Ship Drive Train System

The purpose of the propulsion system on a ship is to convert Fuel Energy into useful Thrust to
propel the ship.

Components of Ship Drive Train System

 Brake Horsepower – BHP

 Power output of the engine
 The power of a engine is the product of the torque and the rotational speed.

 Shaft Horsepower – SHP

 Power output after the reduction gears
 SHP = BHP – mechanical losses in reduction gear
 The reduction gear reduces the RPM of the engine to an efficient propeller speed.

 Delivered Horsepower – DHP

 Power delivered to propeller.
 DHP = SHP – losses in shafting, shaft bearings and seals
  DHP is usually 95%-98% of the BHP depending on the propulsion system.

 Thrust Horsepower – THP

 Propeller converts the rotational power into useful thrust.
 Power created by the propeller.
 Product of the speed of advance and the thrust generated by the propeller.
 THP = DHP – Propeller losses

Process of Estimation of Ship Drive Train Losses

The Effective Horsepower (The power required to move the ship hull at a given speed in the absence
of propeller action) is estimated first, and then efficiencies are assumed for each portion of the
drivetrain to estimate the required Brake Horsepower to be installed.

The largest losses in the system are the thermodynamic and mechanical losses in the engines, which
cause the loss of roughly 60% of the fuel energy.
Propulsive Efficiency
The propulsive efficiency is the ratio of effective horsepower to shaft
horsepower, Common values of propulsive efficiency typically range from 55% to
75%

Where; =0.95-0.99,

=0.97-0.99,

=0.65-0.75

Hull Efficiency
The power required to move the vehicle at a steady speed V against a total resistance R T is

RTV The power expended by the propeller in delivering a thrust T at a speed of

advance TVA
Relative Rotative Efficiency
The ratio of ‘behind to open’ efficiencies is called the Relative Rotative Efficiency. is a measure of how
efficiently a ship's propeller is converting the power from the ship's engines into rotational energy to
propel the ship forward.

𝜂𝑅 = 𝜂𝐵/ 𝜂0 = 𝑄0𝑇𝐵 /𝑄𝐵𝑇0

Overall Efficiency
Also called Quasi Propulsive Coefficient (QPC). The quasi-propulsive coefficient measures how
effectively the propeller is converting the power input into propulsive force.

HAMMAD JAVED

Maxsurf Stability Quick Start:

Stability contains the following analysis types.

1. Upright Hydrostatics
2. Large Angle Stability
3. Equilibrium Condition
4. Specified Condition
5. KN Values
6. Limiting KG
7. Floodable Length
8. Longitudinal Strength
9. Tank Calibrations
10. MARPOL Oil Outflow
11. Cross-Flood MSC.362(92), time for
 12. Probabilistic Damage

1. Upright Hydrostatics
Upright hydrostatic in Maxsurf is a calculation mode that allows you to determine the
hydrostatic properties of a vessel at a range of drafts. It involves analysing the distribution of
weight and buoyancy forces acting on the hull of the vessel to determine its stability and
ability to resist capsizing.

Properties that Calculated:

 Draft
 Wetted surface area
 Longitudinal center of buoyancy
 Vertical center of buoyancy
 KMt
 GM
Wetted surface area
The wetted surface area (WSA) of a ship is the total area of the hull that is in contact with the
water.
KMt:

KMT stands for "Keel Moment to Trim". It is a measure of the stability of a ship in terms of its ability to
resist changes in trim. The KMT is calculated using the following formula:

KMT = GM * LCF

where:

 LCF is the longitudinal centre of flotation of the ship in metres.

Large Angle Stability:

Large angle stability is the ability of a ship to remain upright when it is heeled to a large angle.
Large angle stability requirements

 Range of heel angles to be analyzed.

 Trim (fixed or free)
 Load case or load group.
wave form
wave form is a parameter that can be used to specify the shape of the waves that the ship is
subjected to. The wave form can be specified as a sine wave, a cosine wave, or a user-defined
wave.

The key output:

 GZ (or righting lever)

 curves for wind heeling
 passenger crowding levers.
 angle of the first down flooding point

Equilibrium Condition:
Equilibrium Analysis uses the Load case, to calculate the displacement and the location of the centre of
gravity.

Equilibrium analysis requirements

 Load case or load group

 Tank definition in the case of tank loads being included in the Load case (and/or for
 the definition of damage)

Margin Line

It defines the boundary between positive stability and the potential for negative stability (capsizing).

