10 0.12
TOTAL 49.37
Due to the difficulty of accessing the places where ALV is going to navigate, the design team considered interesting to analyze the
situation in which engines lubricating oil must be renewed entirely. The necessary lubricating oil was considered and then,
considering available lubricating oil capacity, the amount of renewals available for all engines is calculated.
Table XCVI. Renewals available.

Total oil Oil
Unitary Oil Total oil Oil volume
Quantity volume in renewals
volume volume available
all engines available
[-] [m³] [m³] [m³] [m³] [m³]
Wärtsilä 6L20DF (AUX) 3 3.10 9.3
13.3 90 6
Wärtsilä 12V34DF (ME) 2 2 4
Page 101 | 134

23. Manning Estimate

The crew levels that are to carry out Antarctic logistic assignments on board vessels should be determined and certain
circumstances shall be considered. The neglecting of the minimum rest of hours the crew should have, will easily make the crew
members fatigue, especially during navigation in ice presence or extreme hydro-meteorological condition and embarking or
landing personnel and/or cargo.
Regulations
1. International Maritime Organization – Resolution A 890 (21) and Amendments – resolution A 955 (23)
2. Argentine National Guardcoast – Resolution N°3-09 – Chapter 5 – Annex 2
3. Maritime Labor Convention 2006 – Title 2 – Regulation 2.7 – Manning levels
4. Maritime Labor Convention 2006 – Title 2 – Regulation 2.3 – Hours of work and hours of rest
5. Argentine Ministry of labor, employmen and social security – Agreement No. 1102/10
6. International Maritime Organization – The Special Purpose Ships (SPS) Code
Minimum Safe Manning Levels

The Argentine Naval Prefecture, established the minimum safe manning level for Argentinean flag cargo vessels.
Table XCVII Minimum Safe Manning .

SAFE MANNING (National Maritime Navigation)
TANK SHIP CARGO SHIP TUG
POSITION PASSENGERS Platforms
T.T.N.>1600 T.T.N.<1600 T.T.N.>1600 T.T.N.<1600 Supply
Vessel
CAPTAIN 1 1 1 1 1 1
1° Deck Officer 1 1 1 1 1 1
2° Deck Officer 1 1 1 (+) 1 1 (+) 1 (+)
3° Deck Officer 1 1 (+) - 1 (+) - -
Seagarers 10 6 (*) 4 (*) 6 4 3
Chief Engineer 1 1 1 1 1 1
1° Mach. Officer 1 1 1 1 1 1
2° Mach. Officer 1 1 (-) - 1 (-) 1 (+) -
3° Mach. Officer 1 1 (-) (+) - 1 (-) (+) - -
Oilers 3 2 1 2 1 1
Radio Officer (**) (**) (**) (**) (**) (**)
Staff - - - - -
(+) In trips less than one hundred and fourty-four hours may dispense, and must comply
with Art. 35 of Law No. 17,371
Observations (-) with automated plant (UMS) may refrain
(*) A crewmember must fulfill the functions of firefighter (fire prevention and firefigthing)
(**) See table II art 307 of RESMMA
T.T.N. is total tonnage number, obtained from the following formula:
𝐿(𝑚). 𝐵(𝑚). 𝐷(𝑚)

𝑇. 𝑇. 𝑁. =
5
130.22.12
𝑇. 𝑇. 𝑁. =
5
𝑇. 𝑇. 𝑁. = 6840
Page 102 | 134

The minimum level of safety crew for the project is 16 crew members.
Organization Chart
The organization chart of the vessel was made taking into account similar vessels and requirements owner. Tasks are divided into
departments, also departments are divided into areas. Crew have different tasks according to the task that ship is performing. A
distribution of work hours of the personnel in navigation was made, taking into account a distribution of 4 hours of work and 8 of
rest. In addition, the design team ensure that kitchen’s capacity will not exceed in every meal 2.
Crewing Levels
In accordance to International Labour Organization (ILO) Convention 180 “Seafarers hours of work and the manning of the ships
convention, 1996” it is not allowed for employees on the ships to work more than 14 hours per day. Rest periods shall be divided
in at least two periods per day, and on of them shall be of at least 6 hours’ length, and the interval between two consecutive rest
periods shall not exceed 14 hours. In order to fulfill the owner’s requirements, the crew level shall be established with the
operational requirement, international regulations and an estimate of the level of crews on similar vessels 3.
2
The Crew’s Organization Chart is in the APPENDIX K.
3
The Crew’s Work Time is in the APPENDIX L.
Page 103 | 134

24. Cost Analysis

In this initial stage of the project, we depend on the main characteristics and owner's requirements to obtain a first qualification
of the weights, which will be refined later in the second part of weight estimation.
To obtain the cost analysis estimation, the team has consulted the paper “Product-Oriented Design and Construction Cost Model”
presented at the 1997 Ship Production Symposium
In the paper, a calculation method to obtain a cost estimation is based on regression equations that relates the weight of the
systems that are included in the lightweight ship, the labor man hours and materials (USD) and a factor related with the type of
vessel under study.
The next table summarize the regression equations for material cost and labor man hours
Table XCVIII. Man hours and material cost from weight.

Systems Labor man hours (hs) Material Cost (U$D)
Hull 𝐶𝐹𝑥177𝑥 𝑊𝑒𝑖𝑔ℎ𝑡 0,862 800𝑥 𝑊𝑒𝑖𝑔ℎ𝑡
Machinery 𝐶𝐹𝑥365𝑥 𝑊𝑒𝑖𝑔ℎ𝑡 0,704 15000 + 20000𝑥 𝑊𝑒𝑖𝑔ℎ𝑡
Comunications 682𝑥 𝑊𝑒𝑖𝑔ℎ𝑡 1,025 25000𝑥 𝑊𝑒𝑖𝑔ℎ𝑡
Electrical 1605𝑥 𝑊𝑒𝑖𝑔ℎ𝑡 0,795 40000𝑥 𝑊𝑒𝑖𝑔ℎ𝑡
Auxiliary 𝐶𝐹𝑥34,8𝑥 𝑊𝑒𝑖𝑔ℎ𝑡 1,24 10000 + 10000𝑥 𝑊𝑒𝑖𝑔ℎ𝑡
Outfitting & furniture 310𝑥 𝑊𝑒𝑖𝑔ℎ𝑡 0,949 5000 + 10000𝑥 𝑊𝑒𝑖𝑔ℎ𝑡
The paper shows that the complexity factor CF has a value of 4.5 for a Coast Guard Icebreaker. This is the type of vessel closest to
what the ALV is projected, so this value will be taken since the construction complexities are similar. A margin of 10% was assumed
in labor man hours and costs. Values obtained from regression equation for different systems summarize in the following table:
Table XCIX. Summary of costs.

Material cost Man hours
SWBS Labor man hours (h)
(USD) cost (USD)
Hull structure 1.037.851 3.286.400 31.135.545
Machinery 126.555 972.427 3.796.644
Comunications 11.096 380.000 332.886
Electrical 165.969 13.680.000 4.979.056
Auxiliary 37.580 840.778 1.127.390
Outfitting & furniture 198.383 9.061.220 5.951.489
Subtotal without Margin 28.220.825 47.323.010
Total Cost USD 83.098.218
Figure 177 Labor Man Hours.
Page 104 | 134

Figure 178 Material Cost.
Shipyard Facilities
The construction system used is a dry dock system. The block
of bow or stern is selected, and it is built and joined in a dike,
allowing the painting to be made in that place and avoiding
delays in the critical path. At the same time, the blocks are
carried by transfers to the stands, and they finish doing the
advanced setup in that place. The advantage is that once you
turn the block and send it to the tier, you can use the interior
space for the construction of another block. Before the
placement of the box, the engines in the harrow will be
adjusted. In addition, the box can be manufactured and
placed in steps while the ship is still being built, accelerating
the times and preventing the critical path from spreading
Figure 179 Cost Division.
Construction Time
To estimate the construction time, it is necessary to know the limitations of the shipyard. Taking an Argentine shipyard with 800
people permanent staff, able to expand more if necessary. The working day will be 8 hours from Monday to Friday and Saturdays
will be worked 4 hours. The following distribution of tasks and scheme will be done:
Table C. Distribution of task and scheme.

SWBS Labor Man Hours (h) Shipyard Staff Calendar Days
Hull structure 1.037.851 380 341
Machinery 126.555 100 158
Comunications 11.096 20 69
Electrical 165.969 100 207
Auxiliary 37.580 100 47
Outfitting & furniture 198.383 100 248
Total 800
Using Project Software, a distribution of tasks and times was made in order to estimate the duration of the construction.
Page 105 | 134

Table CI. Task times.

Task Calendar Days Beggining Finished
Kickoff proyect 288 5/6/2019 08:00 6/6/2019 09:00
Hull structure 158 5/6/2019 08:00 20/1/2020 09:00
Machinery 139 5/6/2019 08:00 21/10/2019 17:00
Comunications 207 5/6/2019 08:00 15/1/2020 16:00
Electrical 117 5/6/2019 08:00 20/11/2019 11:00
Auxiliary 248 5/6/2019 08:00 18/9/2019 11:00
Outfitting & furniture 148 20/1/2020 09:00 8/9/2020 14:00
Sea trials 5 8/9/2020 14:00 16/9/2020 10:00
Time For Construction: 469 Days
Annual operating costs

Annual costs of operation was based on calculations proposed by the book “Basic project of Merchant Ship” – Alvariño. It divided
the operation costs into crew expenses, consumable expenses, insurance expenses and miscellaneous expenses and maintenance
and repairs expenses.
𝐴𝐶 = 𝐸𝑐𝑟𝑒𝑤 + 𝐸𝑐𝑜𝑛𝑠𝑢𝑚𝑎𝑏𝑙𝑒𝑠 + 𝐸𝐼𝑛𝑠𝑢𝑟𝑎𝑛𝑐𝑒 + 𝐸𝑀𝑖𝑠𝑐𝑒𝑙𝑙𝑎𝑛𝑒𝑜𝑢𝑠 + 𝐸𝑀𝑎 𝑖𝑛𝑡 𝑒𝑛𝑎𝑛𝑐𝑒
 AC: Annual costs

 ECrew: Crew expenses
 EConsumables: Consumable expenses
 EInsurance: Insurance expenses
 EMiscellaneous: Miscellaneous expenses
Crew expenses constitute one of the main operating costs of the ship, annual crew member cost has been estimated in USD
15,000 per year.
𝐸𝐶𝑟𝑒𝑤 = 𝐴𝐶𝑐𝑟𝑒𝑤 × 𝑁𝐶
𝑈𝑆𝐷 𝑈𝑆𝐷1,950,000
𝐸𝐶𝑟𝑒𝑤 = 15000 × 130𝑝𝑒𝑟𝑠𝑜𝑛𝑠 ⇒ 𝐸𝐶𝑟𝑒𝑤 =
𝑝𝑒𝑟𝑠𝑜𝑛. 𝑦𝑒𝑎𝑟 𝑦𝑒𝑎𝑟
 ACCrew: Annual Cost of a crew member

 NC: Number of crew
 Consumable expenses consider oil consumables, oil consumables and drinkable water
𝑈𝑆𝐷108
𝐸𝐶𝑜𝑛𝑠𝑢𝑚𝑎𝑏𝑙𝑒𝑠 = 𝑐𝑒𝑐 × 𝑇𝑃 ⇒ 𝐸𝐶𝑜𝑛𝑠𝑢𝑚𝑎𝑏𝑙𝑒𝑠 = . 14300𝑘𝑊
𝑦𝑒𝑎𝑟 × 𝑘𝑊
𝑈𝑆𝐷1,544,400
𝐸𝐶𝑜𝑛𝑠𝑢𝑚𝑎𝑏𝑙𝑒𝑠 =
𝑦𝑒𝑎𝑟
𝑈𝑆𝐷96 𝑈𝑆𝐷120
 cec: consumable expenses coefficient. This coefficient can vary between USD and .
𝑦𝑒𝑎𝑟×𝑘𝑊 𝑦𝑒𝑎𝑟×𝑘𝑊
 TP: Total power installed
Maintenance expenses, insurance expenses and miscellaneous expenses depends from total investment and a some coefficients
expressed below:
 mec: maintenance expenses coefficient. 0.015 ≤ 𝑚𝑒𝑐 ≤ 0.020

 iec: insurance expenses coefficient. 0.010 ≤ 𝑖𝑒𝑐 ≤ 0.015
 miec: miscellaneous expenses coefficient. 0.010 ≤ 𝑚𝑖𝑒𝑐 ≤ 0.015
Page 106 | 134

𝐸𝑚𝑎 𝑖𝑛𝑡 𝑒𝑛𝑎𝑛𝑐𝑒 = 0.020 × 𝑇𝐼 ⇒ 𝐸𝑚𝑎 𝑖𝑛𝑡 𝑒𝑛𝑎𝑛𝑐𝑒 = 0.020 × 𝑈𝑆𝐷83,098,218

𝑈𝑆𝐷362308
𝐸𝑚𝑎 𝑖𝑛𝑡 𝑒𝑛𝑎𝑛𝑐𝑒 =
𝑦𝑒𝑎𝑟
𝐸𝑖𝑛𝑠𝑢𝑟𝑎𝑛𝑐𝑒 = 0.015 × 𝑇𝐼 ⇒ 𝐸𝑖𝑛𝑠𝑢𝑟𝑎𝑛𝑐𝑒 = 0.015 × 𝑈𝑆𝐷83,098,218
𝑈𝑆𝐷271730
𝐸𝑖𝑛𝑠𝑢𝑟𝑎𝑛𝑐𝑒 =
𝑦𝑒𝑎𝑟
𝐸𝑚𝑖𝑠𝑐𝑒𝑙𝑙𝑎𝑛𝑒𝑜𝑢𝑠 = 0.015 × 𝑇𝐼 ⇒ 𝐸𝑚𝑖𝑠𝑐𝑒𝑙𝑙𝑎𝑛𝑒𝑜𝑢𝑠 = 0.015 × 𝑈𝑆𝐷83,098,218
𝑈𝑆𝐷271730
𝐸𝑚𝑖𝑠𝑐𝑒𝑙𝑙𝑎𝑛𝑒𝑜𝑢𝑠 =
𝑦𝑒𝑎𝑟
All terms are added
𝐴𝐶 = 𝐸𝑐𝑟𝑒𝑤 + 𝐸𝑐𝑜𝑛𝑠𝑢𝑚𝑎𝑏𝑙𝑒𝑠 + 𝐸𝐼𝑛𝑠𝑢𝑟𝑎𝑛𝑐𝑒 + 𝐸𝑀𝑖𝑠𝑐𝑒𝑙𝑙𝑎𝑛𝑒𝑜𝑢𝑠 + 𝐸𝑀𝑎 𝑖𝑛𝑡 𝑒𝑛𝑎𝑛𝑐𝑒

𝑈𝑆𝐷1,950,000 𝑈𝑆𝐷1,544,400 𝑈𝑆𝐷271,730 𝑈𝑆𝐷271,730 𝑈𝑆𝐷362,308
𝐴𝐶 = + + + +
𝑦𝑒𝑎𝑟 𝑦𝑒𝑎𝑟 𝑦𝑒𝑎𝑟 𝑦𝑒𝑎𝑟 𝑦𝑒𝑎𝑟
𝑈𝑆𝐷3900168
𝐴𝐶 =
𝑦𝑒𝑎𝑟
Considering the annual costs analysis from “Opcost” written by Richard Greiner and Moore Stephen, annual operating costs are
higher than other merchant ships. The design team explains this disparity between results to number of crew on board between
ships and the variety of tasks that ALV must perform.
Table CII. Operating costs of ship types.

Ship type Operating costs [US$/day] Operating costs [US$/year] Crew
Product tanker 7,433 2,713,045 15
Handy produc tanker 7,557 2,758,305 20
Panamax tanker 8,041 2,934,965 24
Aframax tanker 7,832 2,858,680 21
Feedermax containership 4,372 1,595,780 15
Container ship 5,172 1,887,780 20
Handysize bulker 4,874 1,779,010 22
Handy maxbulker 5,294 1,932,310 23
ALV 10,834 3,954,337 130
Page 107 | 134

25. Risk Assessment

The objective of this section is the analysis of the work done, based on the performance of the team. Several activities have been
carried out in which the faculty or professional life have been very useful for the work procedure. These activities will carry a
low risk in terms of implementation. However, certain products are of little knowledge, so they had to investigate in depth and
often resort to professionals with extensive experience to achieve the desired level required for a project of this magnitude. This
will have a greater risk in terms of the implementation of the work.
The chosen procedure is through a risk matrix. The consequences of an error in the design stage are the following:
Table CIII. Risk approach.

Lack of confidence in technical development reached
Consequenses of an error obtained in a design stage
<Very Low (1) < Low (2) <Medium (3) <Medium High (4) <High (5)
Insignificant
An error in this stage does not implies a revision of another project station 1 2 3 4 5
1
Low
An error in this stage might imply a revision of another stage of the project 2 4 6 8 10
2
Medium
Might affect cause to re-do current section and another calculus section 3 6 9 12 15
3
High
Might affect prinicpal dimensions 4 8 12 16 20
4
Very high
The project must be re-done 5 10 15 20 25
5
Table CIV Scales took to evaluate the risk.

Actions to implement
From 1 to 6 It can be considered acceptable, might to be optimized in the future
From 8 to 12 A revision for improvements should be done
<15 The risk of this stage is to high to move on with the desing obtained
Page 108 | 134

Table CV. Risk results.

