# Bollard Pull. Bollard Pull is, the tractive force of a tug, expressed in metric tonnes (t) or kn.

Save this PDF as:

Size: px
Start display at page:

Download "Bollard Pull. Bollard Pull is, the tractive force of a tug, expressed in metric tonnes (t) or kn."

## Transcription

1 Bollard Pull (Capt. P. Zahalka, Association of Hanseatic Marine Underwriters) Bollard Pull is, the tractive force of a tug, expressed in metric tonnes (t) or kn. This figure is not accurately determinable by mathematical methods, therefore it must be evaluated for each tug by a Bollard Pull - Test. Although primarily dependent on the tug s engine output expressed in BHP (Break Horse Power or MCR (Maximum Continuous Rating) or DIN 6270, output "A"), also some other factors, like: - propeller-type - kort nozzle (yes/no) - shape of the hulls submerged part - draught - trim become important regarding the achievable the Bollard Pull. As a rules of thumb for an approximately conversion from BHP to "t" of the effective available Bollard Pull the following formulas may apply: Tug equipped with fixed pitch propeller: (freewheeling) Tug equipped with fixed pitch propeller and kort-nozzle: Tug equipped with controllable pitch propeller: (freewheeling) Tug equipped with controllable pitch propeller and kort-nozzle : BHP x 0,9 x 1,10 / 100 = (t) BHP x 0,9 x 1,20 / 100 = (t) BHP x 0,9 x 1,25 / 100 = (t) BHP x 0,9 x 1,40 / 100 = (t) The resulting values have to be regarded as rough estimates and might be variable, depending on parameters of ship s construction. Nowadays this applies all the more as there is a variety of different types of propulsion systems which might provide different amounts of Bollard Pull defiant of equal engine performance. In general the Bollard Pull - Test is carried out by steaming into a towrope which is fixed ashore and connected to a measuring device, successively with three different performance-level (80%, 100% and overload = 110%). Very important fort the performance of the Bollard Pull - Test is the location. A sufficient sized tideless sheet of water with a depth of not less than 20m is needed. The length of the towrope is also Seite 1 von 10

2 essential because the propeller stream has to develop without interference by reflection at the quaywall. The achieved traction force is described as the Continuous Bollard Pull and has to differentiated from the so called Static Bollard Pull. Bollard Pull Static Bollard Pull Continuous Bollard Pull Periode Seite 2 von 10

3 The Static Bollard Pull also called Maximum Bollard Pull is achieved shortly after the commencement of the Test, when the Propeller is working in still water and full power is achievable. Once the water is streaming through the propeller the performance decreases e.g. to the effect of cavitation and propeller slip. The remaining traction force is named Continuous Bollard Pull or also Steady Bollard Pull and is measured for a period of about 10 minutes. The result of the achieved traction force of the tug at different performance-levels of propulsion will be certified and an of Bollard Pull certificate will be issued. In general the testing institution is the classification society of the vessel. e.g.: Seite 3 von 10

4 Detailed information could be learned from the record of the test if required. It is not difficult to imagine that these figures are idealized. In practise following losses have to be borne in mind: 1) During a tow it is not possible to maintain 100% power of the main engine for a long period without a development of thermal problems. Therefore it makes sense to take the nominated BHP (Break Horse Power or MCR (Maximum Continuous Rating) or DIN 6270, output A ) of the tug in consideration at 90% only. 2) Keeping in mind that Bollard Pull test results have been determined at 0 speed of the tug, it is understandable, that these results wouldn t have been attained on a tug which would make some speed through the water on his own. Every speed made (and thereby overcoming hydroand aerodynamic resistance) will consume energy or engine power. In other words: For the achievement of Bollard Pull on a vessel making speed through the water on her own, always only as much power is at disposal as is not needed for making this speed. "0" Speed through Water = 100% Bollard Pull max. Speed through Water = "0" Bollard Pull The following curve shows, in adequate precision, tugs own speed related to possible Bollard Pull. 3) Other factors affecting the development of Bollard Pull in a harmful way are: - Roughness of the underwater body of the tug (marine fouling), - pitching, rolling and heaving of the Tug (sea conditions), - high seawater temperature (ME- cooling water problems) Seite 4 von 10

5 For the process to determine the necessary Bollard Pull for a specific towing task the above restrictions have to be kept in mind. We have now arrived at the following question: How much Bollard Pull is necessary? Surely this is one of the most interesting questions in connection with this matter, but also one difficult to answer, too. The Bollard Pull in conjunction with a specific object to be towed must be assessed to: obtain the pre-planed towing-speed, provide sufficient power-reserve to ensure safety of the tow also in unfavourable current- and weather conditions. So, sufficient energy must be provided to overcome the resistance occurring at a swimming body making speed through water. This resistance is made up of several components: Simplified these aret: 1) Hydrodynamic resistance at the Vessel at the towing gear 2) Aerodynamic resistance at the vessel This two values are in turn depending on other parameters as e.g. sea state, wind direction, wind speed, size of the topside facing vertical to the wind direction, yawing and pitching of the object, towing speed through water, roughness of the underwater body, size and amount of propeller, etc. To estimate the necessary value of Bollard Pull several rules of thumbs exists, which all have an empirical history. For this purpose the VHT uses a self developed calculation scheme which includes both empirical as pure mathematical/physical components. This scheme provides values which have been approved in practice and still include a reasonable safety margin. See the following example: Seite 5 von 10

