Ship Design And Construction - Assignment Example

Ship Design and Construction Name: Date: University Affiliation 1. Using these dimensions and in anticipation of preparing the statutory “Stability” information/booklet calculates the following, explaining to your client the reason and significance of these numbers. a. the block co-efficient it is usually taken as a TEU function. The coefficient is noted as Cb. it can defined as the molded coefficient at draught d which corresponds to the summer load waterline, that is derived from the rule length L and breath mould B(Barass, 2004). L is not less than 96% and not bigger than 97%. The formula for Cb = Cb = moulded displacement [m3] at draught d / LBd Deadweight coefficient = Cd Cd = deadweight/displacement = dwt/w As provided above, the deadweight coefficient = 6700/9371 Cd = 0.71 Block coefficient = 9371/112.5 *15.0 * 0.715 Cb = 9371 / 1, 206.56 Cb = 7.767 b. the prismatic co-efficient the ratio of displacement of a ship giving the equal prism in length in which the perpendicular distance of the ship and it is in cross section to the mid ship immersed section. It is noted as CP CP = Block coefficient/ midsection coefficient Thus, to calculate cp, mid ship has to be calculated first. Cp = 7.767 / 0.67 Cp = 11.59 c. The mid ship area co-efficient. The mid ship coefficient is usually obtained at any draft by taking the ratio of the immersed area to the rectangular breadth equal to the depth that has been moulded and breadth of the ship The formula for the mid ship coefficient is obtained by Cm = immersed area of the mid ship section/ B * T The mid ship area coefficient of small cargo ships ranges between 0.97 -0.98 and about 0.62 for large vessels H = the depth of the immersed mid ship section Cm = 7.20 / 15.0 * 0.715 Cm = 7.20 / 10.725 Cm = 0.67 2. In consultation with your client and building yard personnel discuss, using visual aids where appropriate, possible and preferred materials of construction, types of construction, build methods. (Use any building yard in any country of your choice) Ships are complex designs of vehicles moving on water surfaces which should be well designed to enable them function properly. The building process of a ship normally takes couple of years occurring in a ship yard. Several factors dictate the construction method such as amount and type material used the size of the ship. The article covers the various methods that are used in ship design. There are two main components of any ship which are the hull and the machinery equipment of the vessel. The three key players in designing of ships to it’s fully construction are: the naval architect, an officer in charge of navigation and lastly a marine engineer. The naval architect is mainly into designing of the hull to ensure it fully meets its operational requirements. The navigating officer ensures that the ship will be able to fully navigate through various sea conditions. The marine engineer on the other hand is responsible for systems propelling the water vessel alongside its daily operation. The stern refers to the behind part of the ship. While the part of the ship that is on the extreme forward is known as the bow. The amid ship refers to the zone of the ship found between the stern and the bow. The beam on the other hand can be defined as the maximum value of the ship breadth as shown in the diagram below. Figure 1: basic parts of the ship Liners have well defined propulsion unit that allows the ship to move freely in confined waters. Figure 2 : different portions of the bow , beam and stern The rudder ensures that the ships course is always maintained its found on the right aft. Ships will have different number of decks which are dependent on the type of trade the ship is intended for. Ballasting material Well defined ballast material is essential in ship building, as it improves the vessel’s stability in water and also helps in sustaining the desired loads comfortably. Safety ship features such as early warning systems for icebergs heavy winds alongside different cargo behavior are also incorporated during the construction of the vessel. During construction of cargo ships the size of the laden and the unladed weights alongside the positioning of the various container sizes for best stability during transport should be well indicated. All the safety precautions have to be put in place to ensure that a safe ship is being constructed. For light cargo vessels the weights that are part of the ship should be clearly defined. Use of ballast material will be dependent on the preference of the owner. The ballast is responsible for improving the vessels stability. During loading of such ships the loading should be done as per the design of the ship where identical cargo are put in one position this makes it even easier to unload after transport. The procedure of putting in place an arrival status ensures oil and fuel consumables utilization is minimized to the desired levels The slip way is a process where materials are manufactured at different places and assembled at one single place for coming up with the desired ship structure after construction. The architecture of the navy can be done by using the “ship model basin”. In this process technical design drawing and of the vessel is translated into templates allowing easier interpretation when designing the ship. Currently with the ever advancing technology more superior and complex software such as auto card have been developed allowing easier and more precise technical design and drawing of ships. Apart from ballast as the main building material there are other additional material used such as the hardwood trees. These species include teak and cedar which contains a natural anti rotting chemical substance. Aluminium being one of the lightest metals is also used in building water vessels meant to float on water. Ferro cement a combination of iron and cement is used in building of cruise