Specified Condition:
In the specified condition each of the three degrees of freedom, for which the hydrostatic properties of
the model are to be calculated, can be set.

Three Sets of variables are provided, labelled Heel, Trim and Immersion. One choice must be made from
each of these groups. Stability will then solve for the vessel hydrostatics at the conditions specified.
KN Values:
KN values or Cross Curves of Stability are useful for assessing the stability of a vessel if its VCG is
unknown.

The KN data may then be used to obtain the GZ curve for any center of gravity height (KG) using the
following formula:

GZ = KN - KG * sin (Heel)

KN Values Analysis Requirements

 Range of displacements to be analyzed.

 Range of heel angles to be analyzed.
 Trim (fixed or free)


Deck Edge:
As the angle of heel increases, there comes a point when the deck of the ship immerses. This angle
is called the angle of deck immersion

Limiting KG:
Limiting KG is the maximum centre of gravity (KG) that a ship can have and remain stable. If the KG is
greater than the limiting KG, the ship will be unstable and could capsize.

Limiting KG Analysis Requirements:

 Range of displacements to be analyzed.

 Range of heel angles to be analyzed.
 Trim (fixed or free)
 Stability criteria for which limiting KG is to be found.
Floodable Length:
Floodable length is the maximum length of a ship that can be flooded before the ship becomes unstable.
If the floodable length is exceeded, the ship will be unstable and could capsize.

Floodable Length Analysis Requirements

 Range of displacements to be analyzed.

 VCG
 Range of permeabilities to be analyzed.
 Trim (free- to- trim to either initial trim or specified LCG)
 Floodable length criteria to be tested.
 Margin line and deck edge (required for criteria)

Permeabilities:

compartments or areas of the ship's hull that are designed to allow water to enter and fill them in the
event of damage or flooding.

Longitudinal Strength:
Longitudinal strength is the ability of a ship's hull to resist buckling under compression.

Buckling is a phenomenon that occurs when a long, slender object is subjected to compressive loads. If
the loads are too great, the object will buckle, or bend, in a characteristic way.

Longitudinal Strength Analysis Requirements

 Load case (including distributed loads if required)

 Tank definition in the case of tank loads being included in the Load case (and/or for
the definition of damage).

Probabilistic damage:
Probabilistic damage is a method of assessing the risk of damage to a ship's hull. The method considers
the probability of different types of damage occurring, as well as the consequences of those damages.
The probability of damage occurring is determined by several factors, including the environmental
conditions, the operating conditions, and the condition of the hull.

Probabilistic damage analysis requirements

? Load case definitions

? Tank and compartmentation definition

? Main probabilistic damage analysis parameters and criteria setup

? Subdivision definitions

? Heel angle range for GZ curve calculation

? Trim

Subdivision is a method of dividing a ship's hull into compartments. The compartments are separated by
watertight bulkheads. If one compartment is flooded, the other compartments will remain dry.

DANIYAL MUBARAK
1. Introduction to Ship Stability

      1.1 Definition and Importance of Ship Stability:

            Ship stability refers to the ability of a vessel to resist capsizing and maintain an upright position
during various operating conditions. It is crucial for the safety, seaworthiness, and overall performance of
a ship.

      1.2 Factors Affecting Ship Stability:

            Various factors impact ship stability, including weight distribution, metacentric height, cargo
loading, ballasting, center of gravity, and external forces like wind and waves.

      1.3 Goals and Objectives of Ship Stability Calculation:

            The goals of ship stability calculation are to assess and maintain the ship's stability within safe
limits, prevent capsizing, ensure the ship's operability under different loading conditions, and comply
with international regulations and standards.

2. Forces and Moments in Ship Stability

      2.1 Weight and Buoyancy Forces:

            Weight force is the gravitational force acting downward on the ship, while buoyancy force is the
upward force exerted by the water displaced by the ship's hull. These forces determine the vertical
equilibrium of the ship.

      2.2 Center of Gravity (CG) and Center of Buoyancy (CB):

            The center of gravity is the point where the entire weight of the ship is considered to be
concentrated. The center of buoyancy is the geometric center of the underwater volume of the ship. The
relative positions of CG and CB affect the stability of the ship.

      2.3 Righting Moment and GZ Curve:

            The righting moment is the moment created by the force of buoyancy acting at a lever arm from
the center of gravity. The GZ curve represents the relationship between the righting moment and the
angle of heel, providing insights into the ship's stability characteristics.