6 Calculation of the required Bollard Pull to tow ship shaped Verschleppung von schiffsförmigen Anhängen ANNEX: MS Example Type: Container length o.a. (L) 160,00 m length p.p. (Lpp) 151,00 m width (B) 17,20 m Superstructure height (Ah) 12,00 m ) Bear in mind superstructure length (Al) 130,00 m ) possible Superstructure width (Ab) 15,00 m ) Deck load Height (main deck-lower keel) (Sh) 15,00 m draught (T) 8,20 m or 26,90 ft Displacement, seawater ,00 to Displacement/Volume (D) ,63 cbm Block-Coefficient (a) 0,63 wetted submerged area (S) 3.834,39 qm or ,41 qft propeller diameter 4,00 m or 13,12 ft number of propeller 1,00 yawing-angle (b) 5,00 wind-angle (g) 25,00 (enter ) wind-speed (Vw) 5,00 BFT. without air stream 20,79 kn 10,69 m/sec incl. air stream 25,79 kn 13,27 m/sec air density 1,22 kg/cbm Shape-Coefficient (hull) 1,00 Shape-Coefficient (superstructure/cargo) 1,20 Vertical area facing the wind 1.552,71 qm Day since last dry-docking 150,00 Tage Sea margin 0,15 see ====>> Speed over ground 5,00 kn 2,57 m/sec Stream ( - if following) 0,50 kn 0,26 m/sec Speed through water (v) 5,50 kn 2,83 m/sec hydrodynamic towing resistance (Rh) 20,22 to aerodynamic towing resistance (Ra) 15,55 to (following) friction due to fouling (Rf) 5,50 to Hydrodynamic resistance of Towing gear (Rg) 0,50 to (lump) Calculated total - towing resistance of tow (Rt) 41,77 to To achieve at gale force: 5,00 BFT the theoretical towing speed (v) of: 5,50 kts through water, the certified Bollard Pull (BP) of the Tug at 100% Engine Power must be 46,00 tonnes equal to BHP-need of: 3.868,00 BHP (about) Tugs standard cruising speed (v2): 14,00 kts It is recommended to use a tug with a certified bollard pull of: 50,00 tonnes. Seite 6 von 10

7 You will have noted that we regard the calculated total resistance to be equal to 90 % of the necessary towing force and thus ascertain the required certified Bollard Pull at 100% Engine Power as follows: 41, = 46,00 Classification societies, also issuing Towage Approval Certificates, are dealing with this problem as follows: e.g. Germanischer Lloyd: Quote The towing force is to be ascertained with due allowance for the tow, the route, the duration of the voyage and the weather and sea state proper to the time of the year. A general reference may be taken as the power by which a tug is able to keep the tow in position with ahead wind of v = 20 m/s = Bft. 8-9 and a head current of v = 1 m/s. (This reference value is not to be interpreted to mean that a tug and tow drifting astern under the effect of higher winds and wave drifting forces in the open sea is exposed to danger. Controlled drifting in the open sea is generally to be regarded as acceptable. In tug service it is normal practise for a towing train to drift under appropriate current and weather conditions.) Unquote Assuming such environmental conditions the required Bollard Pull in the above example would be 65 tonnes. However winds of Bft 9 not coming from ahead but from up to maximum 25 off the bow (counted from ahead) were taken into consideration in this case. Different procedures of other classification societies could provide other values also used in the towing industry. Values determined by using the VHT calculation scheme are throughout still include a reasonable safety margin. Calculations of the Bollard Pull required for a specified towing operation in a specified sea area during a specified season aren t, as said before, an accurate science although with some efforts good results are achievable. The towing industry often works on the basis of experience and it seems that many different people made plenty different experiences. This is indicated by the variety of formulas and recommendations which have been developed empiricly over time. Like aforesaid, the VHT developed his own scheme, correlating with values out of praxis quite satisfactory. Some other formulas and recommendations known to me I will name here, to provide the reader with the possibility to compare and judge on his own: Seite 7 von 10

8 1. Rough calculation of required Bollard Pull in case of ship-shaped tows: R = 2,5 ( R 1 + R 2 + R 3 ) 2240 R 1 = F S V² F = 0,01 S = wetted underwater area in ft² S = 1,025 L pp (C B B + 1,7 T) (m²) Lpp = Length between perpendiculars (m) T = Draught (m) B = Width (m) Cb = Block-Coefficient feet² = m² 10, V = Towing speed in knots R 2 = D² V² N D = propeller diameter of the tow V = Towing speed in knots N = Number of Propeller R 3 = 0,1 R 2 R 3 = Coefficient for resistance of towing gear By using this formula, which is providing a Bollard Pull value corresponding with the hydrodynamic resistance of the ship in calm waters, bear in mind that other factors like roughness of the submerged area, yawing of the tow, aerodynamic resistance and sea state are disregarded. A factor of 2-3, depending to the circumstances, seems adequate. 2. Following formula allows a rough calculation of BHP (Break Horse Power): BHP = D2 / 3 v² 120 D = Displacement of the tow (t) v = towing speed in knots BHP calculated by using the above formula have to be divided by 100 and multiplied by 1,4. The result will be the required Bollard Pull in t for a tug with controllable pitch propellers in Kort nozzles (see page 1). In case non shipshape tows are involved it might be necessary to double the determined values. Seite 8 von 10