ships. Some of the important parameters in ship construction include; Quay side space limit available controls the length of the ship which can be = 112.5m. It varies due to different sizes of canals. The highest and least dimensions are used to provide the most suitable dimension. The breadth of the ship is usually dictated by canal width and ship stability can be around = 15.60m Joining the freeboard and draft allows one to dictated the depth of the ship during the design it can be at = 7.20m. The height is very important as it will allow a ship to easily pass through a bridge. The draft of the ship which is always under control at the ports is usually at around = 8.0 m From the above given dimensions the following were estimated. The ship’s appropriate dwt for the ship is 6700 tons. The main Cd used is 0.715. Deadweight applies only to cargo vessels. Cd = dwt/ W W = dwt/Cd W = 6700/0.715 = 9371 tons Lwt = 9371 – 6700 = 2671 Ship lightweight = 2671 tons Deadweight= 6700 tons Displacement = 9371 tons Considering the ship may have to pass panama ways when travelling to different areas of the biosphere several factors will have to be considered. The building of the ship is dependent on the highest and lowest acceptable levels. The dimensions that are given above are guided by ship meant to travel through Panama Canal. Therefore, the construction of the cargo ship will be dependent on some of the maximum and minimum limits. Taking an example dimensions for ships operating through the Panama Canal are suitable only for such canals. The place of travel of the ship matters a lot in its construction. Different parts have to be designed separately and constructed during ship construction before assembly to come up with the final product. A good example is design of a cargo ship where store rooms refrigeration units are done separately before final assembly. For a cargo ship these are some of the dimensions that will be used. Maximum loading tones Length (L) * Breadth (B) * PL (Permissible Load) = 27 * 21 * 12 tons/m2 = 6, 804 tons Volume load: 6, 804 tons @ 3 tons/ cubic meter = 2, 268 cubic meters Stow Height: 2, 268/567 = 4.0 meters. (n.b. 567 = 27 *21) Formula used to incorporate factor of safety is given as 0.5 (l * b *PL) tons. With length of 24 m and breath 4 meters the additional tonnage can be calculated as 0.5 (27 *4 * 12) = 648 meters. For 3 tons/m3 648 m have a volume of 216m3. Thus, for the base area we have 108 m2 (27 *4) with 2 meters, height (216/108). Hence the total cargo load that is incorporated in the ship at a height of 4 m is 8100 tones. Figure 3 : sketch of ships layout Table 1 Compartment Location (Frame Numbers) C 1 Frame Number 0 centerline ship position 0 compartment Use Letters 1. Bale capacity is the room in the ship that is set beginning from the inside of the cargo to boards up to the distance from the ship ceiling to the lowest decks. 2. Grain capacity is the space available inside the ship when the proportions of the ship are made right to the corresponding plating surface. Some of the ship parts include: Main deck: provide physical strength to the passenger and cargo decks. This makes it easy to load and offload cargo with minimum effect to ship stability. Superstructures are erection like structures aligned to the side of the ship giving maximum protection to the ship side openings and also protecting the machinery openings. Failure of any parts can be caused by several factors some of which are tabulated below: Table 2 Failure Deck Engine Total Brittle 10 2 12 Fatigue 3 62 65 Stress corrosion 7 21 28 creep 0 2 2 Other 1 12 15   21 101 122 Shell plate provides water tight skin to the ship. It gives longitudinal strength to the ship which overcomes vertical forces from the sea (Simonsen, 1997). By virtue of design it’s capable of enhancing the internal strength of the water vessel minimizing plating action under loading that could have resulted to collapsing. The bottom shell protects plate from altering its structure under any conditions while in the waters. This condition is known as side plating may take place along occurrence areas of vertical stresses. The table below illustrates some of the grades of plate used in building of the ships Table 3 Thickness of Plate Grade 40 mm D longitudinal or transverse frames which correspond to the size of the ship should also be considered during construction process ship. Larger sized vessels will need longitudinal frames awhile light cargo carrying would need transverse framing Keel frames do support to the ship’s hull. They also give the ship its shape and stability in the sea. Clamps support the transverse beams underlying the deck. The deck is a flexible is usually flexible allowing it to easily bend to a given limit due to cargo heaviness (Bertram & Schneekluth, 1998). Figure 4 Machinery of the ship is basically categorized into three types depending on the level of technology being utilized. The low speed diesel engines, the medium speed engines which have a gearbox with them and the steam turbine engines operating at a higher speed. For proper operation of the propulsion unit the propeller is limited to a speed of 80-100 revolutions per minute. In low speed type the crankshaft is directly linked to the propeller shaft of the ship. For medium and high speed engines a gear box is used to provide a speed reduction unit before transmission of power from crankshaft to propeller shaft. Properties of materials used in ship building a. toughness: The ability of a material to withstand bending with no fracturing taking place on the material. The material should be tough enough to provide the required strength to the whole body. b. ductility The ability of a material to resist deformation ship material should be able to resist deformation at very high tension exposure levels for durability of the vessel after construction 3. Explain the national and/or international rules and regulations that may apply to the