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TMC (Marine Consultants) Ltd.

Stability & Global Strength

Ship Stability & Global Strength


SEAMASTER (Program Suite) SEAMASTER was originally written in 1979 by the founding partners of TMC, and after continuous upgrading over the years this hydrostatic program remains one of the core in-house programs. The program is used for retrospective investigations on opinion work and also as a proactive tool during salvage consultancy. The program is also sold to clients as an onboard loading instrument and has been installed on many vessels over the last 20 years. TMC carry out intact and damaged stability and longitudinal strength analyses using their in-house, hydrostatic program SEAMASTER, which has been class approved as a loading instrument on a case by case basis for specific ships. The program performs stability and strength analyses, calculated using trimmed hydrostatics. Figure 1: SEAMASTER Program screen view showing vessel profile with stability and longitudinal strength results. Stability criteria may be presented in terms of actual values (shown) or conventional criteria requirements.

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

Program Modules TMCs own additional modules are integrated seamlessly within SEAMASTER depending on vessel type and options required to be considered. The modules are listed below: SEACOC cargo operation control which simulates any proposed loading/ballast sequence and reports automatically on the stability and strength at all intermediate stages; SEAFLOOD immediate access to the effect of flooding any combination of compartments; SEADAM investigates stresses in the hull, damaged or intact, including wave loading effects and also the consequences of grounding; C-PLAN a stowage planning tool which stores container details in database, automatically stows containers, and allows the rapid assessment of loading options; T-PLAN for planning the loading of tankers to be partially discharged at a number of ports and also generates Tanker Forms in accordance with commercial practice; COMLASH analyses all container and lashing forces. This is an autonomous module, but may be used in conjunction with C-PLAN, above (see separate download for COMLASH).

Data Required The amount of plans (as-built and approved) and supporting documentation required depends on the level of modelling complexity required, and also how comprehensive various sources of data are. Accordingly, some or all of the following data will normally be required: Lines plan / body plan / offsets / other approximate source (e.g. docking plan); General arrangement; Capacity plan; Profile and Decks plan; Midship Section; Shell expansion; Stability book and longitudinal strength information (including comprehensive tabulated hydrostatics, lightship weight distribution, standard loading conditions); Actual scantlings (e.g. thickness gauging report); Loading condition; Draught surveys; Damage status report; Sea wave data (for specific wave loads);

In cases where there is no data available, it is often possible to construct a model using an existing model from our extensive library, as TMC has a database of some 400 models of various ship types created using SEAMASTER, from which a geometrically similar, or even sister, ship may be derived.

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

Modelling Hull Form the SEAMASTER program initially requires a hull form to be generated which is defined using transverse sections. Input data is required in the form of hull offset data obtained from either lines plan, body plan or tabulated values (other sources such as docking plan are also useful). Plans can also be inputted manually, imported via spreadsheet or via digitiser. Shell plate thickness can be attributed at the end in order to distinguish moulded and extreme dimensions. Hull Appendages external appendages such as skeg, rudder, bar keel, etc and hull cut-outs (e.g. tunnel thrusters) that influence buoyancy or which may be required for graphical or geometric purposes can also be defined. The program has been proven by validation of hydrostatics with published design data over the years, together with class approval procedures on a case-by-case basis. Usage onboard as a loading instrument, as well as for salvage cases and for retrospective analysis has confirmed the high degree of accuracy of the program in cases where the hull form and internal compartment geometries are known. Internal compartments - in most cases, internal spaces are required to be defined, either for geometrical reasons alone or because of complex filling of bulk cargo/liquid and associated permeability levels. Internal tanks and spaces are defined by boundaries comprising flat or horizontal plane surfaces, or more complex polygons where boundaries are irregular, and in any orientation. Loading either by geometrical compartment loading (see above) or by non-geometrical point loads which can, if required, be assigned a distributed length to simulate a uniformly distributed load over the boundary defined. Also, a free surface moment of a non-geometrical point load can be assigned. Calculated volumetric capacities and free surface moments may be validated against vessel data, where available. Figure 2: SEAMASTER Program water ballast and break bulk cargo summaries.

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

SEAMASTER enables access of principal loading conditions, entry of deadweight items and analysis of other intact/damage loading with vessel draught, trim, heel, stability and longitudinal strength continuously updated and shown. The program provides detailed stability and strength results giving a comparison between the calculated condition and the required or observed (draught survey) condition. Figure 3: SEAMASTER Program stowage plans.

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

Figure 4: SEAMASTER Program screen view showing stability and longitudinal strength results.

In summary, SEAMASTER has the following functionalities and calculates: Draughts (at end perpendiculars, amidships, LCF, draught marks or at user defined locations on the hull sides/centreline); Trim and list (dimension/angle); Displacements and hydrostatics, with sounding tables; Lightship weight breakdown; Deadweight items and groups breakdown; Intact/Damage compartments breakdown; Geometric loads (% compartment filling, or by weight); Non-geometric loads (varying length and specified centre of gravity); Free surface effects; Grain stability; Density variations; Suspended (crane) loads; Longitudinal strength (shear force, bending moment, torsion moment); Deflection amount (hog/sag).

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

SEACOC (Cargo and Ballast Control) Cargo operation control is a feature only available with the SEACOC module. This checks all the intermediate stages of any complex loading/ballast operation. Entries for various compartments or tanks are independent. To simulate loading (or discharge), start and finish times are required for every hold. Ballasting and de-ballasting operations may be run simultaneously. Minimum step times are in 0.1hour intervals (6 minute intervals). Other instances where SEACOC may also be used include transient voyage conditions, after allowing for consumables, and also as part of a salvage tool in SEADAM after incorporating aspects such as flooding rates and grounding. Figure 5: SEACOC Module cargo operations control.