RISK
CON L.
SCOR
SEQ. C.
Step Description E CONTROL MEASURES
CONSEQUENCE x
L.C. = RISK SCORE
Little information was found on real ships. Several ships has other missions like
INITIAL SIZING 5 1 5
oceanographic research. The ship is designed to measure the owner.
HULL MODELING 3 4 12 The complex shapes of the ship can be rechecked by studies with ice experience.
AREA/VOLUME The areas and volumes should take into account transit spaces and unusable
3 2 6
SUMMARY spaces, such as stairs, corridors, etc.
STRUCTURAL The minimum needs were verified by the rules. In a second round, it will have to be
3 2 6
DESIGN verified by finite elements.
PROPULSION
The purpose of the analysis of propulsion systems is to have the latest technology in
PLANT TRADE 4 1 4
the market today.
OFF
EQUIPMENT The selection of equipment could be changed with products of the same brand to
3 1 3
SELECTION facilitate spare parts and to obtain improvements in the contracts.
ELECTRICAL The operational profile of the ship was confirmed with people with experience on
3 1 3
LOAD board the ship that today fulfills the functions of the project.
By selecting new equipment, more details of the weights and centers of gravity
WEIGHT
4 2 8 could be obtain. It could have in a third instance more real values of the center of
ESTIMATION
gravity of the ship
INTACT/DAMAGE
STABILITY 5 3 15 When changing equipment and weights, stability conditions have to be reverified.
ANALYSIS
SPEED AND The CFD program was used to limit these errors. It comes into play the lack of
POWER & 3 2 6 practice of the staff that ran it or the meshing , a scale model can be made for the
ENDURANCE run in a test channel.
SEAKEEPING The analysis was made for several conditions in addition to that required by the
3 1 3
ANALYSIS shipowner, with the aim of mitigating the risk in this field
MANNING
3 1 3 The number of people on board was obtained from the owner's requirements.
ESTIMATE
COST The values obtained by SNAME paper may differ from current values according to
2 4 8
ESTIMATION the country of construction.
As a final conclusion according with results obtained before shows that no one on the design stage´s risk grow up to a high
value. An average value of risk of 6.15 reflect a medium-low project global risk.
Page 109 | 134

26. Bibliography
Books, manuals, works and regulations consulted
1.0 1. Alvariño, R.; Azpíroz, J.; Meizoso, M. (1997) “El proyecto básico del buque mercante”. Madrid, España. Colegio de
ingenieros navales.
2.0 2. Papanikolaou, A. (2014) “Ship Design, Methodologies of Preliminary Design”.Atenas, Grecia. Springer.
3.0 Zeszyty naukowe (2013) “Problems of propulsion systems and main engines choice for offshore support vessels”.
Maritime University of Szczecin, Akademia Morska w Szczecinie.
4.0 Lars Larsson; Hoyte C. Raven. (2010) “Ship Resistance and Flow”. SNAME, New Jersey.
5.0 Star Ccm+. (2016) - Tutorials. Version 11.1 Academic, Siemens.
6.0 MaxSurf. (2013) “MaxSurf Stability”; “MaxSurf Modeler”; “MaxSurf Motions”; “MaxSurf Resistance”. Versión 20. Bentley
systems. ACADEMIC LICENSE.
7.0 IMO. (2015) “2014 guidelines on survey and certification of the energy efficiency design index (eedi), as amended
(resolution mepc.254(67), as amended by resolution mepc.261(68))”.
8.0 MARPOL “International Convention for the Pollution Prevention1973/1978 from Ships” International Maritime
Organization.
9.0 Watson, David G.M. (1998) “Practical Ship Design” volume1, Amsterdam: ELSIVER.
10.0 Schneekluth & V. Bertram (1998) Ship Design for Efficiency and Economy second edition, Oxford: Butterworth-
Heinemann.
11.0 John Carlton. (2007) “Marine Propellers and Propulsion” second edition, Oxford: Butterworth-Heinemann.
12.0 Volker Bertram (2000) “Practical Ship Hydrodynamics”; Oxford: Butterworth-Heinemann.
13.0 D. J. Eyres (2001) “Ship Construction” fifth edition; Oxford: Butterworth-Heinemann.
14.0 Man “Basic Principles of Ship Propulsion”; Man Diesel & Turbo. Denmark.
14.1 Product Guide of net winches, net stackers and deck cranes – Triplex.
15.0 Maritime Electrical Installations and Diesel Electric Propulsion, by ABB.
16.0 Mapping Noise and Efficiency for Marine Propeller Designs-Brad Knox, Paul Dylejko, Li Chen and Alex Skvortsov
17.0 Expanded work Breakdown Structure Weight Classification Guidance – SAWE.
18.0 Annex IV of MARPOL 73/78: Regulations for the Prevention of Pollution by Sewage from
Ships, International Maritime Organization (IMO), 27 September 2003.
19.0 International Convention on the Control of Harmful Antifouling Systems on Ships,
International Maritime Organization (IMO), 2008.
20.0 Hydrodynamic Design of Integrated Bulbous Bow/Sonar dome for Naval Ships.
21.0 Polar Code.
22.0 Microsoft Project.
Page 110 | 134

Wheelhouse Top 33,000mm
LINE OF SIGHT
Wheelhouse 30,000mm
LNG
LNG TANK 4th Bridge Deck 27,000mm
3rd Bridge Deck 24,000mm

PALFINGER
2nd Bridge Deck 21,000mm
Helideck 18,000mm
Forecastle Deck 15,000mm
Main Deck 12,000mm
Tween Deck 9,000mm

DWL DWL
Platform Deck 6,000mm
Tank Top 1,200mm

BL BL
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
PROFILE VIEW
LOOKING PORT
SHIP SIDE
DN
1P 1P ANTARCTIC
COMANDER DN
UP DN
WHEELHOUSE
TECHNICAL
SPACE
CONTROL
POLLUTION OFFICERS
LABORATORY MESS DAYROOM
DN DN
UP
95 100 105
LIFT
110 115
GALLEY
120 125 95 100 105 110 115 120 125 130 100 105 110 115 120 125 PRINCIPAL PARTICULARS
METEOROLOGICAL
LABORATORY
LENGTH OVERALL 132.00 m
LENGTH BETWEEN PERPENDICULARS 121.60 m
COMANDER
LENGTH WATERLINE 127.70 m
DN
UP DN
1P 1P
BEAM MOULDED 22.00 m
DN
DEPTH MOULDED 12.00 m
SHIP SIDE
DESIGN DRAFT 7.70m
FRAME SPACING 800 mm
4th Bridge Deck 27,000mm Wheelhouse 30,000mm Wheelhouse Top 33,000mm
NATIONAL TECHNOLOGICAL UNIVERSITY OF ARGENTINA
BUENOS AIRES REGIONAL DIVISION
UNIVERSIDAD TECNOLOGICA NACIONAL
FACULTAD REGIONAL BUENOS AIRES
NAVAL ARCHITECTURE & MARINE ENGINEERING DEPT.
SHEET VESSEL TYPE: DATE ISSUED:

1 4
NAME ANTARCTIC MAY - 28 /19
LOGISTIC DWG:
DRAWN BY: MM VESSEL ANTU-GA-ALV001.dwg
PLANE: REVISION N°
CHECKED BY: IA 001
GENERAL
SCALE: SIZE:
APPROVED BY: AI ARRENGEMENT 1 : 400 A3
UP
2P 2P 2P 2P
LNG
LNG TANK
LNG
CASING 2P 2P DAYROOM
DN
UP
30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120

2P LIFT GALLEY OFFICERS
LNG
MESS
LNG TANK
LNG
2P 2P 2P 2P
UP
3rd Bridge Deck 24000mm
AIR CONDITIONED ROOM

BATTERY ROOM CO2 ROOM
DAYROOM
HANGAR CHAPEL
212m2
CASING 2P
DN
UP
30 35 40 45 50 55 60 65 70 75 80 85 90PRIEST95 100 105 110 115 120 125

2P LIFT
CHANGE GALLEY
PRIEST ALTAR
ROOM
EVAPORATOR
ROOM
DWL DWL
CO2 ROOM 2P
SUBOFFICERS MESS
2nd Bridge Deck 21000mm
BL BL
STERN VIEW FRONT VIEW
LOOKING FORWARD LOOKING AFT
SWL 28T - 16m
LOCKER LABORATORY
2P 2P 2P 2P 2P
DECK ENGINEER COMPUTER

CASING OFFICE OFFICE ROOM
OFFICE 2P 2P 2P
HATCH HOSPITAL
DN
4200X4800 WAITING
UP
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 BUENOS AIRES REGIONAL DIVISION
DENTIST 2P 2P 2P
LIFT UNIVERSIDAD TECNOLOGICA NACIONAL
WORKSHOP STORAGE
SURGERY 2 4
MEDICAL 2P 2P 2P 2P 2P
STORAGE
ROOM
LOGISTIC DWG:
SWL 28T - 16m
PLANE: REVISION N°
Helideck 18000mm CHECKED BY: IA
GENERAL 001
SCALE: SIZE:
LIFEBOAT LIFEBOAT
50P. 50P.
8P 8P 8P 8P 8P 8P DN
324 DRUMS MEN SHOWERS WOMEN SHOWERS
MEN CHANGE WOMEN CHANGE

ASSEMBLY ROOM ROOM ROOM
CASING INFO DAMAGE PAINT
LIBRARY
HATCH ROOM STORE
DN
4200X4800
UP
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
CARPENTER
LIFT
WORKSHOP
WORKSHOP
LIFT LIFT DECK
DIARY ROOM STORE
8P 8P 8P 8P 8P DN
BARBERY
CONFERENCE
ROOM
LIFEBOAT LIFEBOAT Forecastle Deck 15,000mm

50P. 50P.
LIFEBOAT LIFEBOAT
50P. 50P.
GOA TRANSFER ACCOUNTACY

UP
DN
EQUIPMENT SERVICES TREASURY
OFFICE 15400 x 10400 HATCH
288 DRUMS
WASTE ROOM
ASSEMBLY ROOM EMERGENCY SWL 50T - 15m
CASING
LOAD GENSET
DN
PLATFORM TOILETS
UP
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
LIFT STORAGE LIFT INCINERATOR WASTE ROOM LIFT
SWL 28T - 16m
DN SUBOFFICERS
AND SUBOFFICERS AND
PASSENGERS PASSENGERS MESS
GOA TRANSFER GALLEY
UP
EQUIPMENT
LIFEBOAT LIFEBOAT
50P. 50P. Main Deck 12,000mm
CHAIN LKR PORT
324 CYLINDERS
UP DN 4P 4P 4P 4P 4P
JP1 TWEEN DECK HATCH
CONTROL
TANK ROOM DIESEL OIL GOA TANK
CARGO HOLD CARGO HOLD TANK
FOREPEAK
N°1 N°2 SHIP
CASING MEN
MEN
AZIPOD ROOM
OFFICE CHANGE
SHOWERS
DN
ROOM
UP
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
LIFT LIFT ISPS LIFT WOMEN
CHANGE
UP DIESEL OIL ROOM
JP1 TANK GOA TANK
TANK 5 TEU
WOMEN
4P 4P 4P 4P SHOWERS
CHAIN LKR STARBOARD
Tween Deck 9,000mm
JP1
TANK

AZIPOD ROOM UP UNIVERSIDAD TECNOLOGICA NACIONAL
DN
0 5 10 15 20 25 30 SHEET VESSEL TYPE: DATE ISSUED:

3 4
JP1 LOGISTIC DWG:

TANK
PLANE: REVISION N°
CHECKED BY: IA 001
GENERAL
SCALE: SIZE:
Azipod Deck 7350mm APPROVED BY: AI ARRENGEMENT 1 : 400 A3
CHAIN LKR PORT
DIESEL OIL
DIARY TANK
FRESH SHOWERS REFEER AND CYLINDER HOLD
FITNESS CENTER
UP DN WATER 648 CYLINDERS
PLATFORM DECK HATCH
JP1 TANK MEN SAUNA
CHANGE
TANK DIESEL OIL GOA TANK ROOM
N°1 N°2 WOMEN SAUNA FOREPEAK
CASING CHANGE
ROOM
AZIPOD ROOM UP
UP
PUMP ROOM DN
DN
UP
SHOWERS
UP
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160
LIFT LIFT LIFT
DIESEL OIL
JP1 TANK GOA TANK PROVISION
TANK FRESH
STORE 5 TEU
LUBE
WATER BAKERY
TANK
OIL
TANK LIFT
CHAIN LKR STARBOARD
Platform Deck 6,000mm
CHAIN LKR PORT
DIESEL OIL
DIARY TANK
FRESH
UP WATER REFEER AND CYLINDER HOLD
SHIP
JP1 TANK
LAUNDRY LINEN 540 CYLINDERS
TANK ENGINE ROOM DIESEL OIL GOA TANK STORE
N°1 N°2 DRYING FOREPEAK
ROOM
AZIPOD ROOM UP
STORE
DN UP
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
LIFT LIFT
DIESEL OIL DRY
JP1 TANK GOA TANK PROVISION BEVERAGE FROZEN
TANK FRESH
5 TEU
LUBE
WATER PROVISION
TANK
OIL
TANK LIFT
CHAIN LKR STARBOARD
Tank Top 1,200mm
DOUBLE BOTTOM DOUBLE BOTTOM

STARBOARD WB PORT TECHNICAL
WATER AFT DOUBLE BOTTOM PORT FORE
STABILIZER TECHNICAL WATER
COFFERDAM
DOUBLE BOTTOM LUBRICATING OIL DOUBLE BOTTOM DOUBLE BOTTOM DOUBLE BOTTOM CENTRAL FORE TECHNICAL WATER
CENTRAL WB DOUBLE BOTTOM CENTRAL AFT CENTRAL
TECHNICAL WATER TECHNICAL WATER
35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145
DOUBLE BOTTOM DOUBLE BOTTOM DOUBLE BOTTOM STARBOARD

PORT WB STABILIZER STARBOARD FORE TECHNICAL WATER
COFFERDAM TECHNICAL
WATER AFT
Below Tank Top 1,200mm


4 4
LOGISTIC DWG:
PLANE: REVISION N°
CHECKED BY: IA 001
GENERAL
SCALE: SIZE:
Wheelhouse Top 33000mm
TECH.
LINE OF SIGHT
SPACE Wheelhouse 30000mm
CONTROL OFFICERS
LNG
LNG TANK POLLUTION MESS DAYROOM 4th Bridge Deck 27,000mm
OFFICERS OFFICERS DAYROOM
1,8m CABINS CABINS 3rd Bridge Deck 24,000mm
A.C. BATTERY OFFICERS
ROOM CHAPEL DAYROOM
ROOM CABINS 2nd Bridge Deck 21,000mm
ENGINEER COMPUTER PASSENGERS PASSENGERS
OFFICE ROOM LABORATORY HOSPITAL
CABINS CABINS Helideck 18,000mm
MEN WOMEN SUBOFFICERS INFO DAMAGED
ASSEMBLY ROOM LIBRARY CABINS
SHOWERS SHOWERS ROOM Forecastle Deck 15,000mm
SERVICES PAINT
ASSEMBLY ROOM WASTE ROOM TOILETS
1,8m OFFICE STORE Main Deck 12,000mm
CARGO
CARGO HOLD HOLD SUBOFFICERS SUBOFFICERS
N°1 N°2 CABINS CABINS
5 Tween Deck 9,000mm
DWL CARGO FITNESS MEN DWL
CARGO HOLD HOLD CHANGE SAUNA
CENTER
N°1 N°2 ROOM 5 Platform Deck 6,000mm
REFEER AND
CARGO HOLD CARGO SHIP LINEN CYLINDER HOLD
N°1 HOLD LAUNDRY STORE
N°2
azcue
5 Tank Top 1,200mm
BL BL
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
INBOARD PROFILE VIEW

LOOKING PORT


1 1
LOGISTIC DWG:
DRAWN BY: MM VESSEL ANTU-IP-ALV001.dwg
PLANE: REVISION N°
CHECKED BY: IA 001
INBOARD
SCALE: SIZE:
APPROVED BY: AI PROFILE 1 : 400 A3
34400
11100
BULWARK
1315
1301
4000
WL 12 MAIN DECK 1200 ABOVE B.L. WL 12
WL 11 WL 11
WL 10 WL 10
WL 9 WL 9
DWL WL 8 WL 8 DWL
WL 7 WL 7
1
WL 6 4 3 K2 CK WL 6
B3 CK TO CK TTO
C TTO
WL 5 TO BU WL 5
B4 BUT BUT BU
WL 4 WL 4
B1
6106
WL 3 WL 3
WL 2 B2 WL 2
WL 1 WL 1
BL BL
T -1/2 0 1/2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 19 1/2 20

APP FPP
PROFILE VIEW
WL 12 WL 11 WL 10
WL 4 WL 5
WL 6 WL 7 DWL
WL 7 WL 8
B4 WL 9 B4
WL 8 WL 5 WL 10
DWL WL 9 WL 11
B3 B3
WL 1/2 WL 1 WL 2 WL 3 WL 12
WL 6
B2 B2
WL 4
WL 2 WL 1 WL 1/2 BL
B1 B1
WL 3
T -1/2 0 1/2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
APP FPP
PLAN VIEW
GENERAL NOTES:
ALL DIMENSIONS ARE INDICATED IN MILLIMETERS
UNLESS STATED OTHERWISE
PRINCIPAL PARTICULARS ARGENTINEAN NATIONAL TECHNOLOGICAL UNIVERSITY

BUENOS AIRES REGIONAL DIVISION NAVAL
LENGTH, OVERALL 132.00 m UNIVERSIDAD TECNOLÓGICA NACIONAL
FACULTAD REGIONAL BUENOS AIRES ARCHITECTURE & MARINE ENGINEERING DEPTARTMENT
LENGTH, BETWEEN PERPENDICULARS 121.20 m
BEAM, MOULDED 22.00 m
1 2
DEPTH, MOULDED 12.00 m
LOGISTIC DWG:
DESIGN DRAFT 7.70 m DRAWN BY: ICA VESSEL ANTU-LP-ALV001.dwg
WATERLINE SPACING 1.00 m REVISION N°
PLANE:
BUTTOCK SPACING 2.20 m CHECKED BY: JCT
001
LINES
FRAME SPACING 6.06 m PLAN SCALE: SIZE:
APPROVED BY: MM 1 : 400 A3
BULWARK
2
1/
20
FR
4
1/
WL 12 WL 12
20
FR
WL 11 WL 11
20
FR
WL 10 WL 10
2
1/
WL 9 WL 9
19
FR
DWL WL 8 WL 8 DWL
TRANSOM 19
FR -1/2
WL 7 FR WL 7
FR 0
WL 6 18
WL 6
FR 1/2 FR
WL 5 FR 1 WL 5
17
WL 4 FR WL 4
16
WL 3 FR 2 FR WL 3
15
FR
14
WL 2 FR 3 WL 2
FR
FR 11
FR 13
FR
12
FR 6
WL 1 FR 4 WL 1
FR 7 FR 10
FR 5
FR 8 & 9
BL BL
B4 B3 B2 B1 B1 B2 B3 B4
BODY VIEW
PRINCIPAL PARTICULARS ARGENTINEAN NATIONAL TECHNOLOGICAL UNIVERSITY
UNIVERSIDAD TECNOLÓGICA NACIONAL
LENGTH, OVERALL 132.00 m FACULTAD REGIONAL BUENOS AIRES ARCHITECTURE & MARINE ENGINEERING DEPTARTMENT
LENGTH, BETWEEN PERPENDICULARS 121.20 m DATE ISSUED:

SHEET VESSEL TYPE:
BEAM, MOULDED 22.00 m 2 NAME ANTARCTIC MAY - 28 /19
2
DEPTH, MOULDED 12.00 m LOGISTIC DWG:
DESIGN DRAFT 7.70 m DRAWN BY: ICA VESSEL ANTU-LP-ALV001.dwg
WATERLINE SPACING 1.00 m PLANE: REVISION N°
2.20 m GENERAL NOTES: CHECKED BY: JCT
BUTTOCK SPACING LINES 001
ALL DIMENSIONS ARE INDICATED IN MILLIMETERS
FRAME SPACING 6.06 m UNLESS STATED OTHERWISE APPROVED BY: MM PLAN SCALE: SIZE:
1 : 100 A3

1 5
NAME ANTARCTIC APR - 28 /19
LOGISTIC DWG:
DRAWN BY: MM VESSEL ANTU-TK-ALV001.dwg
PLANE: REVISION N°
CHECKED BY: IA 001
TANK
SCALE: SIZE:
APPROVED BY: AI PLAN 1 : 400 A3
LNG
LNG TANK
DWL DWL
BL BL
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
PROFILE VIEW
2 HYDRAULIC OIL PORT cofferdam 11 LATERAL TANK PORT AFT cofferdam 13 LATERAL TANK PORT FORE LOOKING PORT
CHAIN LKR PORT
REFEER AND CYLINDER HOLD

4 CONTROL 18 21
JP1 ROOM DIESEL OIL GOA TANK
TANK 33 34 TANK
AZIPOD CARGO HOLD CARGO HOLD 30
ROOM N°1 N°2 FOREPEAK
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
19
324 CYLINDERS
3 DIESEL OIL 22
JP1 TANK GOA TANK 5 TEU
TANK
CHAIN LKR STARBOARD
1 HYDRAULIC OIL STARBOARD cofferdam 10 LATERAL TANK STARBOARD AFT cofferdam 12 LATERAL TANK STARBOARD FORE
TWEEN DECK
9000mm ABOVE B.L.