      2.4 Heeling Moment and Stability Criteria:

            The heeling moment is the moment that causes the ship to heel or lean due to external forces like
wind or waves. Stability criteria, such as the angle of vanishing stability (AVS) and the angle of maximum
righting lever (AML), help define safe limits for stability.

      2.5 Trim Moment and Longitudinal Stability:

            The trim moment refers to the moment caused by the difference in draft between the bow and
stern of the ship. Longitudinal stability focuses on maintaining the ship's balance along its longitudinal
axis, avoiding excessive trim and ensuring safe navigation.

3. Metacentric Height (GM)

      3.1 Definition and Significance of Metacentric Height:

            Metacentric height (GM) is the distance between the ship's center of gravity (G) and the
metacentric point (M) when the ship is inclined. It is a crucial parameter that determines the ship's initial
stability and its ability to resist capsizing.

      3.2 Calculation of Metacentric Height:

            The metacentric height is calculated by dividing the moment of inertia of the waterplane area by
the underwater volume of the ship. It provides a measure of the ship's initial stability and influences the
ship's response to external forces.
      3.3 Relationship Between GM and Ship Stability:

            A positive GM indicates a stable ship, while a negative GM suggests an unstable or tender ship. The
relationship between GM and stability is essential in assessing the ship's ability to return to an upright
position after being inclined.

4. Initial Loading Conditions

      4.1 Weight Distribution and Loading Patterns:

            Initial loading conditions involve assessing the distribution of weights on board the ship. This
includes cargo, fuel, ballast, provisions, equipment, and personnel. Proper weight distribution is
necessary to maintain the ship's stability.

      4.2 Centers of Gravity (CG) and Vertical Centers of Gravity (VCG):

            Centers of gravity (CG) represent the vertical position where the weight of ship components is
concentrated. Vertical centers of gravity (VCG) refer to the height of the CG relative to the ship's
baseline. Proper positioning of the CG and VCG is critical for stability.

      4.3 Initial Stability Assessment:

            The initial stability assessment involves analyzing the ship's stability condition under the initial
loading conditions. This assessment ensures that the ship remains within acceptable stability limits and
complies with regulatory requirements.

5. GZ Curves and Stability Criteria

      5.1 GZ Curves: Definition and Purpose:

            GZ curves depict the metacentric height (GM) of a ship as a function of the angle of heel. These
curves provide a graphical representation of the ship's stability characteristics and allow for a visual
assessment of stability throughout the ship's range of heel angles.

      5.2 Construction and Interpretation of GZ Curves:

            GZ curves are constructed by calculating the righting arm (GZ) at various angles of heel. The
resulting curve shows how GZ changes as the ship heels. Interpreting GZ curves helps determine the
ship's stability, its range of stability, and critical angles at which stability is compromised.
      5.3 Angle of Vanishing Stability (AVS) and Angle of Maximum Righting Lever (AML):

            The angle of vanishing stability (AVS) is the angle of heel at which the ship loses its ability to
restore itself to an upright position. The angle of maximum righting lever (AML) represents the angle at
which the ship achieves its maximum righting arm and optimal stability.

6. KN Curves and Loading Conditions

      6.1 KN Curves: Definition and Purpose:

            KN curves illustrate the relationship between the righting arm (GZ) and the displacement (KN) of
the ship. These curves help evaluate stability under different loading conditions, such as light ship, full
load, or ballast, by considering how GZ varies with changes in displacement.

      6.2 Construction and Interpretation of KN Curves:

            KN curves are constructed by plotting the righting arm (GZ) against the displacement (KN) for
various loading scenarios. Interpreting KN curves allows for the comparison of stability characteristics at
different loadings, helping assess the ship's stability across different operational conditions.

      6.3 Analysis of Stability Under Different Loading Conditions:

            Analyzing KN curves under different loading conditions enables an understanding of how stability
varies throughout a ship's operational lifecycle. It helps identify critical loading scenarios and ensures
stability is maintained across a range of cargo configurations.

7. Stability Regulations and Standards

      7.1 International Maritime Organization (IMO) Regulations:

            The IMO sets international regulations and guidelines for ship stability to ensure safety at sea.
These regulations cover areas such as intact stability criteria, subdivision and damage stability, and
stability requirements for specific ship types.

