MHIs New System Enhancing Damage Stability

October 23,2012 Masanori Onzuka Development & Initial Designing Section Shimonoseki Ship & Ocean Engineering Department

SHIPBUILDING & OCEAN DEVELOPMENT

2012 MITSUBISHI HEAVY INDUSTRIES, LTD. All Rights Reserved.

Contents

1.
2.

Introduction
Outline of the new system (Righting moment recovery system) An example of damage stability calculation with and without the new system for RoRo ship Conclusion

3.

4.

INTERFERRY 37th ANNUAL CONFERENCE 2012 Dubai, U.A.E.

2012 MITSUBISHI HEAVY INDUSTRIES, LTD. All Rights Reserved.

Contents

1.
2.

Introduction
Outline of the new system (Righting moment recovery system) An example of damage stability calculation with and without the new system for RoRo ship Conclusion

3.

4.

INTERFERRY 37th ANNUAL CONFERENCE 2012 Dubai, U.A.E.

2012 MITSUBISHI HEAVY INDUSTRIES, LTD. All Rights Reserved.

Short review of the damage stability rule

1st January 2009, Revised SOLAS was entered into force.

- Harmonization of damage stability rule for both passenger ships (deterministic concept) and dry cargo ships(probabilistic concept)
- Passenger ships: RoRo Passenger ships, Cruise ships
(Passenger 13 persons)

- Cargo ships

: RoRo ships, Car carriers, General Cargo ships

(Passenger 12 persons)

- The probabilistic damage stability requirement was adopted to the passenger ships. - Strengthened requirement in probabilistic damage stability
(ex) Required Index Vertical extent of damage Permeability of damage compartment
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Formula of probabilistic damage stability rule

Formula of probabilistic damage stability rule

RA
R :Required subdivision Index
Cargo ships( Ls 100)

A :Attained subdivision Index A = 0.4 As + 0.4 Ap + 0.2 Al

As: A index at the deepest draught Al : A index at the light service draught Ap: A index at the partial subdivision draught
(light service draught + 60%difference between ds and dl)

R=1-

128
Ls + 152

Ls : subdivision length
Passenger ships

R=1-

5,000 Ls + 2.5N + 15,225

A ( As,Ap,Al )= pi x si
pi :the probability of compartment or group of compartments may be flooded si :the probability of survival after flooding the compartment or group of compartments

N = N1 + 2N2
N1 : number of persons for whom lifeboats are provided N2 : number of persons the ship is permitted to carry in excess of N1
4

si = f (Gz, heel angle), 0si 1

Gz : righting lever of the residual stability Heel angle: equilibrium heel angle
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Difference of the required damage stability rules

Difference of the required rules between dry cargo ships and passenger ships Dry Cargo Ships
Probabilistic damage
- AR - A= pi x si - As 0.5R Ap0.5R Al0.5R

Passenger ships
Probabilistic damage
- AR - A= pi x si - As 0.9R Ap0.9R Al0.9R

Collision bulkhead damage (Minor Damage)

-si=1.0

Side shell damage (Minor Damage) -2 compartment damages

-si0.9

Double bottom damage

-Any part that is not fitted with a double bottom shall be capable of withstanding bottom damages -si =1.0

Double bottom damage

-Any part that is not fitted with double bottom shall be capable of withstanding bottom damages -si =1.0

* ) Cross flooding time for equalization shall not exceed 10min.

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General approaches to the strengthened damage stability rule

General approaches to satisfy the damage stability rule Approach Increasing the ship breadth (Increasing the GoM) Loading the ballast water into ship bottom tanks (Increasing the GoM) Dividing the lower cargo holds into small compartments (Limiting the sea water flooding) Demerit -Increasing the hull resistance (Decreasing the propulsive performance) -Decreasing the cargo payload

-Decreasing the space for cargos -Decreasing the operability of cars and trucks handling within the cargo holds

- MHI developed a new system for enhancing damage stability.

(Righting moment recovery system after flooding)

- MHI recieved the international patent for the new system.

Japan(2012), South Korea(2012), U.S.A.(2012)
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Contents

1.
2.