2 5
LOGISTIC DWG:
PLANE: REVISION N°
CHECKED BY: IA 001
TANK
SCALE: SIZE:
2 HYDRAULIC OIL PORT cofferdam 11 LATERAL TANK PORT AFT cofferdam cofferdam 13 LATERAL TANK PORT FORE
CHAIN LKR PORT
20 17
DIESEL OIL REFEER AND CYLINDER HOLD
DIARY TANK
FRESH
4 WATER 18 21
JP1 TANK DIESEL OIL GOA TANK
TANK 33 34 TANK
AZIPOD CARGO HOLD CARGO HOLD 30
ROOM N°1 N°2 FOREPEAK
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
19
3 16 DIESEL OIL 22
JP1 FRESH TANK GOA TANK 5 TEU
TANK 5
LUBE WATER 648 CYLINDERS
OIL
TANK TANK
CHAIN LKR STARBOARD
14 SEWAGE BLACK cofferdam
1 HYDRAULIC OIL STARBOARD cofferdam 15 SEWAGE GREY cofferdam 12 LATERAL TANK STARBOARD FORE
PLATFORM DECK
10 LATERAL TANK STARBOARD AFT
6000mm ABOVE B.L.
2 HYDRAULIC OIL PORT

cofferdam 11 LATERAL TANK PORT AFT cofferdam cofferdam 13 LATERAL TANK PORT FORE
CHAIN LKR PORT
20 17
DIESEL OIL
DIARY TANK
FRESH REFEER AND CYLINDER HOLD
4 WATER 18 21
JP1 TANK DIESEL OIL GOA TANK
AZIPOD TANK 33 34 TANK
ROOM CARGO HOLD CARGO HOLD
30
N°1 N°2
FOREPEAK
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165
19
3 16 DIESEL OIL 22
540 CYLINDERS
JP1 FRESH TANK GOA TANK 5 TEU
TANK 5
LUBE WATER
OIL
TANK TANK
CHAIN LKR STARBOARD
1 HYDRAULIC OIL STARBOARD

14 SEWAGE BLACK cofferdam TANK TOP
15 SEWAGE GREY 12 LATERAL TANK STARBOARD FORE
cofferdam 10 LATERAL TANK STARBOARD AFT cofferdam 1200mm ABOVE B.L.
stabilizer cofferdam cofferdam
28
8 DOUBLE
BOTTOM PORT 24
DOUBLE BOTTOM TECHNICAL DOUBLE BOTTOM PORT
STARBOARD WB WATER AFT FORE TECHNICAL WATER
9 6 29 26
25
DOUBLE BOTTOM
DOUBLE BOTTOM CENTRAL TECHNICAL
DOUBLE BOTTOM LUBRICATING OIL WATER
DOUBLE BOTTOM CENTRAL FORE TECHNICAL WATER
CENTRAL AFT
CENTRAL WB DOUBLE BOTTOM TECHNICAL WATER
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145
27 23
7
DOUBLE BOTTOM
DOUBLE
BOTTOM
DOUBLE BOTTOM STARBOARD BELOW TANK TOP
PORT WB STARBOARD FORE TECHNICAL WATER 1200 ABOVE B.L.
TECHNICAL
WATER AFT
stabilizer cofferdam cofferdam NAVAL ARCHITECTURE & MARINE ENGINEERING DEPT.

3 5
LOGISTIC DWG:
PLANE: REVISION N°
CHECKED BY: IA 001
TANK
SCALE: SIZE:
FRAME 15 FRAME 46
32 FRAME 68 31
17 16
DWL 34 DWL
CARGO HOLD DWL
2 1 N°2
11 10
11 10
BL BL
CL CL BL
8 7
CL
FRAME 53 29
stabilizer cofferdam stabilizer cofferdam
CASING
FRAME 76
32 31
FRAME 23
cofferdam cofferdam
18 19
cofferdam cofferdam
DWL DWL
11 10 DWL
4 3
cofferdam cofferdam 11 10
BL BL
CL CL
cofferdam cofferdam 8 6 7 BL
CL
28 26 27
FRAME 30 FRAME 61
20 5 NATIONAL TECHNOLOGICAL UNIVERSITY OF ARGENTINA


33 DWL DWL
CARGO HOLD 4 5
N°1 LOGISTIC DWG:

11 10 11 10 DRAWN BY: MM VESSEL ANTU-TK-ALV001.dwg
PLANE: REVISION N°
CHECKED BY: IA 001
8 BL 7 BL TANK
SCALE: SIZE:
8 CL 7 APPROVED BY: AI PLAN
CL 6 1 : 400 A3
FRAME 121
FRAME 92
FRAME 136 FRAME 151
cofferdam cofferdam
21 22
cofferdam cofferdam
DWL DWL DWL DWL
24 23
BL BL BL BL
cofferdam cofferdam CL cofferdam CL CL CL
25 25 30
FRAME 99
FRAME 145
FRAME 129
13 12
DWL DWL DWL
24 23
CHAIN LKR STARBOARD
CHAIN LKR PORT
BL BL BL
CL CL CL
24 23 25
25


5 5
LOGISTIC DWG:
PLANE: REVISION N°
CHECKED BY: IA 001
TANK
SCALE: SIZE:
APPENDIX E - STRUCTURAL ANALYSIS CALCULATION SHEET

Part 3 Hull - Chapter 1 General principles - Section 2 Rules principles Shell plating
3.2 Hull form limit Part 3 Hull – Chapter 6 Hull local scantlings - Section 3 Minimum thicknesses
As the vessel in consideration comply with: 1.1 Minimum thickness requirements

L < 500 m 128 OK
Cb >0.6 0.67 OK t = a + b.L2 . k
L/B > 4.5 5.82 OK
B/D <2.5 1.05 OK Parameters and constants
Un-conventional hull forms No OK Zone Item a [-] b [-] t [mm]
Keel 5 0.050 10.7
Bottom and Bilge 4.5 0.035 8.5
Part 3 Hull - Chapter 5 Hull girder strength - Section 2 Vertical hull girder vending and From bilge to 12.3m measured from BL 4 0.035 8.0
SHELL
shear strength From 12.3m to 14.6m measured from BL 4 0.025 6.8
From 14.6 m to 16.9m measured from BL 4 0.015 5.7
Minimum section modulus at midship part Elsewhere 4 0.010 5.1
Weather deck, strength deck 4.5 0.02 6.8
 1+ fR 
 .Cw0 .L .B. ( CB + 0.7 ) .10
−6
Z R − gr = k  2 DECK Boundary for cargo tanks 4.5 0.015 6.2
 2  Other decks 4.5 0.01 5.6
Z R − gr = 3.22m3 INNER Cargo spaces 5.5 0.025 8.3
BOTTOM Other spaces 4.5 0.020 6.8
Parameters and constants

fr 1 - Part 3 Hull - Chapter 6 Hull local scantling - Section 4 Plating
Cw0 8.49 -
1 Plating subjected to lateral pressure
L 128 [m]
B 22 [m]
P
Cb 0.648 [-] t = 0.0158   p  b 
Z 3.22 m³ Ca .ReH

Part 3 Hull - Chapter 4 Loads - Section 4 Hull girder loads - 3 Dynamic hull girder loads
Plating t αp b P Ca ReH
Zone
number [mm] [-] [-] [kN/m²] [-] [Mpa]
Vertical wave bending moment
1 15.3 1 800 315.94 0.68 315
Hogging conditions Bottom 2 15.8 1 800 337.59 0.68 315
3 16.3 1 800 359.66 0.68 315
fR
M wv−h = 0.19   f nl −vh  f m  f p  CW  L2  B  CB Bilge
4 16.8 1 800 381.42 0.68 315
0.85 5 17.3 1 800 405.70 0.68 315
Hull
6 17.6 1 800 420.31 0.68 315

Parameters and constants 7 17.8 1 800 426.78 0.68 315
fp 1 - Side 8 9.1 1 800 112.66 0.68 315
fm 1 - 9 7.8 1 800 82.50 0.68 315
fR 0.85 - 10 - 15 6.2 1 800 52.35 0.68 315
1 15.5 1 800 323.86 0.68 315
fnl-vh 1 -
bottom
2 15.6 1 800 329.54 0.68 315

Inner
Cw 8.49 -
3 15.8 1 800 337.77 0.68 315
L 128 [m]
4 15.9 1 800 342.30 0.68 315
B 22 [m] Deck 1 15.3 1 800 315.04 0.68 315
Internal shell
Cb 0.648 - Deck 2 15.5 1 800 322.45 0.68 315

Mwv-h 320416.40 [kNm] Deck 3 15.9 1 800 342.09 0.68 315
Deck 4 16.4 1 800 361.73 0.68 315
Deck 5 16.7 1 800 375.82 0.68 315
Sagging conditions
fR
M wv−s = −0.19   f nl −vs  f m  f p  CW  L2  B  CB
0.85
Also, in order to fulfill polar class requirements, shell plating is calculated by the following
formulas
fp 1 - Part 6 Additional class notations - Chapter 6 Cold climate - Section 5 Local strength
fm 1 - requirements
fR 0.85 -
fnl-vs 1.21 - The required minimum gross shell plate thickness is
Cw 8.494241148 -
AF .PPFp .Pavg 1
L 128 [m] t gr = t + ts t = 500.s. .
ReH s
B 22 [m] 1+
Cb 0.648 - 2.l
Mwv-s -454819.10 [kNm]
DNV GL gives several formulas to establish the minimum thickness required for plating.
The design team calculated the plating thickness required by all the formulas and design
the scantlings fulfilling all the results. These formulas are given below.
Page 1| 4
Area Minimum
Parameters and constants section
Parameters and Mid-body Mid-body
Mid-body Bottom Zone Name modulus
constants Ice belt Lower
P S lbdg fbdg Cs ReH Z
t [mm] 25.23 19.55 0
[kN/m²] [m] [m] [-] [-] [N/mm²] [cm³]
ts [mm] 4 3 3
Center
AF [-] 0.5 0.3 0 154.693 3.2 2.56 16.8 0.85 315 721.21
girder
s [m] 0.8 0.8 0.8
Bottom BG 1 154.693 3.2 2.56 16.8 0.85 315 721.21
PPFp [-] 1.5 1.5 1.5
BG 2 154.693 3.2 2.56 16.8 0.85 315 721.21
Pavg [Mpa] 3.76 3.76 3.76
l [m] 0.8 0.8 0.8 BG 3 154.693 3.2 2.56 16.8 0.85 315 721.21
t gr [mm] 29.23 22.55 3 SG 1 203.66 3.2 2.56 24 0.85 315 664.64
Side SG 2 185.02 3.2 2.56 24 0.85 315 603.82
SG 3 165.62 3.2 2.56 24 0.85 315 540.51
Thicknesses adopted
MDG 1 98.01 3.2 2.56 14.2 0.85 315 540.59
Main
Thicknesses adopted MDG 2 98.01 3.2 2.56 14.2 0.85 315 540.59
deck
MDG 3 98.01 3.2 2.56 14.2 0.85 315 540.59
t required by
Plating t required t required t adopted
Zone Polar Class Other
number [mm] [mm] [mm] ODG 39.81 3.2 2.56 14.2 0.85 315 219.61
[mm] deck
1 15.3 10.7 3 18 BKG 1 131.21 3.2 2.56 16.8 0.85 315 611.72
Bottom 2 15.8 8.5 3 18 BKG 2 129.06 3.2 2.56 16.8 0.85 315 601.73
Bulkhead
3 16.3 8.5 3 18 BKG 3 126.92 3.2 2.56 16.8 0.85 315 591.73
4 16.8 8.5 3 18 BKG 4 124.78 3.2 2.56 16.8 0.85 315 581.73
Bilge
5 17.3 8.5 22.5 30
Hull
6 17.6 8 29.3 30
Part 3 Hull - Chapter 6 Hull local scantlings - Section 3 Minimum thicknesses
7 17.8 6.8 29.3 30
Side 8 9.1 5.7 29.3 30 Minimum web thickness
9 7.8 5.1 29.3 30
10-15 6.2 5.1 - 16 t = a + b.L2 . k
1 15.5 15.5 - 16
Inner bottom
2 15.6 15.6 - 16 Web thickness

Zone Name a [-] b [-] L2 [m] k [-]
[mm]
3 15.8 15.8 - 16
Center girder 4.5 0.01 128 0.78 10.15
4 15.9 15.9 - 16
BG 1 4.5 0.01 128 0.78 5.63
Deck 1 15.3 15.3 - 18 Bottom
BG 2 4.5 0.01 128 0.78 5.78
Internal shell
Deck 2 15.5 15.5 - 18 BG 3 4.5 0.01 128 0.78 5.78

Deck 3 15.9 15.9 - 18 SG 1 4.5 0.01 128 0.78 6.20
Deck 4 16.4 16.4 - 18 Side SG 2 4.5 0.01 128 0.78 6.20
Deck 5 16.7 16.7 - 18 SG 3 4.5 0.01 128 0.78 6.20
MDG 1 4.5 0.015 128 0.78 6.20
Main deck MDG 2 4.5 0.015 128 0.78 6.20
Bulkhead plating MDG 3 4.5 0.015 128 0.78 6.20
Other
Part 3 Hull - Chapter 6 Hull local scantling - Section 4 Plating ODG 4.5 0.015 128 0.78 6.20
decks
BKG 1 4.5 0.015 128 0.78 6.20
1 Plating subjected to lateral pressure
BKG 2 4.5 0.015 128 0.78 6.20
Bulkhead
BKG 3 4.5 0.015 128 0.78 6.20
P
t = 0.0158   p  b  BKG 4 4.5 0.015 128 0.78 6.20
Ca .ReH
Parameters and constants Profiles adopted

N° 1 2 3 4
αp [-] 1 1 1 1 Name Profile adopted
b [mm] 3000 3000 3000 1800 Center girder I 1200x90
Ca [-] 0.95 0.95 0.95 0.95
P [kN/m²] 131.48 129.47 127.46 125.45 BG 1 I 1200x80
t [mm] 31.42 31.18 30.93 18.41 BG 2 I 1200x80
t adopted [mm] 32 32 32 32 BG 3 I 1200x80
SG 1 I 1100x80
Primary supporting members SG 2 I 1100x80
SG 3 I 1100x80
DNV GL gives several formulas to establish the minimum section modulus and the
minimum net thickness which are expressed below. MDG 1 T 200x150x18x20
MDG 2 T 200x150x18x20
Girders
MDG 3 T 200x150x18x20
Part 3 Hull - Chapter 6 Hull local scantlings - Section 6 Primary supporting members ODG T 200x150x18x20
Minimum section modulus BKG 1 L 350x100x12x17
2
BKG 2 L 350x100x12x17
P .S .lbdg
Z = 1000 BKG 3 L 350x100x12x17
f bdg .CS .ReH
BKG 4 L 350x100x12x17
Page 2 | 4
Beams and web frames
Part 3 Hull - Chapter 6 Hull local scantlings - Section 6 Primary supporting members Framing member Aw [cm²] At [cm²] Aw>At
Beam 114 15.89 OK
Minimum section modulus
BL 1-3 39 0 OK
2
P .S .lbdg BL 4-6 39 0 OK
Z = 1000 BL 7-9 39 0 OK
f bdg .CS .ReH
Center Girder 108 0 OK
Minimu BG 1 96 0 OK
m BG 2 96 0 OK
section BG 3 96 0 OK
Zone Name modulus
P S lbdg fbdg Cs ReH
Z [cm³]
[kN/m²] [m] [m] [-] [-] [N/mm²] 5.4 Framing – longitudinal local frames inside structure
Main
Deck
Beam 145.69 3.2 8.64 14.2 0.85 315 9153.78
The actual net effective shear area of the frame shall comply with Aw  AL , where
Other Other decks
39.81 3.2 8.64 16.8 0.85 315 2114.37
Decks beams
1002  0.5  LL  s  ( AF  PPFp  Pavg )
Side
Main deck
130.72 3.2 2.56 14.2 0.85 315 721.02 At =
web frame 0.577  ReH
Other decks 1002  0.5  b1  a  AF  PPFp  Pavg
Side 39.81 3.2 2.56 8 0.85 315 389.81 Al =
web frames 0.577  ReH
Aw Al b1 a AF PPFt Pavg Aw >