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

SEAFLOOD (Flooding) The flooding module in SEAMASTER allows for the ships waterline to move well above, or sink well below, the assigned draught limit with excessive trim and list. Free-flooding of any space is computed including the flooding of normally dry spaces such as the engine room, cargo spaces, cofferdams and void spaces. A time simulation of the effect of water ingress can be chosen as an alternative to the free-flooding option, which gives the state of the ship at any given time after the size and position of the damage is input. Time-simulated flooding can be interrupted at any point in time, which is useful for retrospective investigation, and can be combined with features such as air pressurisation or applied pump rates for salvage. Figure 6: SEAFLOOD Module damaged tanks and flooding.

In summary, the SEAFLOOD module has the following functionalities and calculates: Flooding of compartments (partially filled, filled, stage flooding by step/time) and associated draught, trim and list; Observed draughts option; Damage hole size (within external or internal boundaries); Flooding modes (down-flooding, up-flooding, cross-flooding; Hole size definition (exterior boundary / interior boundary); Floodwater ingress rate (time domain, cargo miscibility); Liquid cargo outflow rate; Permeability (volumetric); Pump rate option; Air pressurisation option; Geometric loads (% compartment filling); Non-geometric loads (unit/point loads); Grounding support type (single/two point, line); Tidal effects; Damage longitudinal strength (shear force, bending moment, torsion moment); Deflection amount (hog/sag).

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

SEADAM (Wave Induced Loading) Although the permissible hull bending moment and shear force for sea-going conditions take into account the effect of waves, these values are assigned by Class in accordance with their rules (i.e. maximum wave amidships). Wave loading for this purpose are arbitrarily determined for design purposes. However, it is sometimes necessary to know what the actual loads are for a given wave height, and heading. This may be particularly important following grounding, or if hull damage has been sustained resulting in flooding resulting in reduced bending strength and stiffness (and/or reduced shear and torsion strength). Figure 7: SEADAM Module wave induced loading.

In order to determine wave-induced applied loading, SEADAM requires two of the main parameters to be inputted: i.e. wave height, wave length and wave period. Accordingly, the wave shape including slope is obtained. The crest location along the hull and incident angle may also be defined and the influence on longitudinal vertical bending determined. The ship is poised on a 2nd order Stokes wave which is similar to a trochoidal wave. The wave parameters can be altered as described above, and the related parameters are adjusted automatically. Vessel draught and trim are automatically updated to obtain static equilibrium, and although this ignores dynamic effects, any error involved is generally not considered large in the context of uncertainties surrounding wave definition. Limitations of linear motion theory apply concerning very high waves and the varying shape and size of hull.

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

SEADAM (Grounding) The seabed is defined either as Rock (i.e. force concentrated at the two specified points) or Sand (force distributed over the whole length specified). If the water depths specified are less than calculated free floating draughts, then the vessel is grounded. All draught, stability and strength parameters are calculated based upon the location and value of the ground reaction. If the water depths are less than the draught at one end or at a specific location along the hull, then the vessel will trim (heel) about this location as a function of the longitudinal (transverse) centres of buoyancy and ground reaction, calculated by the program using combined moments of the displacement and the ground reaction. If the water depths specified at the draught marks are all greater than the calculated free floating draughts, then the vessel will automatically float free and the ground reaction is displayed as zero. The calculated draughts in this case will simply be those obtained by hydrostatics in the normal way. Tide may be incremented by gradual amounts (+/- 1 cm) and the stability and strength is updated automatically. Figure 8: SEADAM Module - screen view showing vessel during grounding analysis, with stability and longitudinal strength results.

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

SEADAM (Scantlings and Stresses) SEADAM calculates the bending stress in still water or waves (any incident heading and wave). Regarding structural response, stresses are calculated for each of the longitudinally continuous structural members based on classic beam theory. For an upright and intact hull, or in cases of symmetrical port/starboard damage and/or symmetrical flooding, the resultant stresses calculated are about the horizontal axis with an accompanied vertical shift of the neutral axis. Damaged or wasted structure is represented in SEADAM by changing the efficiency (% loss) of individual plates and stiffeners. For asymmetrical damage or flooding, the hull girder bending characteristics change, with the neutral axis shifting vertically and to one side (i.e. vertically moved, offset to the centreline and angled to the horizontal). In this case, the resultant stresses calculated allow for combined bending about both the horizontal and vertical axes. In summary, SEADAM calculates the residual strength capability of the vessel and this is used in the context of applied loading by taking into account the loading condition and free surface effects, and any flooding or grounding as determined in the SEAFLOOD module. Figure 9: SEADAM Module intact/damage structure and calculated bending stress.

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

Figure 10: SEADAM Module damaged midship section and revised neutral axis.

In summary, the SEADAM module incorporates the following functionalities and calculates: Geometrical definition of transverse section scantlings (continuous structural members); Reduction of scantlings due to wastage; Missing/deformed structure due to damage; Wave induced loading; Residual bending strength and stiffness calculated (i.e. applied stresses in the individual structural members resulting from the longitudinal, vertical bending of the intact/damaged hull girder); Damage longitudinal strength (shear force, bending moment, torsion moment); Deflection amount (hog/sag).

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

TMC (Marine Consultants) Ltd. Stability & Global Strength

Figure 11: SEADAM Module damaged section and calculated residual strength.

Telephone: +44 (0)20 7237 2617, email: info@tmcmarine.co.uk www.tmcmarine.co.uk

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