LOAD CASES
Load case 0:
Light Ship Displacement The condition 0 "Light Ship Displacement" means a displacement according to
the heeling test, including a design and construction margin, including fillings of liquids in all machinery
systems, weapons and sensors, filling of sonar domes and fixed ballast, if applicable. This load case
considers in addition the specified crew and their personal blongings, but does not include any
provisions, aircraft, etc
  weight of Bare Hull (Wh): 10,000 metric tons

 Weight of Permanent Fixtures (Wpf): 2,000 metric tons

 Weight of Machinery and Equipment (Wme): 3,000 metric tons

 Total Light Ship Displacement (D): 15,000 metric tons

Load case 1:
Limit Displacement The condition 1 "Limit Displacement" is an unfavorable loading condition, where
stability must be sufficient for the maximum wind forces acting on the ship. It is based on load case 0,
but ballast water tanks are filled as far as necessary and different provisions are fully or partially on
board.

The maximum permissible displacement for ex: Maximum

Permissible Weight (Wmax): 100,000 metric tons

Load case 1A:

Limit Displacement End of Life The condition 1A "Limit Displacement End of Life"      is identical to load
case 1, but includes life cycle margins for maintenance, later conversions and equipment improvements
and additions.

Load case 1B:

Limit Displacement with Icing The condition 1B "Limit Displacement with Icing" is based on the load case
1, but includes icing of the ship's superstructures,

For the load cases which include icing, icing must be assumed up to a height of 20 m above waterline.

The additional weight may be estimated for:

1-free deck areas and front areas of superstructure and deckhouse: 0,5 kN/m2

2- projected front areas of weapons, sensors, boats, masts and rigging, etc.: 1,0 kN/m2

3- free standing top masts, stays and antennas with a diameter below 0,1 m.

Load case 1AB:

Limit Displacement End of Life with Icing The condition 1AB "Limit Displacement End of Life with Icing" is
identical to load case 1A but includes icing of the ship's superstructure.
Load case 2:
Combat Displacement The condition 2 "Combat Displacement" is equivalent to the design displacement.
It is based on load case 0, but includes loading of all provisions at 100 % and does not provide for waste
water or ballast water aboard,

Load case 2A:

Combat Displacement End of Life The condition 2A "Combat Displacement End of Life" is identical to
load case 2, but includes life cycle margins for maintenance, later conversions and equipment
improvements and additions.

Load case 2B:

Combat Displacement with Icing The condition 2B "Combat Displacement with Icing" is based on load
case 2, but includes icing of the ship's superstructures.

Load case 2AB:

Combat Displacement End of Life with Icing The condition 2AB "Combat Displacement End of Life with
Icing" is identical to load case 2A, but includes icing of the ship's structure.

Load case 3:
Medium Displacement The condition 3 "Medium Displacement" is mostly relevant for boats and
auxiliary units. It is based on load condition 0, but includes life cycle margins for maintenance, later
conversions, and equipment and additions as well as a partial content of provisions.

Load case 4: Special Limit Displacement

The condition 4 "Special Limit Displacement" is based on load case 1, but includes additional loading
which may become necessary for carrying out exceptional tasks, e.g. - Transport of troops.

Load case 4A:

Special Limit Displacement End of Life The condition 4A "Special Limit Displacement End of Life" is
identical to load case 4, but includes life cycle margins for maintenance, later conversions, equipment
improvements and additions.

Load case 4AB:

Special Limit Displacement End of Life with Icing The condition 4AB "Special Limit Displacement End of
Life with Icing" is identical to load case 4A, but includes icing of the ship's superstructure.

Load case 5A:

Special Combat Displacement The condition 5 "Special Combat Displacement" is based on load case 2,
but includes fuels as far as necessary for stability and at least 10 % filling, s

Load case 5A:

Special Combat Displacement End of Life The condition 5A "Special Combat Displacement End of Life" is
identical to load case 5, but includes life cycle margins for maintenance, later conversions, equipment
improvements and additions.

Load case 5AB:

Special Combat Displacement End of Life with Icing The condition 5AB "Special Limit Displacement End
of Life with Icing" is identical to load case 5A, but includes icing of the ship's superstructure.

Load case 6:
Maximum Displacement The condition 6 "Maximum Displacement" is identical to load case 2A with an
increase of displacement of 2%.

Load case 6B:

Maximum Displacement with Icing The condition 6B "Maximum Displacement with Icing" is identical to
load case 6, but includes icing of the ship's superstructure.