[cm²] [cm²] [m] [m] [-] [-] [MPa] Al
SG 1 88 78.94 0.40 3.2 0.5 1.2 3.76 OK
Profiles adopted
SG 2 88 78.94 0.40 3.2 0.5 1.2 3.76 OK
Zone Name Profile adopted SG 3 88 78.94 0.40 3.2 0.5 1.2 3.76 OK
Main deck Beam L 950x750x12
Other decks Other decks beams L 250x250x35
Side Main dech web frame L 300x90x13x17
Side Other decks web frames L 200x100x12 5.6 Framing – structural stability
To prevent local buckling in the web, the ratio of the web height, hw to net web thickness,
Part 6 Additional class notations - Chapter 6 Cold climate - Section 5 Polar class
hw 282
5.3 Framing – transversely framed side structures and bottom structures tw of any stiffener shall not be exceed 
tw ReH 0.5
The actual net effective shear area of the frame shall comply with Aw  At , where Framing hw tw hw/tw </=
hw/tw 282/(ReH^0.5)
member [mm] [mm] 282/(ReH^0.5)
1002  0.5  LL  s  ( AF  PPFp  Pavg ) h  tw  sin w BL 1-3 300 13 23.08 45.36 OK
At = Aw =
0.577  ReH 100 BL 4-6 300 13 23.08 45.36 OK
BL 7-9 300 13 23.08 45.36 OK
Framing member Aw [cm²] h [mm] tw [mm] φ [°] sinφw
EDSL 1-5 250 14 17.86 45.36 OK
Beam 114 950 12 90 1
BL 1-3 39 300 13 90 1 EDSL 6-9 180 14 12.86 45.36 OK
BL 4-6 39 300 13 90 1 Frame 300 13 23.08 45.36 OK
BL 7-9 39 300 13 90 1 Beam 950 12 43.18 45.36 OK
Center Girder 108 1200 9 90 1
BG 1 96 1200 8 90 1
BG 2 96 1200 8 90 1
BG 3 96 1200 8 90 1
Pavg
Framing member At [cm²] LL [m] s [m] AF [-] PPFt [-]
[MPa]
Beam 15.89 3.2 0.8 0.5 1.2 3.76
BL 1-3 0 0.8 0.8 0 1 3.76
BL 4-6 0 0.8 0.8 0 1 3.76
BL 7-9 0 0.8 0.8 0 1 3.76
Center Girder 0 0.8 0.8 0 1 3.76
BG 1 0 0.8 0.8 0 1 3.76
BG 2 0 0.8 0.8 0 1 3.76
BG 3 0 0.8 0.8 0 1 3.76
Page 3 | 4
Longitudinals Pillars
Part 3 Hull - Chapter 6 Hull local scantlings - Section 5 Stiffeners Part 3 Hull - Chapter 6 Hull local scantlings - Section 6 Primary supporting members and
pillars
Minimum net web thickness
3 Pillars
f . P .s.lshr
tw = shr
d shr .Ct . eH Maximum applied load: Fpill = P.ba−sup .la−sup + Fpill −upr
Fpill 1421.49 [kN]

Minimum P 111.05 [kN/m²]
Parameters and constants section
Ba-sup 4 [m]
modulus
Zone Name La-sup 3.2 [m]
Fpill-upr 0 [kN]
P s lbdg fbdg Ct ReH
fu [-] Z [cm³]
[kN/m²] [mm] [m] [-] [-] [N/mm²]
Profile selected
BL 1-3 1.15 154.80 800 2.56 12 0.37 315 667.61
Bottom BL 4-6 1.15 157.65 800 2.56 12 0.37 315 679.90 Type Structural tube
Outside diameter 10.5 [cm]
BL 7-9 1.15 157.24 800 2.56 12 0.37 315 678.16
Wall thickness 2 [cm]
IBL 1-3 1.15 137.94 800 2.56 12 0.37 315 594.91
Area 86.59 [cm²]
Inner
IBL 4-6 1.15 137.94 800 2.56 12 0.37 315 594.91
bottom
IBL 7-9 1.15 137.94 800 2.56 12 0.37 315 594.91
Fpill
EDSL 1-5 1.15 230.06 800 2.56 24 0.37 315 496.11 Average axial compressive stress in the pillar:  av = 10
Apill
EDSL 6-9 1.15 148.94 800 2.56 24 0.37 315 321.17
Side
IDSL 1-5 1.15 215.11 800 2.56 24 0.37 315 463.86 σav 164.16 [N/mm²]
IDSL 6-9 1.15 181.60 800 2.56 24 0.37 315 391.61 Apill 86.59 [cm²]
Main
MDL 1-3 1.15 98.01 800 2.56 12 0.37 315 422.68
deck
MDL 4-6 1.15 98.01 800 2.56 12 0.37 315 422.68  av
Other Buckling check:  =    all
decks
MDL 7-8 1.15 98.01 800 2.56 12 0.37 315 422.68  cr
ODL 1.15 39.81 800 2.56 12 0.37 315 171.71
σav 164.16 [N/mm²]
BKL 1-3 1.15 131.21 800 2.56 12 0.37 315 565.88
σcr 315 [N/mm²]
Bulkhead BLK 4-6 1.15 129.06 800 2.56 12 0.37 315 556.63 Ƞ 0.52 Buckling utilization factor
BKL 7-9 1.15 126.92 800 2.56 12 0.37 315 547.39 Ƞall 0.75 Allowable buckling utilization factor
Ƞ<Ƞall OK
Profiles adopted
Name Profile adopted

BL 1-3 L 30x90x13x17
BL 4-6 L 30x90x13x17
BL 7-9 L 30x90x13x17
IBL 1-3 L 250x90x16
IBL 4-6 L 250x90x16
IBL 7-9 L 250x90x16
EDSL 1-5 L 250x90x14x17
EDSL 6-9 L 250x190x14x17
IDSL 1-5 L 200x150x15
IDSL 6-9 L 200x100x15
MDL 1-3 L 200x100x15
MDL 4-6 L 200x100x15
MDL 7-8 L 200x100x15
ODL L 120x80x14
BKL 1-3 L 250x90x16
BLK 4-6 L 250x90x16
BKL 7-9 L 250x90x16
Page 4 | 4
Detail A Detail B
Scale 1:20 Scale 1:20
LC 50
161 408
WHEELHOUSE ROOM 191
30,000 AB. BL
200
2589
50
100
410
20
4TH BRIDGE DECK
385
27,000 AB. BL
3000
CONVERTER ROOM
3RD. BRIDE DECK

24,000 AB. BL
3000
Detail C
Scale 1:20 Arrangement of cut-outs
2ND BRIDGE DECK
21,000 AB. BL
140
3000
35 b+30
43
5
R2
195
HELIDECK
18,000 AB. BL
3000
8
Detail A Tk 20
FORECASTLE DECK ODL
305
15,000 AB. BL Tk 16
2700
Detail C Detail B Tk 18 FRAMING DIMENSIONS

800
1000
MAIN DECK MG1 MG2 ML4 MG3 ML8 MDG T 200x150x18x2
2700
12,000 AB. BL
ODG T 200x150x18x2
BKG4
BL L 300x90x13x17
EDL8
IDL8
UIWL UPPER ICE WATER LINE IBL L 250x90x16
BKL8
Tk 8
TWEEN DECK 9,700 AB. BL L 250x90x14x17
EDSL
2700
Mid-body ice belt area

9,000 AB. BL
SG3
IDSL L 200x150x15
BKG3
DWL MDL L 200x100x15

PLATFORM DECK ODL L 120x80x14
Tk 8
2700
6,000 AB. BL
EDL4
IDL4
Tk 32
PRINCIPAL PARTICULARS
BKG2 BKL4
800
LENGTH, OVERALL 132.00m
SG2
NEUTRAL AXIS
4664 AB. BL LENGTH, BETWEEN PERPENDICULARS 121.60m
LENGTH, WATERLINE 127.70m
2700
Tk 30
BEAM,MOULDED 22.00 m
EDL1
IDL1
Tk 8 LIWL LOWER ICE WATER LINE DEPTH, MOULDED 12.00 m
1200
BKG1 BKL1
SG1
Tk 8 Tk 8 Tk 16 Tk 8 2,300 AB. BL
800
Tk 30 DESIGN DRAFT 7.70m
TANK TOP IL4 IL7 FRAME SPACING 800mm
er ody
IL1
ea
1,200 AB. BL 800 800 800 800
TRANSVERSAL FRAMING 800 mm
low id-b
ar
x x x x
500 500 500 500
30 BL CG BG1 BL1 BG2 BL4 BG3 BL7
M UPPER ICE DRAFT 9.70m
00
R200
Tk 8
Tk 18 LOWER ICE DRAFT 2.70m
2700 2700 2500 1100 Mid-body bottom area MIDSHIP SECTION MODULUS 4.89m³
LC ARGENTINEAN NATIONAL TECHNOLOGICAL UNIVERSITY

FRAME 80 FRAME 82 UNIVERSIDAD TECNOLÓGICA NACIONAL

1 1
LOGISTIC DWG:
DRAWN BY: JCT VESSEL ANTU-MDS-ALV002.dwg
GENERAL NOTES CHECKED BY: ICA

PLANE: REVISION N°
001
ALL DIMENSIONS ARE INDICATED IN MIDSHIP
SCALE: SIZE:
MILLIMETERS UNLESS STATED OTHERWISE APPROVED BY: MM SECTION 1 : 150 A3
Tank top - 1200 above BL Platform deck - 6000 above BL Tween deck - 9000 mm above BL
33 Engine control room

22
13 13 5 8
32 29
2 17 18 18
1 31 11 9
28
17
24 11
Separators room
2 19
20
50 2
55 60 65 70 75 50 55 60 27
65
12
19 70
20
21
75 50 55 60 65 70 75
1 21
25
30
4
16 29
22
7 7 4
14
6 26
14
6 15 15 10
Number Description Qty. Remarks

1 Genset 2 Wartsila - 12V34DF - 5770 kW
2 Genset 3 Wartsila - 6L20DF - 920 kW
3 Emergency genset 1 CAT C18 I6 - 725 kW
4 Gral. service pump 2 Azcue CM125/20 - 250 m³/h - 4 bar head
5 Ballast and bilge pump 1 Azcue CM125/20 - 250 m³/h - 4 bar head
6 MDO transfer pump 2 Azcue VM80/20 - 140m³/h - 4 bar head
7 MDO cargo pump 2 Azcue VM100/26 - 250m³/h - 4 bar head
8 Emergency fire pump 1 Azcue CM125/20 - 250 m³/h - 4 bar head
9 FW cargo pump 1 Azcue CM80/40 - 100 m³/h - 4 bar head
10 Sewage threatent plant 1 Hamman HL Plus 20 - 48m³/day
11 Air compressor 2 Sperre ENR150-400 - 300m³/h - 8 bar head
12 Air reservoir 4 Copco - 2m³
13 SW pump 2 Ebara ENR 150-400 - 300m³/h - 4 bar head
14 Cooling water cir. pump 2 Ebara ENR 150-400 - 300m³/h - 4 bar head
15 Cooling water circ. pump 2 Ebara ENR 150-400 - 300m³/h - 4 bar head
16 Dirty oil pump 1 Azcue HM38D3 - 82m³/h - 4 bar head LENGTH, OVERALL 132.10 m
17 MDO separator feed pump 2 Alfa Laval ALP 0230 - 12m³/h - 4 bar head LENGTH, BETWEEN PERPENDICULARS 121.60 m
18 MDO purifier 2 Alfa Laval S967 - 11.8m³/h LENGTH, WATERLINE 127.7 m
19 MDO circulation pump 2 Azcue HM38D3 - 70m³/h - 8 bar head BEAM,MOULDED 22.00 m
20 LO separator feed pump 2 Alfa Laval ALP 0055 - 3m³/h - 4 bar DEPTH, MOULDED 12.00 m
21 LO separator 2 Alfa Laval S927 2.9m³/h DESIGN DRAFT 7.70m
22 Pre-lubricating oil pump 1 Azcue HM38D3 40m³/h - 5 bar
23 Lubricating pump stand-by 2 Azcue HM38D3 - 70m³/h - 5 bar ARGENTINEAN NATIONAL TECHNOLOGICAL UNIVERSITY
24 Boiler 1 Saacke FNB-VS - 2ton/h BUENOS AIRES REGIONAL DIVISION NAVAL
25 Oily water separator 1 Detegasa Owsan-10 - 10m³/h UNIVERSIDAD TECNOLÓGICA NACIONAL
26 Fresh water generator 1 Alfa Laval Aqua Blue C100 - 30m³/24h
27 Central cooler 1 SHEET VESSEL TYPE: DATE ISSUED:
28 MDO cooler 1 1 2
29 Frequency converter 2 ABB ACS6000 LOGISTIC DWG:

30 FW manifold 1 DRAWN BY: ICA VESSEL ANTU-MRA-ALV002.dwg
31 SW manifold 1 CHECKED BY: JCT

PLANE: REVISION N°
001
32 Bilge manifold 1 ENGINE ROOM
SCALE: SIZE:
33 DO manifold 1 APPROVED BY: MM ARRANGEMENT 1 : 200 A3
Inboard profile
Silencer
SCR Unit
3
Engine control room
33 Separators room
18 18
28 11 19
azcue
50 55 60 65 70 75
LENGTH, OVERALL 132.10 m
LENGTH, BETWEEN PERPENDICULARS 121.60 m
LENGTH, WATERLINE 127.7 m
BEAM,MOULDED 22.00 m
DEPTH, MOULDED 12.00 m
DESIGN DRAFT 7.70m
ARGENTINEAN NATIONAL TECHNOLOGICAL UNIVERSITY

UNIVERSIDAD TECNOLÓGICA NACIONAL
Number Description Qty. Remarks
DATE ISSUED:
1 Genset 2 Wartsila - 12V34DF - 5770 kW SHEET VESSEL TYPE:
2 Genset 3 Wartsila - 6L20DF - 920 kW 2 2

3 Emergency genset 1 CAT C18 I6 - 725 kW LOGISTIC DWG:
18 MDO purifier 2 Alfa Laval S967 - 11.8m³/h

DRAWN BY: JCT VESSEL ANTU-MRA-ALV002.dwg
REVISION N°
19 MDO circulation pump 2 Azcue HM38D3 - 70m³/h - 8 bar head CHECKED BY: ICA
PLANE:
001
28 MDO cooler 1 ENGINE ROOM
SCALE: SIZE:
33 DO manifold 1 APPROVED BY: MM ARRANGEMENT 1 : 150 A3
Antarctic Logistic Vessel
APPENDIX H: ELECTRIC LOAD CALCULATIONS SHEET