9 3. Another formula to roughly determine the requested Bollard Pull under consideration of aerodynamic resistance and Seas state: 2 / 3 [( D v³ ) ( C B D )] K Bollard Pull = mw 1 D = Deplacement of the tow (t) v = Towing speed in knots C mw = coefficient for the mean wind speed B = Width of the tow (m) D 1 = Height of the wind facing area above water level, incl. Deck cargo (m) K = Factor 3-8, depending to the circumstances This formula should only be used during following two situations: Ordinary towing conditions (BFT. 4) V = 6 knots C mw = 0,0025 K = > 3 Keep on station during heavy weather (BFT ) V = 3 knots C mw = 0,015 K = 8 4. A simplified formula for the rough calculation of required Bollard Pull reads as follow: Deplacement( t) 60 Bollard Pull( t) = In this case the minimum Bollard Pull is ascertained by the summand 40, therefore for smaller tows, requiring less than 40 t of Bollard Pull, this formula is not applicable. Seite 9 von 10

10 Comparing the above Formulas with the VHT calculation shoes the following picture: VHT 46 t Formula 1 48 t Factor 3 Formula 2 32 t Formula 3 49 t C mw = 0,0025 K = 3,5 Formula 4 48 to So the recommendation to use a tug providing 50 t Bollard Pull is adequate. Seite 10 von 10

### 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0) Fax: +44 (0)

E 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0)0 7735 7611 Fax: +44 (0)0 7587 310 MEPC.1/Circ.850/Rev.1 15 July 015 013 INTERIM GUIDELINES FOR DETERMINING MINIMUM PROPULSION POWER TO MAINTAIN THE

### Bollard Pull Certification Procedures Guidance Information, 1992

Bollard Pull Certification Procedures Guidance Information, 1992 1. Introduction 1.1 Whilst full scale bollard pull certification is neither a statutory or classification requirement, a true figure of

### The salient features of the 27m Ocean Shuttle Catamaran Hull Designs

The salient features of the 27m Ocean Shuttle Catamaran Hull Designs The hull form is a semi-planing type catamaran. It employs a combination of symmetrical and asymmetrical sponson shapes, thereby combining

### Maneuverability characteristics of ships with a single-cpp and their control

Maneuverability characteristics of ships with a single-cpp and their control during in-harbor ship-handlinghandling Hideo YABUKI Professor, Ph.D., Master Mariner Tokyo University of Marine Science and

### Vessel Modification and Hull Maintenance Considerations Options & Pay Back Period or Return On Investments

Vessel Modification and Hull Maintenance Considerations Options & Pay Back Period or Return On Investments By Dag Friis Christian Knapp Bob McGrath Ocean Engineering Research Centre MUN Engineering 1 Overview:

### Conventional Ship Testing

Conventional Ship Testing Experimental Methods in Marine Hydrodynamics Lecture in week 34 Chapter 6 in the lecture notes 1 Conventional Ship Testing - Topics: Resistance tests Propeller open water tests

### Experience and Future Potential of the Oblique Icebreaker

SHIP Design & Engineering CONSULTING & Project Development ICE MODEL & Full Scale Testing OFFSHORE Development Experience and Future Potential of the Oblique Icebreaker Mika Hovilainen Project Manager

### Where: moulded displacement, in tonnes, as defined in Section 4/ B moulded breadth, in m, as defined in Section 4/1.1.3.

SECTION 11 - GENERAL REQUIREMENTS COMMON STRUCTURAL RULES FOR OIL TANKERS 4 EQUIPMENT 4.1 Equipment Number Calculation 4.1.1 Requirements 4.1.1.1 Anchors and chains are to be in accordance with Table 11.4.1

### Light draught m

Tugboats 900hp tugboat 1200hp tugboat 2400hp ABS ocean going tugboat Built in 2010, brand-new LOA 30.00 m Length 27.76 m Length of waterline 28.75 m Breadth 7.50 m Depth 3.20 m Light draught 1.450 m Full-load

### The OTSS System for Drift and Response Prediction of Damaged Ships

The OTSS System for Drift and Response Prediction of Damaged Ships Shoichi Hara 1, Kunihiro Hoshino 1,Kazuhiro Yukawa 1, Jun Hasegawa 1 Katsuji Tanizawa 1, Michio Ueno 1, Kenji Yamakawa 1 1 National Maritime

### PROJECT and MASTER THESES 2016/2017

PROJECT and MASTER THESES 2016/2017 Below you ll find proposed topics for project and master theses. Most of the proposed topics are just sketches. The detailed topics will be made in discussion between

### IMO REVISION OF THE INTACT STABILITY CODE. Proposal of methodology of direct assessment for stability under dead ship condition. Submitted by Japan

INTERNATIONAL MARITIME ORGANIZATION E IMO SUB-COMMITTEE ON STABILITY AND LOAD LINES AND ON FISHING VESSELS SAFETY 49th session Agenda item 5 SLF 49/5/5 19 May 2006 Original: ENGLISH REVISION OF THE INTACT