Introduction
Outline of the new system (Righting moment recovery system) An example of damage stability calculation with and without the new system for RoRo ship Conclusion

3.

4.

INTERFERRY 37th ANNUAL CONFERENCE 2012 Dubai, U.A.E.

2012 MITSUBISHI HEAVY INDUSTRIES, LTD. All Rights Reserved.

Basic idea of the new system Basic Idea Increasing the GoM after flooding and enhancing damage stability
( = Righting moment recovery)

Lowering the center of gravity by enforcing the flooded sea water entering quickly into the void space near the ship bottom

( = Downflooding )

Cargo holds Void space for downflooding (ex) fin-stabilizer rooms, duct keels
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Overview of the new system

Conceptual drawing of the new system
Stability monitoring and control system
Side shell

Side shell

Valve control signal line

Sea water

Sea water Car deck (Watertight deck)

Tank (B.W.TK., F.O.TK., F.W.TK.)

Void space for downflooding

Seawater inlet & Watertight hatch (Downflooding hatch)

Elements of the system Seawater inlet & Watertight hatch Stability monitoring and control system Valve control signal line Void space
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Purpose of the elements

-Feeding the sea water into the void space through inlet (Watertight door is closed during usual voyage.) -Detecting the sea water on the car deck in case of ship damage -Ordering the watertight doors opening -Signal line for opening valve of the watertight hatch -Space for downflooding near the ships bottom

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Downflooding sequence diagram

The ships hull is damaged and seawater floods into ship

Lower cargo hold

Water level detection sensor
-The water level sensors detect flooding and send an aarm signal to wheel house.

Alarm signal

The Wheel house Stability monitoring and control system

-The crews notice the flooding in the lower cargo hold and order the downflooding.

Electric cylinder
-The electric cylinders get the operation signal and open the downflooding hatch (The opening action will be finished in less than 2 sec)
Operation signal

Downflooding
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Detailed structure of down flooding device

Car deck
Bar(200mm stroke)

Electric cylinder(water-proof) x 2

Downflooding hatch
Car deck(Watertight)

Grating

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Contents

1.
2.

Introduction
Outline of the new system (Righting moment recovery system) An example of damage stability calculation with and without the new system for RoRo ship Conclusion

3.

4.

12

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Principal Particulars of RoRo ship

Principal Particulars Item
Length (overall) abt.166.9 m

Length (b.p.)
Beam (mould) Draft (scan.) Depth(upper deck) Service speed Passenger Main engine Service route

158.0 m
27.0 m 6.70 m abt.23.3 m 23.0 knots 12 persons MR 13,920kW x 120rpm Limited greater coasting(Domestic)

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Downflooding hatch position

Downflooding hatch position

Cargo holds Downflooding device

Tank Top

Void Space for downflooding (Duct keel) B.W.TK. F.O.TK.

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Damage extent

1 1-2

3 3-4 2-3 1-3 2-4

5
5-6 4-5 4-6

7 7-8 6-7

8-9 7-9

5-7 3-5 6-8

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Calculation results of each damage case

(Calculation soft; NAPA)

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Result of A index
Calculation result of A index with and without the new system
Without new system Equipped with new system

R Index
0.2 Al 0.4 Ap 0.1191 0.2836

0.598
0.1583 0.2968

0.4 As

0.2723

0.2827

A index

0.6750

0.7378(+0.0628)

Corresponding to loading

350t ballast water

in the ship bottom
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Contents

1.
2.

Introduction
Outline of the new system (Righting moment recovery system) An example of damage stability calculation with and without the new system for RoRo ship Conclusion

3.

4.

18

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2012 MITSUBISHI HEAVY INDUSTRIES, LTD. All Rights Reserved.

Conclusion - MHI developed a new system enhancing damage stability in response to the revised SOLAS. - MHI received the international patent for the new system in Japan, South Korea and U.S.A. - MHI targets installation of the new system on new ships to which the the revised SOLAS is applied such as ; RoRo ships, PCTCs and ROPAX ships. - 170m-long RoRo ship equipped with the new system will be delivered on March 2013.

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Thank you for your attention!

www.mhi-global.com

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