Total ICE NAVIGATION SUPPLYING ANTARCTIC BASES HARBOR ANCHORED
Units Unitary Units Total Power NAVITAGION AT ECONOMIC SPEED: 13 KNOTS NAVIGATION AT MAXIMUM SPEED: 16 KNOTS
ALV Installed Power
kW
Installed
Power
kW
Service in service
kW FL FSI FSE
DAY
F kW FL FSI
NIGHT
FSE F kW FL FSI FSE
DAY
F kW FL FSI
NIGHT
FSE F kW FL FSI FSE
DAY
F kW FL FSI FSE
DAY
F kW FL FSI
NIGHT
FSE F kW FL FSI FSE
DAY
F kW FL FSI
NIGHT
FSE F kW FL FSI FSE
DAY
F kW FL FSI
NIGHT
FSE F kW
DAMAGED
F kW
EMERGENCY
F kW
Electric Propulsion
Main electric propellers 2 5500.00 11000.00 2 11000.00 0.75 1.00 1.00 0.75 8250.00 0.75 1.00 1.00 0.75 8250.00 0.85 1.00 1.00 0.85 9350.00 0.85 1.00 1.00 0.85 9350.00 0.87 1.00 1.00 0.87 9570.00 0.05 1.00 0.05 0.00 27.50 0.05 1.00 0.05 0.00 27.50 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.15 1.00 0.20 0.03 330.00 0.15 1.00 0.20 0.03 330.00 0.40 4400.00 0.00 0.00
TOTAL Electric Propulsión: 11000.00 11000.00 8250.00 8250.00 9350.00 9350.00 9570.00 27.50 27.50 0.00 0.00 330.00 330.00 4400.00 0.00
Genset
Main Gen. Diesel pump 3 2.00 6.00 2 4.00 0.90 1.00 1.00 0.90 3.60 0.90 1.00 1.00 0.90 3.60 0.90 1.00 1.00 0.90 3.60 0.90 1.00 1.00 0.90 3.60 0.90 1.00 1.00 0.90 3.60 0.90 1.00 0.75 0.68 2.70 0.90 1.00 0.75 0.68 2.70 0.85 1.00 0.05 0.04 0.17 0.85 1.00 0.05 0.04 0.17 0.85 1.00 0.00 0.00 0.00 0.85 1.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Main Gen. refrigeration pump 3 72.00 216.00 2 144.00 0.90 1.00 1.00 0.90 129.60 0.90 1.00 1.00 0.90 129.60 0.90 1.00 1.00 0.90 129.60 0.90 1.00 1.00 0.90 129.60 0.90 1.00 1.00 0.90 129.60 0.90 1.00 0.75 0.68 97.20 0.90 1.00 0.75 0.68 97.20 0.85 1.00 0.05 0.04 6.12 0.85 1.00 0.05 0.04 6.12 0.85 1.00 0.00 0.00 0.00 0.85 1.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Main Gen. oil pump 1 2.20 2.20 1 2.20 0.90 1.00 1.00 0.90 1.98 0.90 1.00 1.00 0.90 1.98 0.90 1.00 1.00 0.90 1.98 0.90 1.00 1.00 0.90 1.98 0.90 1.00 1.00 0.90 1.98 0.90 1.00 0.50 0.45 0.99 0.90 1.00 0.50 0.45 0.99 0.85 1.00 0.05 0.04 0.09 0.85 1.00 0.05 0.04 0.09 0.85 1.00 0.05 0.04 0.09 0.85 1.00 0.05 0.04 0.09 0.00 0.00 0.00 0.00
Aux Gen. Diesel pump 2 3.00 6.00 2 6.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.85 0.50 1.00 0.43 2.55 0.85 0.50 1.00 0.43 2.55 0.85 1.00 1.00 0.85 5.10 0.85 1.00 1.00 0.85 5.10 1.00 6.00 0.00 0.00
Aux Gen. refrigeration pump 2 22.00 44.00 2 44.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.85 0.50 1.00 0.43 18.70 0.85 0.50 1.00 0.43 18.70 0.85 1.00 1.00 0.85 37.40 0.85 1.00 1.00 0.85 37.40 1.00 44.00 0.00 0.00
Aux Gen. oil pump 2 4.00 8.00 2 8.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.10 1.00 0.00 0.00 0.00 0.85 0.50 1.00 0.43 3.40 0.85 0.50 1.00 0.43 3.40 0.85 1.00 1.00 0.85 6.80 0.85 1.00 1.00 0.85 6.80 1.00 8.00 0.00 0.00
Gen. water preheat pump 2 6.00 12.00 2 12.00 0.90 1.00 0.80 0.72 8.64 0.90 1.00 0.80 0.72 8.64 0.90 1.00 0.80 0.72 8.64 0.90 1.00 0.80 0.72 8.64 0.90 1.00 0.95 0.86 10.26 0.90 1.00 0.50 0.45 5.40 0.90 1.00 0.50 0.45 5.40 0.85 1.00 0.20 0.17 2.04 0.85 1.00 0.20 0.17 2.04 0.85 1.00 0.50 0.43 5.10 0.85 1.00 0.50 0.43 5.10 0.50 6.00 0.00 0.00
Gen. starting air compressors 2 15.00 30.00 1 15.00 0.95 1.00 0.20 0.19 2.85 0.95 1.00 0.20 0.19 2.85 0.95 1.00 0.20 0.19 2.85 0.95 1.00 0.20 0.19 2.85 0.95 1.00 0.20 0.19 2.85 0.90 1.00 0.50 0.45 6.75 0.90 1.00 0.50 0.45 6.75 0.85 1.00 0.10 0.09 1.28 0.85 1.00 0.10 0.09 1.28 0.85 1.00 0.50 0.43 6.38 0.85 1.00 0.50 0.43 6.38 1.00 15.00 1.00 15.00
TOTAL Gen Set: 324.20 235.20 146.67 146.67 146.67 146.67 148.29 113.04 113.04 34.35 34.35 60.87 60.87 79.00 15.00
Propulsion services
Refrigeration pump 2 2.00 4.00 1 2.00 0.95 1.00 0.95 0.90 1.81 0.95 1.00 0.95 0.90 1.81 0.95 1.00 0.95 0.90 1.81 0.95 1.00 0.95 0.90 1.81 0.95 1.00 0.95 0.90 1.81 0.90 1.00 0.40 0.36 0.72 0.90 1.00 0.40 0.36 0.72 0.90 1.00 0.10 0.09 0.18 0.90 1.00 0.10 0.09 0.18 0.85 1.00 0.60 0.51 1.02 0.85 1.00 0.60 0.51 1.02 0.50 1.00 0.00 0.00
Lubrication pump 2 12.00 24.00 1 12.00 0.95 1.00 0.95 0.90 10.83 0.95 1.00 0.95 0.90 10.83 0.95 1.00 0.95 0.90 10.83 0.95 1.00 0.95 0.90 10.83 0.95 1.00 0.95 0.90 10.83 0.90 1.00 0.40 0.36 4.32 0.90 1.00 0.40 0.36 4.32 0.90 1.00 0.10 0.09 1.08 0.90 1.00 0.10 0.09 1.08 0.85 1.00 0.40 0.34 4.08 0.85 1.00 0.40 0.34 4.08 0.50 6.00 0.00 0.00
Hidraulic oil pump 4 16.00 64.00 3 48.00 0.95 1.00 0.90 0.86 41.04 0.95 1.00 0.90 0.86 41.04 0.95 1.00 0.90 0.86 41.04 0.95 1.00 0.90 0.86 41.04 0.95 1.00 0.90 0.86 41.04 0.90 1.00 0.40 0.36 17.28 0.90 1.00 0.40 0.36 17.28 0.90 1.00 0.10 0.09 4.32 0.90 1.00 0.10 0.09 4.32 0.85 1.00 0.40 0.34 16.32 0.85 1.00 0.40 0.34 16.32 0.50 24.00 0.00 0.00
LNG Svanehøj criogenic pump 1 17.00 17.00 1 1.00 0.95 1.00 0.95 0.90 0.90 0.95 1.00 0.95 0.90 0.90 0.95 1.00 0.95 0.90 0.90 0.95 1.00 0.95 0.90 0.90 0.95 1.00 0.95 0.90 0.90 0.90 1.00 0.40 0.36 0.36 0.90 1.00 0.40 0.36 0.36 0.90 1.00 0.10 0.09 0.09 0.90 1.00 0.10 0.09 0.09 0.85 1.00 0.60 0.51 0.51 0.85 1.00 0.60 0.51 0.51 0.50 0.50 0.00 0.00
Thrust bearing cooling pump 2 17.00 34.00 1 17.00 0.95 1.00 0.95 0.90 15.34 0.95 1.00 0.95 0.90 15.34 0.95 1.00 0.95 0.90 15.34 0.95 1.00 0.95 0.90 15.34 0.95 1.00 0.95 0.90 15.34 0.90 1.00 0.50 0.45 7.65 0.90 1.00 0.50 0.45 7.65 0.90 1.00 0.10 0.09 1.53 0.90 1.00 0.10 0.09 1.53 0.85 1.00 0.70 0.60 10.12 0.85 1.00 0.70 0.60 10.12 0.30 5.10 0.00 0.00
Lub oil purifiers 2 10.00 20.00 1 10.00 0.95 1.00 0.95 0.90 9.03 0.95 1.00 0.95 0.90 9.03 0.95 1.00 0.95 0.90 9.03 0.95 1.00 0.95 0.90 9.03 0.95 1.00 0.95 0.90 9.03 0.90 1.00 0.50 0.45 4.50 0.90 1.00 0.50 0.45 4.50 0.90 1.00 0.10 0.09 0.90 0.90 1.00 0.10 0.09 0.90 0.85 1.00 0.70 0.60 5.95 0.85 1.00 0.70 0.60 5.95 0.40 4.00 0.00 0.00
Diesel oil transfer pump 2 2.50 5.00 1 2.50 0.95 1.00 0.95 0.90 2.26 0.95 1.00 0.95 0.90 2.26 0.95 1.00 0.95 0.90 2.26 0.95 1.00 0.95 0.90 2.26 0.95 1.00 0.95 0.90 2.26 0.90 1.00 0.40 0.36 0.90 0.90 1.00 0.40 0.36 0.90 0.90 1.00 0.10 0.09 0.23 0.90 1.00 0.10 0.09 0.23 0.85 1.00 0.70 0.60 1.49 0.85 1.00 0.70 0.60 1.49 1.00 2.50 0.00 0.00
Azipods turning motors 2 48.50 97.00 1 48.50 0.95 1.00 0.75 0.71 34.56 0.95 1.00 0.75 0.71 34.56 0.95 1.00 0.75 0.71 34.56 0.95 1.00 0.75 0.71 34.56 0.95 1.00 0.75 0.71 34.56 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.85 1.00 0.00 0.00 0.00 0.85 1.00 0.00 0.00 0.00 0.70 33.95 0.00 0.00
Azipods cooling fan 1 37.00 37.00 1 1.00 0.95 1.00 0.95 0.90 0.90 0.95 1.00 0.95 0.90 0.90 0.95 1.00 0.95 0.90 0.90 0.95 1.00 0.95 0.90 0.90 0.95 1.00 0.95 0.90 0.90 0.90 1.00 0.40 0.36 0.36 0.90 1.00 0.40 0.36 0.36 0.90 1.00 0.10 0.09 0.09 0.90 1.00 0.10 0.09 0.09 0.85 1.00 0.60 0.51 0.51 0.85 1.00 0.60 0.51 0.51 0.50 0.50 0.00 0.00
TOTAL Propulsion services: 302.00 142.00 116.66 116.66 116.66 116.66 116.66 36.09 36.09 8.42 8.42 39.99 39.99 77.55 0.00
Firefighting, Bilge & Ballast
Bilge separator 1 5.00 5.00 1 5.00 0.85 1.00 0.50 0.43 2.13 0.90 1.00 0.40 0.36 1.80 0.85 1.00 0.50 0.43 2.13 0.90 1.00 0.40 0.36 1.80 0.85 1.00 0.40 0.34 1.70 0.90 1.00 0.70 0.63 3.15 0.90 1.00 0.60 0.54 2.70 0.85 1.00 0.70 0.60 2.98 0.85 1.00 0.40 0.34 1.70 0.85 1.00 0.20 0.17 0.85 0.85 1.00 0.10 0.09 0.43 0.10 0.50 0.00 0.00
Ballast pumps 1 2.00 2.00 1 2.00 0.85 1.00 0.20 0.17 0.34 0.90 1.00 0.15 0.14 0.27 0.85 1.00 0.20 0.17 0.34 0.90 1.00 0.15 0.14 0.27 0.85 1.00 0.15 0.13 0.26 0.90 1.00 0.80 0.72 1.44 0.90 1.00 0.70 0.63 1.26 0.85 1.00 0.20 0.17 0.34 0.85 1.00 0.10 0.09 0.17 0.85 1.00 0.10 0.09 0.17 0.85 1.00 0.05 0.04 0.09 0.10 0.20 0.00 0.00
Bilge pumps 1 2.00 2.00 1 2.00 0.85 1.00 0.50 0.43 0.85 0.90 1.00 0.40 0.36 0.72 0.85 1.00 0.50 0.43 0.85 0.90 1.00 0.40 0.36 0.72 0.85 1.00 0.40 0.34 0.68 0.90 1.00 0.80 0.72 1.44 0.90 1.00 0.70 0.63 1.26 0.85 1.00 0.40 0.34 0.68 0.85 1.00 0.25 0.21 0.43 0.85 1.00 0.20 0.17 0.34 0.85 1.00 0.10 0.09 0.17 0.10 0.20 0.00 0.00
Firefighting pumps 1 2.00 2.00 2 4.00 0.85 0.50 0.70 0.30 1.19 0.90 0.50 0.50 0.23 0.90 0.85 0.50 0.70 0.30 1.19 0.90 0.50 0.50 0.23 0.90 0.85 0.50 0.50 0.21 0.85 0.90 0.50 0.70 0.32 1.26 0.90 0.50 0.65 0.29 1.17 0.85 0.50 0.30 0.13 0.51 0.85 0.50 0.25 0.11 0.43 0.85 0.50 0.30 0.13 0.51 0.85 0.50 0.20 0.09 0.34 0.10 0.40 1.00 4.00
TOTAL Firefighting, Bilge & Ballast: 11.00 13.00 4.51 3.69 4.51 3.69 3.49 7.29 6.39 4.51 2.72 1.87 1.02 1.30 4.00
Sanitary services
Fresh water generator 1 6.00 6.00 1 6.00 0.90 1.00 0.80 0.72 4.32 0.90 1.00 0.50 0.45 2.70 0.90 1.00 0.80 0.72 4.32 0.90 1.00 0.50 0.45 2.70 0.90 1.00 0.50 0.45 2.70 0.90 1.00 0.70 0.63 3.78 0.90 1.00 0.55 0.50 2.97 0.90 1.00 0.80 0.72 4.32 0.90 1.00 0.55 0.50 2.97 0.90 1.00 0.80 0.72 4.32 0.90 1.00 0.45 0.41 2.43 0.20 1.20 0.00 0.00
Fresh water heater 2 36.00 72.00 1 36.00 0.90 1.00 0.60 0.54 19.44 0.85 1.00 0.50 0.43 15.30 0.90 1.00 0.60 0.54 19.44 0.85 1.00 0.50 0.43 15.30 0.90 1.00 0.95 0.86 30.78 0.85 1.00 0.75 0.64 22.95 0.85 1.00 0.65 0.55 19.89 0.90 1.00 0.80 0.72 25.92 0.90 1.00 0.60 0.54 19.44 0.90 1.00 0.80 0.72 25.92 0.90 1.00 0.60 0.54 19.44 0.10 3.60 0.00 0.00
Hydrophore freshwater pump 3 7.00 21.00 2 14.00 0.90 0.65 0.70 0.41 5.73 0.90 0.65 0.50 0.29 4.10 0.90 0.65 0.70 0.41 5.73 0.90 0.65 0.50 0.29 4.10 0.90 0.65 0.50 0.29 4.10 0.90 0.65 0.80 0.47 6.55 0.90 0.65 0.55 0.32 4.50 0.90 0.65 0.20 0.12 1.64 0.90 0.65 0.15 0.09 1.23 0.90 0.65 0.20 0.12 1.64 0.90 0.65 0.15 0.09 1.23 0.20 2.80 0.00 0.00
TOTAL Sanitary services: 99.00 56.00 29.49 22.10 29.49 22.10 37.58 33.28 27.36 31.88 23.64 31.88 23.10 7.60 0.00
Septic services
Sewage treatment plant 1 5.20 5.20 1 5.20 0.80 1.00 0.60 0.48 2.50 0.80 1.00 0.45 0.36 1.87 0.80 1.00 0.60 0.48 2.50 0.80 1.00 0.45 0.36 1.87 0.80 1.00 0.45 0.36 1.87 0.80 1.00 0.60 0.48 2.50 0.80 1.00 0.45 0.36 1.87 0.80 1.00 0.80 0.64 3.33 0.80 1.00 0.50 0.40 2.08 0.80 1.00 0.80 0.64 3.33 0.80 1.00 0.50 0.40 2.08 0.00 0.00 0.00 0.00
Garbage system crushers 1 15.00 15.00 1 15.00 0.85 1.00 0.40 0.34 5.10 0.85 1.00 0.20 0.17 2.55 0.85 1.00 0.40 0.34 5.10 0.85 1.00 0.20 0.17 2.55 0.85 1.00 0.20 0.17 2.55 0.85 1.00 0.30 0.26 3.83 0.85 1.00 0.25 0.21 3.19 0.85 1.00 0.80 0.68 10.20 0.85 1.00 0.45 0.38 5.74 0.85 1.00 0.80 0.68 10.20 0.85 1.00 0.45 0.38 5.74 0.00 0.00 0.00 0.00
Solid waste incinerator 1 6.70 6.70 1 6.70 0.85 1.00 0.40 0.34 2.28 0.80 1.00 0.30 0.24 1.61 0.85 1.00 0.40 0.34 2.28 0.80 1.00 0.30 0.24 1.61 0.85 1.00 0.30 0.26 1.71 0.80 1.00 0.50 0.40 2.68 0.80 1.00 0.35 0.28 1.88 0.80 1.00 0.50 0.40 2.68 0.80 1.00 0.30 0.24 1.61 0.80 1.00 0.50 0.40 2.68 0.80 1.00 0.30 0.24 1.61 0.00 0.00 0.00 0.00
Sludge pump 1 6.70 6.70 1 6.70 0.95 1.00 0.60 0.57 3.82 0.95 1.00 0.65 0.62 4.14 0.95 1.00 0.60 0.57 3.82 0.95 1.00 0.65 0.62 4.14 0.95 1.00 0.65 0.62 4.14 0.95 1.00 0.80 0.76 5.09 0.95 1.00 0.60 0.57 3.82 0.95 1.00 0.50 0.48 3.18 0.95 1.00 0.15 0.14 0.95 0.95 1.00 0.50 0.48 3.18 0.95 1.00 0.15 0.14 0.95 0.00 0.00 0.00 0.00
TOTAL Septic services: 33.60 33.60 13.69 10.17 13.69 10.17 10.27 14.09 10.75 19.39 10.38 19.39 10.38 0.00 0.00
Workshops
Workshops 1 75.00 75.00 1 75.00 0.95 1.00 0.75 0.71 53.44 0.90 1.00 0.10 0.09 6.75 0.95 1.00 0.75 0.71 53.44 0.90 1.00 0.10 0.09 6.75 0.95 1.00 0.75 0.71 53.44 0.90 1.00 0.40 0.36 27.00 0.90 1.00 0.00 0.00 0.00 0.95 1.00 0.60 0.57 42.75 0.95 1.00 0.00 0.00 0.00 0.95 1.00 0.75 0.71 53.44 0.95 1.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
TOTAL Workshops: 75.00 75.00 53.44 6.75 53.44 6.75 53.44 27.00 0.00 42.75 0.00 53.44 0.00 0.00 0.00
Deck Machinery
50 t crane 1 326.00 326.00 1 326.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.95 1.00 0.80 0.76 247.76 0.95 1.00 0.50 0.48 154.85 0.90 1.00 0.90 0.81 264.06 0.90 1.00 0.90 0.81 264.06 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
30 t crane 3 182.00 546.00 3 546.00 0.90 0.60 0.00 0.00 0.00 0.90 0.60 0.00 0.00 0.00 0.90 0.60 0.00 0.00 0.00 0.90 0.60 0.00 0.00 0.00 0.90 0.60 0.00 0.00 0.00 0.95 0.65 0.80 0.49 269.72 0.95 0.65 0.50 0.31 168.58 0.90 0.60 0.90 0.49 265.36 0.90 0.60 0.90 0.49 265.36 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Helicopter capstan 1 21.00 21.00 1 21.00 0.90 1.00 0.20 0.18 3.78 0.90 1.00 0.10 0.09 1.89 0.90 1.00 0.20 0.18 3.78 0.90 1.00 0.10 0.09 1.89 0.90 1.00 0.10 0.09 1.89 0.95 1.00 0.90 0.86 17.96 0.95 1.00 0.20 0.19 3.99 0.90 1.00 0.10 0.09 1.89 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.10 0.09 1.89 0.90 1.00 0.10 0.09 1.89 0.10 2.10 1.00 21.00
Anchor/windlass/mooring capstans 2 38.00 76.00 2 76.00 0.90 1.00 0.30 0.27 20.52 0.90 1.00 0.20 0.18 13.68 0.90 1.00 0.30 0.27 20.52 0.90 1.00 0.20 0.18 13.68 0.90 1.00 0.20 0.18 13.68 0.95 1.00 0.80 0.76 57.76 0.95 1.00 0.80 0.76 57.76 0.90 1.00 0.20 0.18 13.68 0.90 1.00 0.20 0.18 13.68 0.90 1.00 0.20 0.18 13.68 0.90 1.00 0.20 0.18 13.68 0.00 0.00 0.00 0.00
Towing winch 1 130.00 130.00 1 130.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.95 1.00 0.60 0.57 74.10 0.95 1.00 0.30 0.29 37.05 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Davits Zodiac/Land Craft 2 50.00 100.00 2 100.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.95 1.00 0.80 0.76 76.00 0.95 1.00 0.30 0.29 28.50 0.95 1.00 0.00 0.00 0.00 0.95 1.00 0.00 0.00 0.00 0.95 1.00 0.00 0.00 0.00 0.95 1.00 0.00 0.00 0.00 0.00 0.00 1.00 100.00
Lifeboat davit 2 65.00 130.00 2 130.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.95 1.00 0.00 0.00 0.00 0.95 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.70 91.00 1.00 130.00
TOTAL Deck Machinery 1329.00 1329.00 24.30 15.57 24.30 15.57 15.57 743.30 450.73 544.99 543.10 15.57 15.57 93.10 251.00
Air-conditioning / Heating
Air conditioning plant 1 395.00 395.00 1 395.00 0.95 1.00 1.00 0.95 375.25 0.95 1.00 0.90 0.86 337.73 0.95 1.00 1.00 0.95 375.25 0.95 1.00 0.90 0.86 337.73 0.95 1.00 0.90 0.86 337.73 0.95 1.00 1.00 0.95 375.25 0.95 1.00 0.70 0.67 262.68 0.95 1.00 1.00 0.95 375.25 0.95 1.00 0.90 0.86 337.73 0.85 1.00 1.00 0.85 335.75 0.95 1.00 0.90 0.86 337.73 0.20 79.00 0.00 0.00
Electric heating 1 70.00 70.00 1 70.00 0.95 1.00 1.00 0.95 66.50 0.95 1.00 0.80 0.76 53.20 0.95 1.00 1.00 0.95 66.50 0.95 1.00 0.80 0.76 53.20 0.95 1.00 0.95 0.90 63.18 0.95 1.00 1.00 0.95 66.50 0.95 1.00 0.75 0.71 49.88 0.95 1.00 1.00 0.95 66.50 0.95 1.00 0.85 0.81 56.53 0.90 1.00 1.00 0.90 63.00 0.95 1.00 0.85 0.81 56.53 0.80 56.00 0.00 0.00
Heliport de-icing 1 180.00 180.00 1 180.00 0.95 1.00 0.20 0.19 34.20 0.95 1.00 0.10 0.10 17.10 0.95 1.00 0.20 0.19 34.20 0.95 1.00 0.10 0.10 17.10 0.95 1.00 0.10 0.10 17.10 0.95 1.00 0.95 0.90 162.00 0.95 1.00 0.50 0.48 85.50 0.95 1.00 0.20 0.19 34.20 0.95 1.00 0.20 0.19 34.20 0.90 1.00 0.20 0.18 32.40 0.95 1.00 0.20 0.19 34.20 0.10 18.00 0.00 0.00
TOTAL Air-conditioning / Heating: 645.00 645.00 475.95 408.03 475.95 408.03 418.00 603.75 398.05 475.95 428.45 431.15 428.45 153.00 0.00
Gallery / Provision Rooms
Gallery general 1 142.00 142.00 1 142.00 0.90 1.00 0.65 0.59 83.07 0.90 1.00 0.60 0.54 76.68 0.90 1.00 0.65 0.59 83.07 0.90 1.00 0.60 0.54 76.68 0.90 1.00 0.65 0.59 83.07 0.90 1.00 0.65 0.59 83.07 0.90 1.00 0.60 0.54 76.68 0.90 1.00 0.60 0.54 76.68 0.90 1.00 0.60 0.54 76.68 0.90 1.00 0.65 0.59 83.07 0.90 1.00 0.60 0.54 76.68 0.30 42.60 0.00 0.00
Compressors of refrigerated provisions 3 13.00 39.00 2 26.00 0.90 0.80 0.80 0.58 14.98 0.90 0.80 0.75 0.54 14.04 0.90 0.80 0.80 0.58 14.98 0.90 0.80 0.75 0.54 14.04 0.90 0.80 0.80 0.58 14.98 0.90 0.80 0.80 0.58 14.98 0.90 0.80 0.75 0.54 14.04 0.90 0.80 0.80 0.58 14.98 0.90 0.80 0.75 0.54 14.04 0.90 0.80 0.70 0.50 13.10 0.90 0.80 0.75 0.54 14.04 0.00 0.00 0.00 0.00
Kitchen 1 55.00 55.00 1 55.00 0.90 1.00 0.60 0.54 29.70 0.90 1.00 0.55 0.50 27.23 0.90 1.00 0.60 0.54 29.70 0.90 1.00 0.55 0.50 27.23 0.90 1.00 0.60 0.54 29.70 0.90 1.00 0.60 0.54 29.70 0.90 1.00 0.55 0.50 27.23 0.90 1.00 0.60 0.54 29.70 0.90 1.00 0.55 0.50 27.23 0.90 1.00 0.60 0.54 29.70 0.90 1.00 0.55 0.50 27.23 0.20 11.00 0.00 0.00
Bars general 1 75.00 75.00 1 75.00 0.90 1.00 0.50 0.45 33.75 0.90 1.00 0.45 0.41 30.38 0.90 1.00 0.50 0.45 33.75 0.90 1.00 0.45 0.41 30.38 0.90 1.00 0.50 0.45 33.75 0.90 1.00 0.50 0.45 33.75 0.90 1.00 0.45 0.41 30.38 0.90 1.00 0.50 0.45 33.75 0.90 1.00 0.45 0.41 30.38 0.90 1.00 0.50 0.45 33.75 0.90 1.00 0.45 0.41 30.38 0.10 7.50 0.00 0.00
Laundry general 1 34.00 34.00 1 34.00 0.90 1.00 0.40 0.36 12.24 0.90 1.00 0.45 0.41 13.77 0.90 1.00 0.40 0.36 12.24 0.90 1.00 0.45 0.41 13.77 0.90 1.00 0.40 0.36 12.24 0.90 1.00 0.40 0.36 12.24 0.90 1.00 0.45 0.41 13.77 0.90 1.00 0.40 0.36 12.24 0.90 1.00 0.45 0.41 13.77 0.90 1.00 0.40 0.36 12.24 0.90 1.00 0.45 0.41 13.77 0.00 0.00 0.00 0.00
Lift 1 14.00 14.00 1 14.00 0.90 1.00 0.50 0.45 6.30 0.90 1.00 0.50 0.45 6.30 0.90 1.00 0.50 0.45 6.30 0.90 1.00 0.50 0.45 6.30 0.90 1.00 0.50 0.45 6.30 0.90 1.00 0.90 0.81 11.34 0.90 1.00 0.50 0.45 6.30 0.90 1.00 0.50 0.45 6.30 0.90 1.00 0.50 0.45 6.30 0.90 1.00 0.50 0.45 6.30 0.90 1.00 0.50 0.45 6.30 0.00 0.00 0.00 0.00
TOTAL Gallery / Provision Rooms: 359.00 346.00 180.04 168.39 180.04 168.39 180.04 185.08 168.39 173.65 168.39 178.16 168.39 61.10 0.00
Lighting
Navigation lights 1 8.00 8.00 1 8.00 0.95 1.00 0.05 0.05 0.38 0.90 1.00 0.95 0.86 6.84 0.95 1.00 0.05 0.05 0.38 0.90 1.00 0.95 0.86 6.84 0.95 1.00 0.05 0.05 0.38 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.00 0.00 0.00 0.90 1.00 0.10 0.09 0.72 1.00 8.00 1.00 8.00
Deck floodlights 1 6.00 6.00 1 6.00 0.95 1.00 0.05 0.05 0.29 0.90 1.00 0.80 0.72 4.32 0.95 1.00 0.05 0.05 0.29 0.90 1.00 0.80 0.72 4.32 0.95 1.00 0.05 0.05 0.29 0.90 1.00 0.10 0.09 0.54 0.90 1.00 0.95 0.86 5.13 0.95 1.00 0.05 0.05 0.29 0.95 1.00 0.50 0.48 2.85 0.90 1.00 0.05 0.05 0.27 0.90 1.00 0.50 0.45 2.70 0.90 5.40 1.00 6.00
Outside lighting 1 20.00 20.00 1 20.00 0.95 1.00 0.20 0.19 3.80 0.90 1.00 0.95 0.86 17.10 0.95 1.00 0.20 0.19 3.80 0.90 1.00 0.95 0.86 17.10 0.95 1.00 0.20 0.19 3.80 0.90 1.00 0.05 0.05 0.90 0.90 1.00 0.95 0.86 17.10 0.95 1.00 0.05 0.05 0.95 0.95 1.00 0.90 0.86 17.10 0.90 1.00 0.05 0.05 0.90 0.90 1.00 0.90 0.81 16.20 0.90 18.00 1.00 20.00
Forecastle deck 1 20.00 20.00 1 20.00 0.95 1.00 0.20 0.19 3.80 0.90 1.00 0.90 0.81 16.20 0.95 1.00 0.20 0.19 3.80 0.90 1.00 0.90 0.81 16.20 0.95 1.00 0.20 0.19 3.80 0.90 1.00 0.05 0.05 0.90 0.90 1.00 0.90 0.81 16.20 0.95 1.00 0.05 0.05 0.95 0.95 1.00 0.90 0.86 17.10 0.90 1.00 0.05 0.05 0.90 0.90 1.00 0.90 0.81 16.20 0.90 18.00 1.00 20.00
Upper deck 1 30.00 30.00 1 30.00 0.95 1.00 0.20 0.19 5.70 0.90 1.00 0.90 0.81 24.30 0.95 1.00 0.20 0.19 5.70 0.90 1.00 0.90 0.81 24.30 0.95 1.00 0.20 0.19 5.70 0.90 1.00 0.20 0.18 5.40 0.90 1.00 0.95 0.86 25.65 0.95 1.00 0.20 0.19 5.70 0.95 1.00 0.60 0.57 17.10 0.90 1.00 0.20 0.18 5.40 0.90 1.00 0.60 0.54 16.20 0.80 24.00 1.00 30.00
Internal deck 1 40.00 40.00 1 40.00 0.95 1.00 0.90 0.86 34.20 0.90 1.00 0.95 0.86 34.20 0.95 1.00 0.90 0.86 34.20 0.90 1.00 0.95 0.86 34.20 0.95 1.00 0.90 0.86 34.20 0.90 1.00 0.80 0.72 28.80 0.90 1.00 0.90 0.81 32.40 0.95 1.00 0.80 0.76 30.40 0.95 1.00 0.90 0.86 34.20 0.90 1.00 0.80 0.72 28.80 0.90 1.00 0.90 0.81 32.40 0.80 32.00 1.00 40.00
Wheelhouse lighting 1 13.00 13.00 1 13.00 0.95 1.00 0.90 0.86 11.12 0.90 1.00 0.90 0.81 10.53 0.95 1.00 0.90 0.86 11.12 0.90 1.00 0.90 0.81 10.53 0.95 1.00 0.90 0.86 11.12 0.90 1.00 0.80 0.72 9.36 0.90 1.00 0.90 0.81 10.53 0.95 1.00 0.80 0.76 9.88 0.95 1.00 0.90 0.86 11.12 0.90 1.00 0.80 0.72 9.36 0.90 1.00 0.90 0.81 10.53 0.80 10.40 1.00 13.00
TOTAL Lighting: 137.00 137.00 59.28 113.49 59.28 113.49 59.28 45.90 107.01 48.17 99.47 45.63 94.95 115.80 137.00
Other services
Engine room ventilation 1 358.00 358.00 1 358.00 0.85 1.00 0.90 0.77 273.87 0.85 1.00 0.70 0.60 213.01 0.85 1.00 0.90 0.77 273.87 0.85 1.00 0.70 0.60 213.01 0.85 1.00 0.70 0.60 213.01 0.85 1.00 0.70 0.60 213.01 0.85 1.00 0.20 0.17 60.86 0.80 1.00 0.20 0.16 57.28 0.80 1.00 0.15 0.12 42.96 0.80 1.00 0.70 0.56 200.48 0.80 1.00 0.15 0.12 42.96 0.45 161.10 0.00 0.00
Navigation instruments 1 12.00 12.00 1 12.00 0.85 1.00 0.90 0.77 9.18 0.85 1.00 0.90 0.77 9.18 0.85 1.00 0.90 0.77 9.18 0.85 1.00 0.90 0.77 9.18 0.85 1.00 0.90 0.77 9.18 0.85 1.00 0.80 0.68 8.16 0.85 1.00 0.70 0.60 7.14 0.90 1.00 0.30 0.27 3.24 0.90 1.00 0.30 0.27 3.24 0.90 1.00 0.50 0.45 5.40 0.90 1.00 0.30 0.27 3.24 1.00 12.00 1.00 12.00
Communications instruments 1 11.00 11.00 1 11.00 0.85 1.00 0.90 0.77 8.42 0.85 1.00 0.90 0.77 8.42 0.85 1.00 0.90 0.77 8.42 0.85 1.00 0.90 0.77 8.42 0.85 1.00 0.90 0.77 8.42 0.85 1.00 0.80 0.68 7.48 0.85 1.00 0.75 0.64 7.01 0.90 1.00 0.30 0.27 2.97 0.90 1.00 0.30 0.27 2.97 0.90 1.00 0.50 0.45 4.95 0.90 1.00 0.30 0.27 2.97 1.00 11.00 1.00 11.00
Cargo equipment 1 79.40 79.40 1 79.40 0.85 1.00 0.70 0.60 47.24 0.85 1.00 0.70 0.60 47.24 0.85 1.00 0.70 0.60 47.24 0.85 1.00 0.70 0.60 47.24 0.85 1.00 0.70 0.60 47.24 0.85 1.00 0.70 0.60 47.24 0.85 1.00 0.70 0.60 47.24 0.80 1.00 0.40 0.32 25.41 0.80 1.00 0.30 0.24 19.06 0.80 1.00 0.40 0.32 25.41 0.80 1.00 0.30 0.24 19.06 0.50 39.70 0.00 0.00
Boiler 1 3.00 3.00 1 3.00 0.85 0.50 0.60 0.26 0.77 0.85 0.50 0.50 0.21 0.64 0.85 0.50 0.60 0.26 0.77 0.85 0.50 0.50 0.21 0.64 0.85 0.50 0.50 0.21 0.64 0.85 0.50 0.80 0.34 1.02 0.85 0.50 0.50 0.21 0.64 0.80 0.50 0.80 0.32 0.96 0.80 0.50 0.65 0.26 0.78 0.80 0.50 0.80 0.32 0.96 0.80 0.50 0.70 0.28 0.84 0.60 1.80 0.00 0.00
Retractable-fin stabilisers 2 64.00 128.00 2 128.00 0.85 1.00 0.70 0.60 76.16 0.85 1.00 0.70 0.60 76.16 0.85 1.00 0.90 0.77 97.92 0.85 1.00 0.00 0.00 0.00 0.85 1.00 0.90 0.77 97.92 0.85 1.00 0.00 0.00 0.00 0.85 1.00 0.00 0.00 0.00 0.80 1.00 0.00 0.00 0.00 0.80 1.00 0.00 0.00 0.00 0.80 1.00 0.00 0.00 0.00 0.80 1.00 0.00 0.00 0.00 0.10 12.80 0.00 0.00
LNG Control Cabinet 1 10.00 10.00 1 10.00 0.85 1.00 0.95 0.81 8.08 0.85 1.00 0.95 0.81 8.08 0.85 1.00 0.95 0.81 8.08 0.85 1.00 0.95 0.81 8.08 0.85 1.00 0.95 0.81 8.08 0.85 1.00 0.95 0.81 8.08 0.85 1.00 0.80 0.68 6.80 0.80 1.00 0.95 0.76 7.60 0.80 1.00 0.95 0.76 7.60 0.80 1.00 0.95 0.76 7.60 0.80 1.00 0.95 0.76 7.60 1.00 10.00 0.00 0.00
Refrigerated container 15 11.00 165.00 15 165.00 0.85 1.00 0.92 0.78 129.03 0.85 1.00 1.00 0.85 140.25 0.85 1.00 1.00 0.85 140.25 0.85 1.00 1.00 0.85 140.25 0.85 1.00 1.00 0.85 140.25 0.85 1.00 1.00 0.85 140.25 0.85 1.00 0.80 0.68 112.20 0.85 1.00 1.00 0.85 140.25 0.85 1.00 1.00 0.85 140.25 0.80 1.00 1.00 0.80 132.00 0.85 1.00 1.00 0.85 140.25 0.00 0.00 0.00 0.00
Helicopter JP1 pump 1 10.00 10.00 1 10.00 0.85 1.00 0.10 0.09 0.85 0.85 1.00 0.10 0.09 0.85 0.85 1.00 0.10 0.09 0.85 0.85 1.00 0.10 0.09 0.85 0.85 1.00 0.10 0.09 0.85 0.85 1.00 0.70 0.60 5.95 0.85 1.00 0.15 0.13 1.28 0.85 1.00 0.10 0.09 0.85 0.85 1.00 0.10 0.09 0.85 0.80 1.00 0.10 0.08 0.80 0.85 1.00 0.10 0.09 0.85 1.00 10.00 1.00 10.00
TOTAL Other services: 776.40 776.40 553.59 503.82 586.57 427.66 525.58 431.19 243.17 238.56 217.71 377.60 217.77 258.40 33.00
Emergency Load
Engine room ventilation fan 3 5.50 16.50 3 16.50 0.85 1.00 0.90 0.77 12.62 0.85 1.00 0.90 0.77 12.62 0.85 1.00 0.90 0.77 12.62 0.85 1.00 0.90 0.77 12.62 0.85 1.00 0.90 0.77 12.62 0.85 1.00 0.90 0.77 12.62 0.85 1.00 0.90 0.77 12.62 0.85 1.00 0.40 0.34 5.61 0.85 1.00 0.40 0.34 5.61 0.85 1.00 0.60 0.51 8.42 0.85 1.00 0.60 0.51 8.42 1.00 16.50 1.00 16.50
Emergency genset supply fan 2 2.00 4.00 2 4.00 0.85 1.00 0.90 0.77 3.06 0.85 1.00 0.90 0.77 3.06 0.85 1.00 0.90 0.77 3.06 0.85 1.00 0.90 0.77 3.06 0.85 1.00 0.90 0.77 3.06 0.85 1.00 0.90 0.77 3.06 0.85 1.00 0.90 0.77 3.06 0.85 1.00 0.30 0.26 1.02 0.85 1.00 0.30 0.26 1.02 0.85 1.00 0.40 0.34 1.36 0.85 1.00 0.40 0.34 1.36 1.00 4.00 1.00 4.00
Emergency lightning 1 2.40 2.40 1 2.40 0.90 1.00 0.70 0.63 1.51 0.90 1.00 0.70 0.63 1.51 0.90 1.00 0.70 0.63 1.51 0.90 1.00 0.70 0.63 1.51 0.90 1.00 0.70 0.63 1.51 0.90 1.00 0.70 0.63 1.51 0.90 1.00 0.70 0.63 1.51 0.90 1.00 0.20 0.18 0.43 0.90 1.00 0.20 0.18 0.43 0.90 1.00 0.30 0.27 0.65 0.90 1.00 0.30 0.27 0.65 1.00 2.40 1.00 2.40
Radio system 1 3.00 3.00 1 3.00 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 0.30 0.27 0.81 0.90 1.00 0.30 0.27 0.81 0.90 1.00 0.30 0.27 0.81 0.90 1.00 0.30 0.27 0.81 1.00 3.00 1.00 3.00
Navigation aids equipment 1 3.00 3.00 1 3.00 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 1.00 0.90 2.70 0.90 1.00 0.45 0.41 1.22 0.90 1.00 0.45 0.41 1.22 0.90 1.00 0.40 0.36 1.08 0.90 1.00 0.40 0.36 1.08 1.00 3.00 1.00 3.00
Communication equipment 1 4.50 4.50 1 4.50 0.90 1.00 1.00 0.90 4.05 0.90 1.00 1.00 0.90 4.05 0.90 1.00 1.00 0.90 4.05 0.90 1.00 1.00 0.90 4.05 0.90 1.00 1.00 0.90 4.05 0.90 1.00 1.00 0.90 4.05 0.90 1.00 1.00 0.90 4.05 0.90 1.00 0.45 0.41 1.82 0.90 1.00 0.45 0.41 1.82 0.90 1.00 0.40 0.36 1.62 0.90 1.00 0.40 0.36 1.62 1.00 4.50 1.00 4.50
Navigation lights 1 2.00 2.00 1 2.00 0.90 1.00 1.00 0.90 1.80 0.90 1.00 1.00 0.90 1.80 0.90 1.00 1.00 0.90 1.80 0.90 1.00 1.00 0.90 1.80 0.90 1.00 1.00 0.90 1.80 0.90 1.00 1.00 0.90 1.80 0.90 1.00 0.80 0.72 1.44 0.90 1.00 0.20 0.18 0.36 0.90 1.00 0.20 0.18 0.36 0.90 1.00 0.50 0.45 0.90 0.90 1.00 0.50 0.45 0.90 1.00 2.00 1.00 2.00
Emergency genset services 1 16.00 16.00 1 16.00 0.10 1.00 0.90 0.09 1.44 0.10 1.00 0.90 0.09 1.44 0.10 1.00 0.90 0.09 1.44 0.10 1.00 0.90 0.09 1.44 0.10 1.00 0.90 0.09 1.44 0.10 1.00 0.90 0.09 1.44 0.10 1.00 0.90 0.09 1.44 0.10 1.00 0.30 0.03 0.48 0.10 1.00 0.30 0.03 0.48 0.10 1.00 0.60 0.06 0.96 0.10 1.00 0.60 0.06 0.96 1.00 16.00 1.00 16.00
Emergency battery charger 2 3.00 6.00 2 6.00 0.85 1.00 1.00 0.85 5.10 0.85 1.00 1.00 0.85 5.10 0.85 1.00 1.00 0.85 5.10 0.85 1.00 1.00 0.85 5.10 0.85 1.00 1.00 0.85 5.10 0.85 1.00 1.00 0.85 5.10 0.85 1.00 1.00 0.85 5.10 0.85 1.00 0.50 0.43 2.55 0.85 1.00 0.50 0.43 2.55 0.85 1.00 0.60 0.51 3.06 0.85 1.00 0.60 0.51 3.06 1.00 6.00 1.00 6.00
Supply power for control equipment 1 5.00 5.00 1 5.00 0.85 1.00 1.00 0.85 4.25 0.85 1.00 1.00 0.85 4.25 0.85 1.00 1.00 0.85 4.25 0.85 1.00 1.00 0.85 4.25 0.85 1.00 1.00 0.85 4.25 0.85 1.00 1.00 0.85 4.25 0.85 1.00 1.00 0.85 4.25 0.85 1.00 0.40 0.34 1.70 0.85 1.00 0.40 0.34 1.70 0.85 1.00 0.70 0.60 2.98 0.85 1.00 0.70 0.60 2.98 1.00 5.00 1.00 5.00
General service pump 2 11.00 22.00 2 22.00 0.85 1.00 0.60 0.51 11.22 0.85 1.00 0.60 0.51 11.22 0.85 1.00 0.60 0.51 11.22 0.85 1.00 0.60 0.51 11.22 0.85 1.00 0.60 0.51 11.22 0.85 1.00 0.60 0.51 11.22 0.85 1.00 0.60 0.51 11.22 0.85 1.00 0.30 0.26 5.61 0.85 1.00 0.30 0.26 5.61 0.85 1.00 0.60 0.51 11.22 0.85 1.00 0.60 0.51 11.22 1.00 22.00 1.00 22.00
Fire pump 2 18.50 37.00 2 37.00 0.85 1.00 0.60 0.51 18.87 0.85 1.00 0.60 0.51 18.87 0.85 1.00 0.60 0.51 18.87 0.85 1.00 0.60 0.51 18.87 0.85 1.00 0.60 0.51 18.87 0.85 1.00 0.60 0.51 18.87 0.85 1.00 0.60 0.51 18.87 0.85 1.00 0.20 0.17 6.29 0.85 1.00 0.20 0.17 6.29 0.85 1.00 0.50 0.43 15.73 0.85 1.00 0.50 0.43 15.73 1.00 37.00 1.00 37.00
TOTAL Emergency Load: 100.90 100.90 53.64 53.64 53.64 53.64 53.64 53.64 53.28 21.27 21.27 39.00 39.00 100.90 100.90
ECONOMIC SPEED MAXIMUM SPEED