### for Naval Aircraft Operations

Seakeeping Assessment of Large Seakeeping Assessment of Large Trimaran Trimaran for Naval Aircraft Operations for Naval Aircraft Operations Presented by Mr. Boyden Williams, Mr. Lars Henriksen (Viking

### SHIP FORM DEFINITION The Shape of a Ship

SHIP FORM DEFINITION The Shape of a Ship The Traditional Way to Represent the Hull Form A ship's hull is a very complicated three dimensional shape. With few exceptions an equation cannot be written that

### Part 1: General principles

Provläsningsexemplar / Preview INTERNATIONAL STANDARD ISO 19030-1 First edition 2016-11-15 Ships and marine technology Measurement of changes in hull and propeller performance Part 1: General principles

### STABILITY OF MULTIHULLS Author: Jean Sans

STABILITY OF MULTIHULLS Author: Jean Sans (Translation of a paper dated 10/05/2006 by Simon Forbes) Introduction: The capsize of Multihulls requires a more exhaustive analysis than monohulls, even those

### Global Maritime Scotland Ltd

Global Maritime Scotland Ltd Johnstone House, 50-54 Rose Street, Aberdeen, AB10 1UD T +44 (0) 1224 625600 F +44 (0) 1224 624447 Email gm@globalmaritime.co.uk Web www.globalmaritime.com Marine, Offshore

### Full Scale Measurements Sea trials

Full Scale Measurements Sea trials 1 Experimental Methods in Marine Hydrodynamics Lecture in week 45 Contents: Types of tests How to perform and correct speed trials Wave monitoring Measurement Observations

### Crew Transfer Vessel (CTV) Performance Plot (P-Plot) Development

Research Project Summary June 2017 Crew Transfer Vessel (CTV) Performance Plot (P-Plot) Development Notice to the Offshore Wind Energy Sector SUMMARY This R&D Summary describes the results of research

### Voith Water Tractor Improved Manoeuvrability and Seakeeping Behaviour

Amsterdam, The Netherlands Organised by the ABR Company Ltd Day Paper No. 2 9 Voith Water Tractor Improved Manoeuvrability and Seakeeping Behaviour Dr Dirk Jürgens and Michael Palm, Voith Turbo Schneider

Navigation with Leeway Leeway, as we shall use the term, means how much a vessel is pushed downwind of its intended course when navigating in the presence of wind. To varying extents, knowledge of this

### Basic Principles of Ship Propulsion

Basic Principles of Ship Propulsion Contents: Page Introduction................................ 3 Scope of this Paper........................... 3 Chapter 1 Ship Definitions and Hull Resistance..................

### RESOLUTION MSC.141(76) (adopted on 5 December 2002) REVISED MODEL TEST METHOD UNDER RESOLUTION 14 OF THE 1995 SOLAS CONFERENCE

MSC 76/23/Add.1 RESOLUTION MSC.141(76) THE MARITIME SAFETY COMMITTEE, RECALLING Article 38(c) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING

### MSC Guidelines for Review of Stability for Towing Vessels (M)

S. E. HEMANN, CDR, Chief, Hull Division References Contact Information a. 46 CFR Subchapter M, Part 144 b. 46 CFR Subchapter S, Parts 170, 173 c. Navigation and Vessel Circular No. 17-91, CH 1, Guidelines

### ITTC Recommended Procedures Testing and Extrapolation Methods Loads and Responses, Seakeeping Experiments on Rarely Occurring Events

Loads and Responses, Seakeeping Page 1 of 5 CONTENTS 1. PURPOSE OF PROCEDURE 2. STANDARDS FOR EXPERIMENTS ON RARELY OCCURRING EVENTS 2.1 Previous Recommendations of ITTC 2.2 Model Design and Construction

### Shallow-Draft Ro-Pax Ships for Various Cargos and Short Lines

Journal of Water Resources and Ocean Science 2017; 6(5): 65-70 http://www.sciencepublishinggroup.com/j/wros doi: 10.11648/j.wros.20170605.12 ISSN: 2328-7969 (Print); ISSN: 2328-7993 (Online) Shallow-Draft

### Multihull Preliminary Stability Estimates are Fairly Accurate

Multihull Design (Rev. A) 45 APPENDIX A ADDITIONAL NOTES ON MULTIHULL DESIGN MULTIHULL STABILITY NOTES Multihull stability is calculated using exactly the same method as described in Westlawn book 106,

### WESTERN BRANCH METALS

WESTERN BRANCH METALS High strength with superior corrosion resistance, AQ- 22 rudders are hydrodynamically designed to provide excellent performance throughout the entire speed range. AQ-22 Rudders AQ-22

### RESOLUTION MSC.137(76) (adopted on 4 December 2002) STANDARDS FOR SHIP MANOEUVRABILITY

MSC 76/23/Add.1 RESOLUTION MSC.137(76) THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING

### Nautical Studies to Define Layout Requirements for a New Sea Lock at IJmuiden

Nautical Studies to Define Layout Requirements for a New Sea Lock at IJmuiden Wim Kortlever, Rijkswaterstaat Freek Verkerk, MARIN photo Flanders Hydraulics Research Smart Ports Seminar April 23, Wageningen