building of this type and size of commercial vessel? Maritime risk is a processing which the shipper and the underwriter are able to give evidence that the ship is in good safe condition and ready for transport of goods and people. It’s an overseen by a collection of international systems procedures and laws which examine vessels conditions ensuring the set standards are fully met. Other inspection done are the in water surveys, the special surveys and the maintenance surveys where specific structural elements of the ship are inspected. Repair records on ships are also examined to confirm correct procedure during repair was done. (Eyres & Bruce, 2012). the national law for ship industry stipulates that periodoc ship inspection should be done by the mechanical engineer onboard and a status report given to the body.mechanical inspection is done on various components of the machine ensuring they are all in good working condition for instance the metallic parts of tankers prone to corrosion checked regularly for corrosive action. The design for the loading and anchoring of the ship are stipulated in this article (PIRS, 2014). Some of the important ships specifications necessary are as follows include (MSISO03, n.d.). i. The registered name of the ship, member of ship who is an official, and ship owners. ii. The port where the ship was registered its address and ship number iii. The mould number the specific dimensions the date when the keel was put in place with the load draught in meters iv. The coefficient of the block, block’s deadweight, its displacement, its net and gross tonnage which should be provided. 4. Develop a bar graph to demonstrate to your client the build sequence and time frame of building such a vessel from start (signing of the contract) to final delivery of the vessel. Marine problems during ship operation are expected at any given time and as a result measures are put in place to counter the problem, the design includes all the safety features that are required to counter emergency situations of the ship. This is by gathering information for complete assembly and the development of the ship. Design of the ships can also be from borrowing ideas based on already existing ships that have been previously bought. The four main steps in ship design are as follows. The conceptual stage, the preliminary design stage, the detailed design stage and finally the delivery and ownership stage. The first three form the backbone of the ship construction phase. TASK 1: Concept Design It’s done by either coming up with a new design or improving existing designs. It’s a vast area as the designer may opt to come up with a new idea from scratch on the design rather than improving a currently existing design. The information required can be provided by the ship owners of a given yard. (Mansour & Ertekin, 2003). In this stage the following information about the ship is provided ship type definition, the service speed, the propulsion type alongside the deadweight. Figure 5: CONCEPT DESIGN FLOW TASK 2: Preliminary Design During the preliminary design stage hull dimensions alongside other important coefficient values are determined with great accuracy and precision. This will enable the designer to be able to know the costing evaluate the feasibility of the project before its implementation. The most important information provided in this stage is the price and rate of delivery of the ship to the owner. Some of the important specifications of a ship that the owner can provide in this stage include the principal dimension limits, the ship speed, and its dead weight among others (Mansour & Ertekin, 2003). TASK 3: Initial Design and Contract Design In the initial design and contract stage the yard for ship construction is selected the various types of machinery required in the full completion of the project is determined including the cost of all machinery within the ship to be build. Figure 6: TIME FLOW OF INITIAL DESIGN TASK 4: Detail Design/Production Stage/ Delivery Stage It’s the final stage with a number of activities that take place. Detailed engineering drawings on ship design are done. This provides answers to all questions on design of each component in the ship. The drawings are further detailed to obtain an improved yard drawing. This is because in the initial stage, the details of yard drawings, its aft, the forward structures and strength analysis are completed. (Mansour & Ertekin, 2003) . the stage is guided by a work schedule indicated the way the activities should be done by factor at what point and duration for each of the activity after succesfully passing the trial tests the owner has made final payments and recieves his / her ship in delivery stage Figure 7: Production flow Table 3 (Mansour & Ertekin, 2003) Figure 8: WORK SCHEDULE ON SHIP BUILDING PROCESS Figure 9: cargo ship lower design figure 10: oil tanker Figure 10: the three main types of ships for transportation purposes. References Barass, B., 2004. Ship Design and Perfomance for Masters and Mates. Online from : https://www.amazon.co.uk/Ship-Design-Performance-Masters-Mates/dp/0750660007 Bertram, V. & Schneekluth, H., 1998. Ship Design for Efficiency and Economy. 2 ed. Butterworth-Heinemann. Eyres, J. D. & Bruce, J. G., 2012. Ship Construction.: Butterworth-Heinemann. Fricke, W. & Kahl, A., 2005. Comparison of different structural stress approaches for fatigue assessment of welded ship structures. Marine structures, 18(7), pp. 473-488. Mansour, A. E. & Ertekin, R., 2003. Proceeding of the 15th International Ship and Offshore Structures congress: 3 Volume Set. 3 ed. New York : Elseiver. MSISO03, n.d. Stability Information Booklet. Stability Booklet Guide, pp. 1-27. PIRS, 2014. Rules and regulations for the construction and classification of steel ships. Indian Register of Shipping, pp. 1-21 OF 7. Simonsen, B. C., 1997. Ship grounding on rock—I. Theory. Marine Structures, 10(7), pp. 519-562. Read More