Total Inst.
13 KNOTS 16 KNOTS
ON ICE SUPPLYING ANTARCTIC BASES HARBOR ANCHORED
DAMAGED EMERGENCY GENSET CONFIGURATION
ALV SUMMARY Power
DAY NIGHT DAY NIGHT DAY DAY NIGHT DAY NIGHT DAY NIGHT
kW kW kW kW kW kW kW kW kW kW kW kW kW kW Main Gen
TOTAL Electric Propulsión: 11000.00 8250.00 8250.00 9350.00 9350.00 9570.00 27.50 27.50 0.00 0.00 330.00 330.00 4400.00 0.00 Power Total Power
TOTAL Gen Set: 324.20 146.67 146.67 146.67 146.67 148.29 113.04 113.04 34.35 34.35 60.87 60.87 79.00 15.00 Model Quantity
TOTAL Propulsion services: 302.00 116.66 116.66 116.66 116.66 116.66 36.09 36.09 8.42 8.42 39.99 39.99 77.55 0.00 kW kW
TOTAL Fire-Fighting, Bilge & Ballast: 11.00 4.51 3.69 4.51 3.69 3.49 7.29 6.39 4.51 2.72 1.87 1.02 1.30 4.00 Wärtsilä 12V34DF 2 5770 11540
TOTAL Sanitary services: 99.00 29.49 22.10 29.49 22.10 37.58 33.28 27.36 31.88 23.64 31.88 23.10 7.60 0.00
TOTAL Septic services: 33.60 13.69 10.17 13.69 10.17 10.27 14.09 10.75 19.39 10.38 19.39 10.38 0.00 0.00
TOTAL Workshops: 75.00 53.44 6.75 53.44 6.75 53.44 27.00 0.00 42.75 0.00 53.44 0.00 0.00 0.00 Auxiliary Gen
TOTAL Deck Machinery: 1329.00 24.30 15.57 24.30 15.57 15.57 743.30 450.73 544.99 543.10 15.57 15.57 93.10 251.00 Power Total Power
TOTAL Air-conditioning / Heating: 645.00 475.95 408.03 475.95 408.03 418.00 603.75 398.05 475.95 428.45 431.15 428.45 153.00 0.00 Model Quantity
TOTAL Gallery / Provision Rooms: 359.00 180.04 168.39 180.04 168.39 180.04 185.08 168.39 173.65 168.39 178.16 168.39 61.10 0.00 kW kW
TOTAL Lighting 137.00 59.28 113.49 59.28 113.49 59.28 45.90 107.01 48.17 99.47 45.63 94.95 115.80 137.00 Wärtsilä 6L20DF 3 920 2760
TOTAL Other services: 776.40 553.59 503.82 586.57 427.66 525.58 431.19 243.17 238.56 217.71 377.60 217.77 258.40 33.00
TOTAL Emergency Load: 100.90 53.64 53.64 53.64 53.64 53.64 53.64 53.28 21.27 21.27 39.00 39.00 100.90 100.90
TOTAL kW 15192.10 9961.25 9818.97 11094.23 10842.81 11191.82 2321.15 1641.77 1643.86 1557.88 1624.55 1429.48 5347.75 540.90 Emergency Gen
Quantity Power Total Power
Genset Used 2xMG 2xMG 2xMG + 1xAG 2xMG + 1xAG 2xMG + 1xAG 1xMG 2xAG 2xAG 2xAG 2xAG 2xAG 1xMG 1xEG Model
Genset Power (kW) 11540 11540 12460 12460 12460 2760 1840 1840 1840 1840 1840 5770 580
kW kW
Genset Load (%) 86.32 85.09 89.04 87.02 89.82 84.10 89.23 89.34 84.67 88.29 77.69 92.68 93.26 CATERPILLAR C18 I-6 1 580 580
Main Gen 1 Main Gen 2
5500 kW 5500 kW
3300V 50Hz
HF HF MAIN BOARD
FC FC 50 T CRANE 30 T CRANE
AC DC AC DC
TOWING WINCH AZIPODS
DC AC DC AC
TURNING MOTORS AZIPODS
COOLING FAN
T01 T02
3300/400 V 3300/400 V
SHORE 2000 kVA 2000 kVA
CONNECTION
Aux Gen 1 Aux Gen 2 Aux Gen 3