### Anchor and Anchor Cable Losses. Athens, Greece, 2 nd February 2018 Capt. Simon Rapley

Anchor and Anchor Cable Losses Athens, Greece, 2 nd February 2018 Capt. Simon Rapley Anchor Loses Items lost: Whole anchors Anchor crowns Anchor and shackles of cable Anchor and entire anchor cable Shank

### Rules for Classification and Construction Additional Rules and Guidelines

VI Rules for Classification and Construction Additional Rules and Guidelines 3 Machinery Installations 4 Guidelines for Equipment on Fire Fighting Ships Edition 2008 The following Guidelines come into

### MSC Guidelines for Review of Stability for Sailing Catamaran Small Passenger Vessels (T)

K.B. FERRIE, CDR, Chief, Hull Division References: a. 46 CFR Subchapter T, Parts 178, 179 b. 46 CFR Subchapter S, Parts 170, 171 c. Marine Safety Manual (MSM), Vol. IV d. Navigation and Vessel Circular

### LOSS PREVENTION Tugs and Tows A Practical Safety and Operational Guide

LOSS PREVENTION Tugs and Tows A Practical Safety and Operational Guide British Crown Copyright and/or database rights. Reproduced by permission of the Controller of Her Majesty s Stationery Office and

### EVALUATING CRITERIA FOR DP VESSELS

Journal of KONES Powertrain and Transport, Vol. 20, No. 2013 EVALUATING CRITERIA FOR DP VESSELS Jerzy Herdzik Gdynia Maritime University, Marine Power Plant Department Morska Street 81-87, 81-225 Gdynia,

### PERFORMANCE MANEUVERS

Ch 09.qxd 5/7/04 8:14 AM Page 9-1 PERFORMANCE MANEUVERS Performance maneuvers are used to develop a high degree of pilot skill. They aid the pilot in analyzing the forces acting on the airplane and in

### Long and flat or beamy and deep V-bottom An effective alternative to deep V-bottom

Boat dual chines and a narrow planing bottom with low deadrise Long and flat or beamy and deep V-bottom An effective alternative to deep V-bottom Here is a ground-breaking powerboat concept with high efficiency

### Dynamic Stability of Ships in Waves

Gourlay, T.P. & Lilienthal, T. 2002 Dynamic stability of ships in waves. Proc. Pacific 2002 International Maritime Conference, Sydney, Jan 2002. ABSTRACT Dynamic Stability of Ships in Waves Tim Gourlay

### DUKC DYNAMIC UNDER KEEL CLEARANCE

DUKC DYNAMIC UNDER KEEL CLEARANCE Information Booklet Prepared in association with Marine Services Department 10/10/2005 Dynamic Under Keel Clearance (DUKC) integrates real time measurement of tides and

### Figure 1 Figure 1 shows the involved forces that must be taken into consideration for rudder design. Among the most widely known profiles, the most su

THE RUDDER starting from the requirements supplied by the customer, the designer must obtain the rudder's characteristics that satisfy such requirements. Subsequently, from such characteristics he must

### COURSE OBJECTIVES CHAPTER 7 7. RESISTANCE AND POWERING OF SHIPS

COURSE OBJECTIVES CHAPTER 7 7. RESISTANCE AND POWERING OF SHIPS 1. Define effective horsepower (EHP) physically and mathematically 2. State the relative between velocity with total resistance and velocity

### Three New Concepts of Multi-Hulls

Three New Concepts of Multi-Hulls Victor A. Dubrovsky Independent designer, Russian Federation 114-71 Budapeshtskaja Str, St.Petersburg, 192283, Russian Federation Multi-hulls@yandex.ru Abstract Many multi-hull

### w w w. t e i g n b r i d g e. c o. u k

Propulsion Systems for Leisure and Commercial Boats Teignbridge Standard Propellers Teignbridge have been manufacturing standard propellers for the world s production boat builders for decades. The company

### Ship Stability September 2013 Myung-Il Roh Department of Naval Architecture and Ocean Engineering Seoul National University

Planning Procedure of Naval Architecture and Ocean Engineering Ship Stability September 2013 Myung-Il Roh Department of Naval Architecture and Ocean Engineering Seoul National University 1 Ship Stability

### The SDS Skip. Subsea Deployment Systems Ltd.

The SDS Skip SUBSEA SKIP An alternative to enhance the recovery of structures, spool pieces, mattresses etc. during decommissioning work Can be used to transport complex structures or spool pieces to field

### Approximate Method of Calculating Forces on Rudder During Ship Sailing on a Shipping Route

http://www.transnav.eu the International Journal on Marine Navigation and Safety of Sea Transportation Volume 8 Number 3 September 014 DOI: 10.1716/1001.08.03.18 Approximate Method of Calculating Forces

### THEORY OF WINGS AND WIND TUNNEL TESTING OF A NACA 2415 AIRFOIL. By Mehrdad Ghods

THEORY OF WINGS AND WIND TUNNEL TESTING OF A NACA 2415 AIRFOIL By Mehrdad Ghods Technical Communication for Engineers The University of British Columbia July 23, 2001 ABSTRACT Theory of Wings and Wind

### ADAMS OFFSHORE SERVICES LIMITED, 5th Floor, Regent Center, Regent Road, Aberdeen, United Kingdom - AB11 5NS DPSV ADAMS AQUANAUT. DP Capability Plot