During construction of cargo ships the size of the laden and the unladed weights alongside the positioning of the various container sizes for best stability during transport should be well indicated. All the safety precautions have to be put in place to ensure that a safe ship is being constructed. For light cargo vessels the weights that are part of the ship should be clearly defined. Use of ballast material will be dependent on the preference of the owner. The ballast is responsible for improving the vessels stability.

During loading of such ships the loading should be done as per the design of the ship where identical cargo are put in one position this makes it even easier to unload after transport. The procedure of putting in place an arrival status ensures oil and fuel consumables utilization is minimized to the desired levels The slip way is a process where materials are manufactured at different places and assembled at one single place for coming up with the desired ship structure after construction. The architecture of the navy can be done by using the “ship model basin”.

In this process technical design drawing and of the vessel is translated into templates allowing easier interpretation when designing the ship. Currently with the ever advancing technology more superior and complex software such as auto card have been developed allowing easier and more precise technical design and drawing of ships. Apart from ballast as the main building material there are other additional material used such as the hardwood trees. These species include teak and cedar which contains a natural anti rotting chemical substance.

Aluminium being one of the lightest metals is also used in building water vessels meant to float on water. Ferro cement a combination of iron and cement is used in building of cruise ships. Some of the important parameters in ship construction include; Quay side space limit available controls the length of the ship which can be = 112.5m. It varies due to different sizes of canals. The highest and least dimensions are used to provide the most suitable dimension. The breadth of the ship is usually dictated by canal width and ship stability can be around = 15.

60m Joining the freeboard and draft allows one to dictated the depth of the ship during the design it can be at = 7.20m. The height is very important as it will allow a ship to easily pass through a bridge. The draft of the ship which is always under control at the ports is usually at around = 8.0 m From the above given dimensions the following were estimated. The ship’s appropriate dwt for the ship is 6700 tons. The main Cd used is 0.715. Deadweight applies only to cargo vessels. Cd = dwt/ W W = dwt/Cd W = 6700/0.

715 = 9371 tons Lwt = 9371 – 6700 = 2671 Ship lightweight = 2671 tons Deadweight= 6700 tons Displacement = 9371 tons Considering the ship may have to pass panama ways when travelling to different areas of the biosphere several factors will have to be considered. The building of the ship is dependent on the highest and lowest acceptable levels. The dimensions that are given above are guided by ship meant to travel through Panama Canal. Therefore, the construction of the cargo ship will be dependent on some of the maximum and minimum limits.

Taking an example dimensions for ships operating through the Panama Canal are suitable only for such canals. The place of travel of the ship matters a lot in its construction. Different parts have to be designed separately and constructed during ship construction before assembly to come up with the final product. A good example is design of a cargo ship where store rooms refrigeration units are done separately before final assembly. For a cargo ship these are some of the dimensions that will be used.

Maximum loading tones Length (L) * Breadth (B) * PL (Permissible Load) = 27 * 21 * 12 tons/m2 = 6, 804 tons Volume load: 6, 804 tons @ 3 tons/ cubic meter = 2, 268 cubic meters Stow Height: 2, 268/567 = 4.0 meters. (n.b.

Read More