920 kW 920 kW 920 kW
400V 50Hz
DISTRIBUTION BOARD
BILGE SEPARATOR MAIN GEN. DIESEL PUMP HELICOPTER CAPSTAN
BALLAST PUMPS MAIN GEN. REFRIGERATION PUMP ANCHOR AND MOORING WINDLASS
BILGE PUMPS MAIN GEN. OIL PUMP CAPSTANS

FRESH WATER GENERATOR AUX GEN. DIESEL PUMP DAVITS ZODIAC/LAND CRAFT
FRESH WATER HEATER AUX GEN. REFRIGERATION PUMP LIFEBOAT DAVIT
HYDROPHORE FRESHWATER
AUX GEN. OIL PUMP AIR CONDITIONING PLANT
WORKSHOPS
GEN. WATER PREHEAT PUMP ELECTRIC HEATING
SEWAGE TREATMENT PLANT
GEN. STARTING AIR HELIPORT DE-ICING
GARBAGE SYSTEM CRUSHERS
COMPRESSORS GALLERY GENERAL
SOLID WASTE INCINERATOR T01 T02
SLUDGE PUMP 400/220 V REFRIGERATION PUMP COMPRESSORS OF REFRIGERATED 400/220 V
600 kVA 600 kVA
PUMP LUBRICATION PUMP LIFT
HIDRAULIC OIL PUMP ENGINE ROOM VENTILATION
LNG SVANEHØJ CRIOGENIC PUMP CARGO EQUIPMENT
THRUST BEARING COOLING PUMP BOILER
LUB OIL PURIFIERS RETRACTABLE-FIN STABILISERS
DIESEL OIL TRANSFER PUMP LNG PRESSURE BUILD-UP
FIREFIGHTING PUMPS EVAPORATOR
REFRIGERATED CONTAINER
220V 50Hz
DISTRIBUTION BOARD
NAVIGATION LIGHTS PROVISIONS
DECK FLOODLIGHTS KITCHEN
OUTSIDE LIGHTING BARS GENERAL
FORECASTLE DECK LAUNDRY GENERAL
LIGHTING NAVIGATION INSTRUMENTS
UPPER DECK LIGHTING COMMUNICATIONS INSTRUMENTS

Emergency Gen REFERENCES
580 kW INTERNAL DECK LIGHTING WHEELHOUSE LIGHTING
Three-phase generator
Motorized Switch
400V 50Hz 220V 50Hz
Thermomagnetic Switch
EMERGENCY BOARD
Azipod Unit
ENGINE ROOM VENTILATION FAN

ENGINE ROOM VENTILATION FAN Harmonic Filter
400V/220 EMERGENCY LIGHTNING HF
EMERGENCY GENSET SUPPLY FAN 250 kVA
RADIO SYSTEM
LIFEBOAT DAVIT Electrical Interlock
NAVIGATION AIDS EQUIPMENT
EMERGENCY GENSET SERVICES
AC DC
NAVIGATION LIGHTS
DC AC
Frecuency Converter
SUPPLY POWER FOR CONTROL
STARTING AIR COMPRESSOR

Transform
24V
EQUIPMENT
Uninterruptible
GENERAL SERVICE PUMP Power Supply
FIRE PUMP
COMMUNICATION EQUIPMENT
AUDIO VISUAL ALARM

ARGENTINEAN NATIONAL TECHNOLOGICAL UNIVERSITY
CO2 ALARM
WHEELHOUSE UNIVERSIDAD TECNOLÓGICA NACIONAL

1 1
LOGISTIC DWG:
DRAWN BY: ENE VESSEL ANTU-SWD-ALV001.dwg
PLANE: REVISION N°
CHECKED BY: ICA
001
SCHEMATIC
SCALE: SIZE:
APPROVED BY: MM WIRING DIAGRAM - A3
APPENDIX J: MACHINERY AND EQUIPMENT
Number Machinery Qty. Capacity Maker - Model Unitary Weight [kg] Power [kW] Total Weight [kg] Total Power [kW]
Engine room
1 Gensets 2 5770 kW WARTSILA - 12V34DF 61000 5770 122000 11540
2 Gensets 3 920 kW WARTSILA - 6L20DF 9700 920 29100 2760
3 Emergency genset 1 725 kW CATERPILLAR - C18 I6 725 0 725
4 General service pumps 2 250 m³/hour @ 2900 rpm - 4 bar head AZCUE - CM 125/20 225 2 450 4
5 Ballast and bilge pump 1 250 m³/hour @ 2900 rpm - 4 bar head AZCUE - CM 125/20 225 2 225 2
6 Marine diesel oil transfer pump 2 140 m³/hour @ 2900 rpm - 4 bar head AZCUE - VM 80/20 75 2.5 150 5
7 Marine diesel oil cargo pump 2 250 m³/hour @ 2900 rpm - 4 bar head AZCUE - VM 100/26 130 3 260 6
8 Emergency fire pump 1 250 m³/hour @ 2900 rpm - 4 bar head AZCUE - CM 125/20 225 2 225 2
9 Fresh water cargo pump 1 1000 m³/hour @ 1450 rpm - 4 bar head AZCUE - CM 80/40 265 1.5 265 1.5
10 Sewage threatment plant 1 48 m³/day. 252 litres/person.day HAMMAN - HL-CONT Plus 20 1600 5.2 1600 5.2
11 Air compressor 2 45 m³/h @ 1800 rpm - 8 bar head SPERRE - HL2/105A 328 10.7 656 21.4
12 Air vessel 4 2 m³ COPCO 600 1 2400 4
13 Sea water pump 2 300 m³/h @ 1450 rpm - 4 bar head EBARA - ENR 150-400 647 2 1294 4
14 Colling water - Circulating pump (LT) 2 300 m³/h @ 1450 rpm - 4 bar head EBARA - ENR 150-400 647 2 1294 4
15 Cooling water - Circulating pump (HT) 2 300m³/h @ 1450 rpm - 4 bar head EBARA - ENR 150-401 768 2 1536 4
16 Dirty Oil pump 1 82 m³/hour @ 1000 rpm - 4 bar head AZCUE - HM38D3 75 2.2 75 2.2
17 Marine diesel oil separator feed pump 2 12 m³/hour @ 1400 rpm - 4 bar head ALFA LAVAL - ALP 0230 68 1.8 136 3.6
18 Marine diesel oil purifier 2 11.8 m³/hour ALFA LAVAL - S967 1191 8 2382 16
19 Marine diesel oil circulation pump 2 70 m³/hour @ 825 rpm - 8 bar head AZCUE - HM 38D3 75 2.2 150 4.4
20 Lube oil separator feed pump 2 3 m³/hour @ 1400 rpm - 4 bar head ALFA LAVAL - ALP 0055 65 1.8 130 3.6
21 Lube oil separator 2 2.9 m³/hour ALFA LAVAL - S927 540 10 1080 20
22 Pre - lubricating oil pump 1 40 m³/hour @ 750 rpm - 5 bar AZCUE - HM38D3 45 1.5 45 1.5
23 Lubricating pump stand by 1 70 m³/hour @ 825 rpm - 5 bar AZCUE - HM38D3 75 2.2 75 2.2
24 Boiler 1 2 t/h SAACKE - FMB-VS 7100 3 7100 3
25 Oily water separator 1 10 m³/hour DETEGASA - Owsan-10 1950 5 1950 5
26 Fresh water generator 1 30 m³/24 hours ALFA LAVAL - Aqua Blue C100 900 6 900 6
27 Central cooler 1 - EMERSON 300 - 300 -
28 MDO cooler 1 - EMERSON 250 - 250 -
29 Frequency converter 1 14000 KvA - 6600 V ABB / ACM6207 1400 - 1400 -
30 F.W. Manifold 1 - BOATUS 70 - 70 -
31 S.W. Manifold 1 - BOATUS 50 - 50 -
32 Bilge manifold 1 - TANTI TM 55 60 - 60 -
33 D.O. Manifold 1 - TANTI TM 55 170 - 170 -
Deck Machinery
34 50 T deckcrane 1 50 T PAULFINGER / DKT 800 60000 326 60000 326
35 30 T deckcrane 3 30 T PAULFINGER/ DKT 400 4 182 12 546
36 Helicopter capstan 1 2.5 T NABRICO / DF-CD 1840031 1361 21 1361 21
37 Anchor/windlass/mooring capstans 2 133.3 kN TRILLO CADENAS Y ANCLAS 5250 38 10500 76
38 Towing winch 1 115 T THE MARINE / 115 6000 130 6000 130
39 Davits Zodiac/Land Craft 2 SWL 25T ZODIAC DW 50 0 100
40 Lifeboat 2 50 people NORSAFE - Mathilda-74 TELB 3775 65 7550 130
41 Life rafts 2 25 people SURVITEC- Zodiac 180 - 360
Accommodation
42 Kitchen 5 - HI-SEA HSN-CEC3 385 11 1925 55
43 Laundry 1 - HI-SEA HSAM 35 305 34 305
44 Lift 1 1000 kg / 1 m/seg Krishnam 1000 14 1000 14
Lighting
46 Navigation lights 1 8 kW NAVISAFE - 8 - 8
47 Outside lighting 1 20 kW NAVISAFE - 20 - 20
48 Internal lighting 1 40 kW NAVISAFE - 109 - 109
Other services
49 Refeered container 15 20" lenght - 26T GMA 30.48 11 457.2 165
50 LNG Evaporator 1 Wärtsilä 200 25 200 25
51 Air conditioning plant 2 16000 BTU/hr AQUA AIR - AQBHW-16 250 197.5 500 395
Antarctic Logistic Vessel
APPENDIX K - CREW'S ORGANIZATION CHART
Captain
Captain
Navigation chief Non-commisioned officer in charge Assistant
Lieutenant Senior Grade Senior Chief Petty Officer Petty Officer Second Class
Navigation chief assistant