ADAMS OFFSHORE SERVICES LIMITED, 5th Floor, Regent Center, Regent Road, Aberdeen, United Kingdom - AB11 5NS DPSV ADAMS AQUANAUT DP Capability Plot Product/Project: StatCap Document title: Synopsis: DP

### Ocean Transits in a 50m, 45 knot Catamaran The Minimisation of Motions and Speed Loss

Ocean Transits in a 50m, 45 knot Catamaran The Minimisation of Motions and Speed Loss Edward Dudson, Ship Design Director, Nigel Gee and Associates Ltd, UK James Roy, Senior Naval Architect, Nigel Gee

### Port Sections Guide Section 01

s Guide 01 Cow Bay Marina Date 10/1/2016 Position (lat / lon) Minimum controlled water depth Chart datum Range of water densities Tidal range alongside Bottom type Dredging regime Distance pilot station

### RESOLUTION MSC.415(97) (adopted on 25 November 2016) AMENDMENTS TO PART B OF THE INTERNATIONAL CODE ON INTACT STABILITY, 2008 (2008 IS CODE)

MSC 97/22/Add.1 Annex 7, page 1 ANNEX 7 RESOLUTION MSC.415(97) THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions

### Rule 8 - Action to avoid collision

a) Any action to avoid collision shall be taken in accordance with the Rules of this Part and shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance

### Minimising The Effects of Transom Geometry on Waterjet Propelled Craft Operating In The Displacement and Pre-Planing Regime

Minimising The Effects of Transom Geometry on Waterjet Propelled Craft Operating In The Displacement and Pre-Planing Regime SUMMARY James Roy, Nigel Gee and Associates Ltd, UK John Bonafoux, Nigel Gee

### IACS URS11 defines the dimensioning wave load for ship design, but what does it mean from a statistical point of view?

IACS URS11 defines the dimensioning wave load for ship design, but what does it mean from a statistical point of view? Seamocs meeting in Malta Gaute Storhaug, DNV Maritime 19th of March 2009 Overview

### APPLICATION NOTE: MARINE APPLICATIONS Trim, Roll and Leeway.

APPLICATION NOTE: MARINE APPLICATIONS Trim, Roll and Leeway. An Alternative VBOX Application Examples of Trim Angle effects Traditionally, the VBOX has been used by automotive markets but the wealth of

### Ship Resistance and Propulsion Prof. Dr. P. Krishnankutty Ocean Department Indian Institute of Technology, Madras

Ship Resistance and Propulsion Prof. Dr. P. Krishnankutty Ocean Department Indian Institute of Technology, Madras Lecture - 6 Bulbous Bow on Ship Resistance Welcome back to the class we have been discussing

### SUBPART C - STRUCTURE

SUBPART C - STRUCTURE GENERAL CS 23.301 Loads (a) Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads (limit loads multiplied by

### Trim and Stabilisation systems NEXT GENERATION IN BOAT CONTROL.

Trim and Stabilisation systems NEXT GENERATION IN BOAT CONTROL www.humphree.com WHEN EFFICIENCY AND PERFORMANCE REALLY MATTERS! Humphree proudly presents the new HCS-5 The HCS-5 combines exceptional mechanical

### BOATS & NOTES January 2008 Article 19. Trawler Talk

BOATS & NOTES January 2008 Article 19 Trawler Talk CONSIDERATIONS IN BUYING A TRAWLER THERE HAS BEEN A CHANGE IN HOW TRAWLER BUYERS EDUCATE THEMSELVES IN PREPARATION FOR BUYING A TRAWLER. It used to be

### Yamal LNG Carrier Development

Yamal LNG Carrier Development 2 nd March, 2017 DSME History of Cooperation between DSME and First co-operation agreement between Daewoo Shipbuilding & Marine Engineering and Technology was signed and entered

### HYDRODYNAMICS OF A SHIP WHILE ENTERING A LOCK

HYDRODYNAMICS OF A SHIP WHILE ENTERING A LOCK T A Vergote, Dredging International, Belgium K Eloot, Flanders Hydraulics Research, Belgium & Maritime Technology Division, EA15, Ghent University, Belgium,

### COURSE OBJECTIVES CHAPTER 9

COURSE OBJECTIVES CHAPTER 9 9. SHIP MANEUVERABILITY 1. Be qualitatively familiar with the 3 broad requirements for ship maneuverability: a. Controls fixed straightline stability b. Response c. Slow speed

### ITTC Recommended Procedures and Guidelines

02 - Page 1 of 17 Table of Contents.....2 1. PURPOSE OF PROCEDURE... 2 2. RECOMMENDED PROCEDURES FOR MANOEUVRING TRIAL... 2 2.1 Trial Conditions... 2 2.1.1 Environmental Restrictions... 2 2.1.2 Loading

### Comparative Stability Analysis of a Frigate According to the Different Navy Rules in Waves

Comparative Stability Analysis of a Frigate According to the Different Navy Rules in Waves ABSTRACT Emre Kahramano lu, Technical University, emrek@yildiz.edu.tr Hüseyin Y lmaz,, hyilmaz@yildiz.edu.tr Burak