Liutenant commander
Health chief Non-commisioned officer in charge Assistant

Unit non-commisioned officer 2nd commander Lieutenant Senior Grade Chief Petty Officer Petty Officer Second Class
Master Chief petty officer Commander
Detail Chief Non-commisioned officer in charge Assitant
Lieutenant Chief Petty Officer Petty Officer Second Class
Aviation chief Helo division Assistants

Lieutenant Senior Grade Lieutenant Senior Grade Lieutenant Senior Grade
Lieutenant Senior Grade
Machines department Assistant Operations department Assistant Deck department Assistant Suppling department Assistant
Lieutenant Commander Lieutenant Junior Grade Lieutenant Commander Lieutenant Junior Grade Lieutenant Commander Lieutenant Junior Grade Lieutenant commander Lieutenant Junior Grade
Propulsion area Non-commisioned officer in charge Comunications area Non-commisioned officer in charge Naval material area Non-commisioned officer in charge Accountacy area Non-commisioned officer in charge
Lieutenant Senior Grade Chief Petty Officer Lieutenant Senior Grade Chief Petty Officer Lieutenant Senior Grade Chief Petty Officer Lieutenant Senior Grade Chief Petty Officer
Gensets auxiliary Assistants Accountacy auxiliary Assistant

Chief Petty Officer Petty Officer Second Class Communications auxiliary Assistant Paints and tools auxiliary Assistant Chief Petty Officer Petty Officer Second Class
Petty Officer Second Class Chief Petty Officer Petty Officer Second Class Petty Officer First Class Petty Officer Second Class
Spares auxiliary Assistant
Navigation material auxiliary Assistant Crafts auxiliary Assistants Chief Petty Officer Petty Officer Second Class
Petty Officer First Class Petty Officer Second Class Petty Officer First Class Petty Officer Second Class
Petty Officer Second Class Belongins and messages Assistant
Electricity area Non-commisioned officer in charge Publications auxiliary Assistant Petty Officer Third Class auxiliary Petty Officer Second Class
Lieutenant Senior Grade Senior Chief Petty Officer Chief Petty Officer Petty Officer Second Class Petty Officer First Class
Provisioning and boats Assistants

Interior communications Assistant Electronic repairs area Non-commisioned officer in charge auxiliary Petty Officer Second Class Services area Non-commisioned officer in charge
auxiliary Petty Officer Second Class Lieutenant Senior Grade Chief Petty Officer Petty Officer First Class Petty Officer Second Class Lieutenant Senior Grade Chief Petty Officer
Chief Petty Officer Petty Officer Second Class Petty Officer Second Class
Communications material Assistant Petty Officer Second Class Store auxiliary Assistant
Light auxiliary Assitant auxiliary Petty Officer Second Class Petty Officer Third Class Chief Petty Officer Petty Officer Second Class
Petty Officer First Class Petty Officer Second Class Chief Petty Officer Petty Officer Third Class
Petty Officer Second Class Petty Officer Third Class Kitchen auxiliary Assistant
Power auxiliary Assitant Assistant Petty Officer Third Class Petty Officer First Class Petty Officer Second Class
Operative systems auxiliary
Petty Officer First Class Petty Officer Second Class Petty Officer Second Class Petty Officer Second Class
Petty Officer Second Class Chief Petty Officer Petty Officer Second Class
Gensets auxiliary Assitant Armament area Non-commisioned officer in charge Petty Officer Second Class
Chief Petty Officer Petty Officer Second Class Radars auxiliary Assistant Lieutenant Senior Grade Chief Petty Officer Petty Officer Second Class
Petty Officer Second Class Chief Petty Officer Petty Officer Second Class Petty Officer Third Class
Petty Officer Third Class
Damage control area Cargo and stability non-commisioned officer Tools auxiliary Assistant Ammunition and explosives Assitant
Lieutenant Senior Grade Chief Petty Officer Petty Officer First Class Petty Officer Second Class auxilary Petty Officer Second Class Cabin auxiliary Assistants
Chief Petty Officer Petty Officer First Class Petty Officer Second Class
Petty Officer Second Class
Oil auxiliary Assistant Petty Officer Third Class
Chief Petty Officer Petty Officer Second Class
Cold-heat auxiliary Assistant

Petty Officer First Class Petty Officer Second Class
Barber auxiliary Assistant
Auxiliary machines auxiliary Assistant
Petty Officer First Class Petty Officer Second Class Laundry auxiliary Assistants
Petty Officer Second Class
Fire figthing and breakdown Assistant Petty Officer Third Class
control auxiliary Petty Officer Second Class Petty Officer Third Class
Chief Petty Officer
Trasury
Lieutenant Senior Grade
Automation area Non-commisioned officer in charge Treasury auxiliar Assistant

Lieutenant Senior Grade Chief Petty Officer Chief Petty Officer Petty Officer Second Class
Control systems auxiliary Assistant

Chief Petty Officer Petty Officer Second Class
APPENDIX L – CREW'S WORK TIME

ANTARTIC LOGISTIC VESSEL ANTARTIC LOGISTIC VESSEL
CREW SCHEDULE CREW SCHEDULE

HOURS 0 to 11 AM HOURS 12 to 23 PM
POSITION POSITION
0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 DEPARTMENT AREA 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 DEPARTMENT AREA
Captain Bridge Captain LNCH DNNR Bridge
Liutenant Senior Grade BKF Bridge Liutenant Senior Grade LNCH DNNR Bridge
Senior Chief Petty Officer Bridge Senior Chief Petty Officer LNCH DNNR Bridge
Petty Officer Second Class BKF Bridge Petty Officer Second Class LNCH DNNR Bridge
Liutenant Commander BKF Bridge Liutenant Commander LNCH DNNR Bridge
Master Chief Petty Officer BKF LNCH Bridge Master Chief Petty Officer DNNR Bridge
Commander BKF LNCH Bridge Commander DNNR Bridge
Chief Petty Officer Bridge Chief Petty Officer LNCH DNNR Bridge
Liutenant BKF Bridge Liutenant LNCH DNNR Bridge
Chief Petty Officer BKF Bridge Chief Petty Officer LNCH DNNR Bridge
Liutenant Senior Grade BKF LNCH Bridge Liutenant Senior Grade DNNR Bridge
Liutenant Senior Grade BKF LNCH Bridge Liutenant Senior Grade ` DNNR Bridge
Lieutenant Commander BKF Machines department Lieutenant Commander LNCH DNNR Machines department
Lietuenant Junior Grade BKF Machines department Lietuenant Junior Grade LNCH DNNR Machines department
Lieutenant Senior Grade BKF Machines department Propulsion area Lieutenant Senior Grade LNCH Machines department Propulsion area
Chief Petty Officer BKF Machines department Propulsion area Chief Petty Officer LNCH DNNR Machines department Propulsion area
Chief Petty Officer BKF LNCH Machines department Propulsion area Chief Petty Officer DNNR Machines department Propulsion area
Petty Officer Second Class BKF LNCH Machines department Propulsion area Petty Officer Second Class DNNR Machines department Propulsion area
Petty Officer Second Class BKF Machines department Propulsion area Petty Officer Second Class LNCH DNNR Machines department Propulsion area
Lieutenant Senior Grade BKF Machines department Eletricity area Lieutenant Senior Grade LNCH DNNR Machines department Eletricity area
Senior Chief Petty Officer BKF LNCH Machines department Eletricity area Senior Chief Petty Officer DNNR Machines department Eletricity area
Chief Petty Officer BKF Machines department Eletricity area Chief Petty Officer DNNR Machines department Eletricity area
Petty Officer Second Class BKF LNCH Machines department Eletricity area Petty Officer Second Class DNNR Machines department Eletricity area
Petty Officer Second Class BKF Machines department Eletricity area Petty Officer Second Class LNCH DNNR Machines department Eletricity area
Petty Officer First Class BKF Machines department Eletricity area Petty Officer First Class LNCH DNNR Machines department Eletricity area
Petty Officer First Class BKF Machines department Eletricity area Petty Officer First Class LNCH DNNR Machines department Eletricity area
Chief Petty Officer BKF Machines department Eletricity area Chief Petty Officer LNCH DNNR Machines department Eletricity area
Lieutenant Senior Grade BKF Machines department Damage control area Lieutenant Senior Grade LNCH DNNR Machines department Damage control area
Chief Petty Officer BKF Machines department Damage control area Chief Petty Officer LNCH DNNR Machines department Damage control area
Chief Petty Officer BKF LNCH Machines department Damage control area Chief Petty Officer DNNR Machines department Damage control area
Petty Officer Second Class BKF Machines department Damage control area Petty Officer Second Class LNCH DNNR Machines department Damage control area
Petty Officer First Class BKF Machines department Damage control area Petty Officer First Class LNCH DNNR Machines department Damage control area
Petty Officer Second Class BKF LNCH Machines department Damage control area Petty Officer Second Class DNNR Machines department Damage control area
Petty Officer First Class BKF Machines department Damage control area Petty Officer First Class LNCH DNNR Machines department Damage control area
Petty Officer Second Class BKF Machines department Damage control area Petty Officer Second Class LNCH DNNR Machines department Damage control area
Chief Petty Officer BKF Machines department Damage control area Chief Petty Officer LNCH DNNR Machines department Damage control area
Petty Officer Second Class BKF LNCH Machines department Damage control area Petty Officer Second Class DNNR Machines department Damage control area
Lieutenant Senior Grade BKF Machines department Automation area Lieutenant Senior Grade LNCH DNNR Machines department Automation area
Chief Petty Officer BKF Machines department Automation area Chief Petty Officer LNCH DNNR Machines department Automation area
Chief Petty Officer BKF LNCH Machines department Automation area Chief Petty Officer DNNR Machines department Automation area
Petty Officer Second Class BKF Machines department Automation area Petty Officer Second Class LNCH DNNR Machines department Automation area
Lieutenant Commander BKF Operations department Automation area Lieutenant Commander LNCH DNNR Operations department Automation area
Lietuenant Junior Grade BKF LNCH Operations department Automation area Lietuenant Junior Grade DNNR Operations department Automation area
Lieutenant Senior Grade BKF Operations department Communications area Lieutenant Senior Grade LNCH DNNR Operations department Communications area
Chief Petty Officer BKF Operations department Communications area Chief Petty Officer LNCH DNNR Operations department Communications area
Chief Petty Officer BKF LNCH Operations department Communications area Chief Petty Officer DNNR Operations department Communications area
Petty Officer Second Class BKF Operations department Communications area Petty Officer Second Class LNCH DNNR Operations department Communications area
Petty Officer First Class BKF Operations department Communications area Petty Officer First Class LNCH DNNR Operations department Communications area
Petty Officer Second Class BKF LNCH Operations department Communications area Petty Officer Second Class DNNR Operations department Communications area
Chief Petty Officer Operations department Communications area Chief Petty Officer LNCH DNNR Operations department Communications area
Petty Officer Second Class BKF Operations department Communications area Petty Officer Second Class LNCH DNNR Operations department Communications area
Lieutenant Senior Grade BKF Operations department Electronic repairs area Lieutenant Senior Grade LNCH DNNR Operations department Electronic repairs area
Chief Petty Officer BKF Operations department Electronic repairs area Chief Petty Officer LNCH DNNR Operations department Electronic repairs area
Chief Petty Officer BKF LNCH Operations department Electronic repairs area Chief Petty Officer DNNR Operations department Electronic repairs area
Petty Officer Second Class BKF Operations department Electronic repairs area Petty Officer Second Class LNCH DNNR Operations department Electronic repairs area
Petty Officer Second Class BKF LNCH Operations department Electronic repairs area Petty Officer Second Class DNNR Operations department Electronic repairs area
Petty Officer First Class BKF LNCH Operations department Electronic repairs area Petty Officer First Class DNNR Operations department Electronic repairs area
Lieutenant Commander BKF LNCH Deck department Electronic repairs area Lieutenant Commander DNNR Deck department Electronic repairs area
Lietuenant Junior Grade BKF Deck department Electronic repairs area Lietuenant Junior Grade LNCH DNNR Deck department Electronic repairs area
Lieutenant Senior Grade BKF Deck department Naval material area Lieutenant Senior Grade LNCH DNNR Deck department Naval material area
Chief Petty Officer BKF Deck department Naval material area Chief Petty Officer LNCH DNNR Deck department Naval material area
Petty Officer First Class BKF LNCH Deck department Naval material area Petty Officer First Class DNNR Deck department Naval material area
Petty Officer Second Class BKF Deck department Naval material area Petty Officer Second Class LNCH DNNR Deck department Naval material area
Petty Officer First Class BKF Deck department Naval material area Petty Officer First Class LNCH DNNR Deck department Naval material area
Petty Officer Second Class BKF LNCH Deck department Naval material area Petty Officer Second Class DNNR Deck department Naval material area
Petty Officer Third Class BKF Deck department Naval material area Petty Officer Third Class LNCH DNNR Deck department Naval material area
Petty Officer First Class BKF LNCH Deck department Naval material area Petty Officer First Class DNNR Deck department Naval material area

2019 - ANTU - Antarctic Logistic Vessel

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2019 - ANTU - Antarctic Logistic Vessel

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Argentinean National

Technological University Antarctic Logistic Vessel

DR. JAMES A. LISNYK

PROJECT OF AN ANTARCTIC LOGISTIC VESSEL

Argentinean National Technological University

STUDENT NAME SIGNATURE

MAXIMILIANO FABIAN MAVICA

ESTEBAN NICOLÁS ESCUDERO

JUAN CRUZ TAUTERYS

MARIA ESTHER JUNCO

IAN CARLOS ALVARENGA CAMARGO

Owner’s Requirements for an Antarctic Logistic Vessel

Principal Characteristics and requirements

Route & Endurance

Additional Maneuvering & Stability Systems

Boats and Crafts

Helicopter Management Facilities

1. SUMMARY OF PRINCIPAL PARTICULARS ............................................................................................................................ 4

2. PROJECT OVERVIEW ........................................................................................................................................................... 4

2.1. PURPOSE .............................................................................................................................................................................. 4

3. VESSEL OVERVIEW ............................................................................................................................................................. 6

3.1. MAIN CHARACTERISTICS .......................................................................................................................................................... 6

4. PRINCIPAL DIMENSIONING ................................................................................................................................................ 7

4.1. LENGTH OVER ALL CALCULATION ................................................................................................................................................ 7

5. WEIGHT ESTIMATION (PART 1) ........................................................................................................................................ 10

5.1. LIGHTSHIP WEIGHT ............................................................................................................................................................... 10

6. HULL MODELING DEVELOPMENT ..................................................................................................................................... 14

6.1. BOW ANALYSIS .................................................................................................................................................................... 14

7. AREA & VOLUME SUMMARY AND FLOODABLE LENGTH ANALYSIS .................................................................................. 17

7.1. MINIMUM BULKHEADS.......................................................................................................................................................... 17

8. CAPACITY PLAN ................................................................................................................................................................ 21

8.1. TANKS CAPACITY .................................................................................................................................................................. 21

9. STRUCTURAL DESIGN ....................................................................................................................................................... 22

10. POWERING AND PROPULSION CONCEPTS ................................................................................................................... 26

10.1. ENERGY SOURCE ALTERNATIVES .............................................................................................................................................. 26

10.7. AZIPOD PROPULSION VS. CONVENTIONAL .................................................................................................................................. 30

11. LIQUEFIED NATURAL GAS ............................................................................................................................................ 33

11.1. LNG CHARACTERISTICS .......................................................................................................................................................... 33

12. PARTICULAR SHIP SYSTEMS ......................................................................................................................................... 40

13. DECK EQUIPMENT ........................................................................................................................................................ 47

13.1. LIFEBOAT AND LIFE RAFTS ....................................................................................................................................................... 47

14. WEIGHT ESTIMATION (PART 2) .................................................................................................................................... 52

14.1. HULL WEIGHT ..................................................................................................................................................................... 52

15. LOADING CONDITIONS................................................................................................................................................. 57

15.1. FULL DEPARTURE CONDITION ................................................................................................................................................. 57

16.1. RESISTANCE ANALYSIS ........................................................................................................................................................... 70

17. AZIPOD AND PROPELLER SELECTION ............................................................................................................................ 74

17.1. PROPELLER .......................................................................................................................................................................... 74

19. SEAKEEPING ANALYSIS ................................................................................................................................................. 88

20. ENGINE ROOM MAIN SYSTEMS .................................................................................................................................... 91

21. ELECTRICAL BALANCE ................................................................................................................................................... 95

22. ENDURANCE CALCULATION ......................................................................................................................................... 99

22.1. MARINE DIESEL OIL .............................................................................................................................................................. 99

23. MANNING ESTIMATE ................................................................................................................................................. 102

24. COST ANALYSIS .......................................................................................................................................................... 104

25. RISK ASSESSMENT ...................................................................................................................................................... 108

26. BIBLIOGRAPHY ........................................................................................................................................................... 110

27. APPENDIX .................................................................................................................................................................. 111