Columbia River Pilots Vessel Movement Guidelines Table of Contents I. Introduction.... 2 II. Pilot Transfers.. 3 III. General Information.... 4 Harbor Safety Plan... 4 Restricted Main Engine RPMs 4 Channel

### TECHNICAL CIRCULAR. Circular No: S-P 32/13 Revision: 1 Page: 1 of 7 Date:

Circular No: S-P 32/13 Revision: 1 Page: 1 of 7 Date:22.05.2014 Related Requirement: UR S27 (Rev.6 June 2013) Subject: Retroactive Application for Strength Requirements for Fore Deck Fittings and Equipment

### Development of TEU Type Mega Container Carrier

Development of 8 700 TEU Type Mega Container Carrier SAKAGUCHI Katsunori : P. E. Jp, Manager, Ship & Offshore Basic Design Department, IHI Marine United Inc. TOYODA Masanobu : P. E, Jp, Ship & Offshore

### Preventing Damage to Harbour Facilities and. Ship Handling in Harbours PART 2 INDEX

Preventing Damage to Harbour Facilities and Ship Handling in Harbours PART 2 INDEX 1 Vessel handling is based on the basic knowledge that a vessel floats in the water and returns to its original position

### COMPARATIVE ANALYSIS OF CONVENTIONAL AND SWATH PASSENGER CATAMARAN

COMPARATIVE ANALYSIS OF CONVENTIONAL AND SWATH PASSENGER CATAMARAN Serđo Kos, Ph. D. David Brčić, B. Sc. Vlado Frančić, M. Sc. University of Rijeka Faculty of Maritime Studies Studentska 2, HR 51000 Rijeka,

### Deepwater Floating Production Systems An Overview

Deepwater Floating Production Systems An Overview Introduction In addition to the mono hull, three floating structure designs Tension leg Platform (TLP), Semisubmersible (Semi), and Truss Spar have been

### Propellers and propulsion

Propellers and propulsion Kul-24.3200 Introduction of Marine Hydrodynamics Aalto University 25/10/2015 Introduction of Marine Hydrodynamics 1 Content of the course Resistance Propulsion Introduction, Momentum

### Rules for Classification and Construction Additional Rules and Guidelines

VI Rules for Classification and Construction Additional Rules and Guidelines 11 Other Operations and Systems 6 Guidelines for the Preparation of Damage Stability Calculations and Damage Control Documentation

### S0300-A6-MAN-010 CHAPTER 2 STABILITY

CHAPTER 2 STABILITY 2-1 INTRODUCTION This chapter discusses the stability of intact ships and how basic stability calculations are made. Definitions of the state of equilibrium and the quality of stability

### Introducing The Gemma One

Introducing The Gemma One The Gemma One is a new generation clean vessel: a practical, safe, conservatively styled, amenity-rich, and highly automated boat that can be 100% powered by renewable energy,

### Four forces on an airplane

Four forces on an airplane By NASA.gov on 10.12.16 Word Count 824 Level MAX TOP: An airplane pictured on June 30, 2016. Courtesy of Pexels. BOTTOM: Four forces on an airplane. Courtesy of NASA. A force

### INCLINOMETER DEVICE FOR SHIP STABILITY EVALUATION

Proceedings of COBEM 2009 Copyright 2009 by ABCM 20th International Congress of Mechanical Engineering November 15-20, 2009, Gramado, RS, Brazil INCLINOMETER DEVICE FOR SHIP STABILITY EVALUATION Helena

### National Maritime Center

National Maritime Center Providing Credentials to Mariners (Sample Examination) Page 1 of 14 Choose the best answer to the following Multiple Choice Questions. 1. The maneuvering information required to

### TOWAGE GUIDELINES Page 1 of 17 Issue 4 1 December 2015

TOWAGE GUIDELINES Page 1 of 17 Issue 4 1 December 2015 CONTENTS Section 1 Section 2 Preface Administration Towage Operations Annex 1 Annex 2 Annex 3 Annex 4 Tug Allocation Tables Escort Towage Requirement

### Stan Patrol Executive Summary. The Development of the Damen Interceptor 1102

Executive Summary The Development of the Damen Interceptor 1102 Contents Contents Introduction Typical patrol boat requirements Proven design Hull form Sea Axe Crew ergonomics Navigation & communication

### Krzysztof Patalong. Master Thesis

STANDARD MANOEUVRES SIMULATION OF A FISHING VESSEL Master Thesis developed at "Dunărea de Jos" University, Galaţi in the framework of the EMSHIP Erasmus Mundus Master Course in Integrated Advanced Ship

### How to specify a product. Process Sensors and Mechanical Instruments

How to specify a product Process Sensors and Mechanical Instruments Keep the overview. Here is some guideline information on how to specify our products. Intended as supplementary help to specification

### OFFSHORE RACING CONGRESS

World Leader in Rating Technology OFFSHORE RACING CONGRESS ORC Speed Guide Explanation 1. INTRODUCTION The ORC Speed Guide is a custom-calculated manual for improving performance for an individual boat.

### CHECK YOUR PROGRESS MANOEUVRE SMALL COMMERCIAL VESSEL. Manoeuvre within the limits of responsibility of a Coxswain

CHECK YOUR PROGRESS MANOEUVRE SMALL COMMERCIAL VESSEL NAME: (answers) SEE COXSWAINS QUESTIONS SEE MASTER CLASS 5 QUESTIONS Manoeuvre within the limits of responsibility of a Coxswain Question 1 (1 Mark)

### An Investigation into the Effect of Water Depth on the Resistance Components of Trimaran Configuration

An Investigation into the Effect of Water Depth on the Resistance Components of Trimaran Configuration Muhammad,IQBAL 1 and I Ketut Aria Pria, UTAMA 2 1 Department of Naval Architecture Diponegoro University,

### The Windward Performance of Yachts in Rough Water

14th Chesapeake Sailing Yacht Symposium January 3, 1999 The Windward Performance of Yachts in Rough Water Jonathan R. Binns, Australian Maritime Engineering Cooperative Research Centre Ltd. (AME CRC) Bruce

### Comparing the calculated coefficients of performance of a class of wind turbines that produce power between 330 kw and 7,500 kw

World Transactions on Engineering and Technology Education Vol.11, No.1, 2013 2013 WIETE Comparing the calculated coefficients of performance of a class of wind turbines that produce power between 330

### Numerical Modelling Of Strength For Hull Form Components Of A 700 Tonne Self-Propelled Barge Under Moment And Operational Loading

IOSR Journal of Engineering (IOSRJEN) ISSN (e): 2250-3021, ISSN (p): 2278-8719 Vol. 05, Issue 05 (May. 2015), V1 PP 45-55 www.iosrjen.org Numerical Modelling Of Strength For Hull Form Components Of A 700

### Ventilated marine propeller performance in regular and irregular waves; an experimental investigation

Ventilated marine propeller performance in regular and irregular waves; an experimental investigation G. K. Politis Department of Naval Architecture & Marine Engineering, National Technical University

### FUEL EFFICIENCY IN MODERN RESEARCH ICEBREAKER DESIGN. Martin Melzer

FUEL EFFICIENCY IN MODERN RESEARCH ICEBREAKER DESIGN Martin Melzer Agenda Motivation and Introduction Fuel Efficiency in modern Cargo Ship Design About Research Icebreakers Striving for Fuel Efficiency

### IMO REVIEW OF THE INTACT STABILITY CODE. Sample calculations using a wind criterion. Submitted by Germany. Resolution A.749 (18) and MSC.

INTERNATIONAL MARITIME ORGANIZATION E IMO SU-COMMITTEE ON STAILITY AND LOAD LINES AND ON FISING VESSELS SAFETY 46t session Agenda item 6 SLF 46/6/8 3 July 2003 Original: ENGLIS REVIEW OF TE INTACT STAILITY

### RESOLUTION MSC.235(82) (adopted on 1 December 2006) ADOPTION OF THE GUIDELINES FOR THE DESIGN AND CONSTRUCTION OF OFFSHORE SUPPLY VESSELS, 2006

MSC 82/24/Add.2 RESOLUTION MSC.235(82) CONSTRUCTION OF OFFSHORE SUPPLY VESSELS, 2006 THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization

### Experimental Investigation of the Effect of Waves and Ventilation on Thruster Loadings

First International Symposium on Marine Propulsors SMP 9, Trondheim, Norway, June 29 Experimental Investigation of the Effect of Waves and Ventilation on Thruster Loadings Kourosh Koushan; Silas J. B.

### Reliable Speed Prediction: Propulsion Analysis and a Calculation Example

Reliable Speed Prediction: Propulsion Analysis and a Calculation Example Donald M. MacPherson VP Technical Director HydroComp, Inc. ABSTRACT Speed prediction is more than just bare-hull resistance. Speed

### World Marine Offshore Torskekaj Esbjerg, Denmark

WS30 WORLD BORA Vessel Specification MULTIPURPOSE OFFSHORE SUPPORT Suitable for transfer of crew and cargo to wind industry, crew change vessel, survey, ROV, standby, rescue and guard duties. The vessel

### TONNAGE GUIDE FOR SIMPLIFIED MEASUREMENT

Rev 0 Feb 2004 TONNAGE GUIE FOR SIMPLIFIE MEASUREMENT Coast Guard Marine Safety Center Tonnage ivision (MSC-4) www.uscg.mil/hq/msc TABLE OF CONTENTS 1. PURPOSE...3 2. GROSS / NET TONNAGE VS. ISPLACEMENT

### MISSION BASED HYDRODYNAMIC DESIGN OF A HYDROGRAPHIC SURVEY VESSEL

MISSION BASED HYDRODYNAMIC DESIGN OF A HYDROGRAPHIC SURVEY VESSEL S.L. Toxopeus 1, P.F. van Terwisga 2 and C.H. Thill 1 1 Maritime Research Institute Netherlands (MARIN) Haagsteeg 2, Wageningen, NL 2 Royal

### National Maritime Center

National Maritime Center Providing Credentials to Mariners (Sample Examination) Page 1 of 12 Choose the best answer to the following Multiple Choice Questions. 1. The Certificate of Inspection for your

### Experimental and Simulation Studies on Fast Delft372 Catamaran Maneuvering and Course Stability in Deep and Shallow Water

11 th International Conference on Fast Sea Transportation FAST 211, Honolulu, Hawaii, USA, September 211 Experimental and Simulation Studies on Fast Delft372 Catamaran Maneuvering and Course Stability