Deadweight tanker 6500t

Contents

Introduction

The report is devoted to the design of the "Tanker g/p 3900 t of KM class Ice3 [1] R1 AUT3."

The issues of the general design location of the theoretical drawing, calculations of the statics and dynamics of the vessel, the rigidity of the vessel, the development of a structural middleware, the determination of the capacity of the vessel and the creation of a common ship specification are considered.

Architectural - structural type of vessel

Study of the class of KM vessel

According to the classification of the Russian Maritime Register of Shipping, the designed vessel must meet the following characteristics:

1) KM - vessel must be self-propelled

2) - the vessel must be built in accordance with the Rules and under the supervision of the Russian Maritime Register of Shipping.

3) Ice3 - the vessel must have ice reinforcement of the 3rd category, namely, sail independently in fine rarefied ice at a speed of 5 knots (ice thickness - 0.7 m); sail in the channel behind the icebreaker in solid ice at a speed of 3 knots. (ice thickness - 0.65 m)

4) [1] - when one compartment is flooded, the vessel shall remain afloat in satisfactory condition

5) R1 - sailing in marine areas on a wave with a wave height of 3 percent security of 8.5 m, with a distance from the place of refuge of no more than 200 miles and with a permissible distance between places of refuge of no more than 400 miles.

6) AUT 3 - the vessel must have automation of the third degree, namely, the volume of automation allows the operation of the mechanical installation of the vessel with a power of the main mechanisms of not more than 2250 kW without the constant presence of maintenance personnel in the machine rooms and CPU. Also, according to the terms of reference, the vessel must have a deadweight DW = 3900 t. (weight of payload and reserves of fuel, oil, water, crew weight with baggage, as well as liquid ballast, if the vessel accepts it ).

The vessel is intended for transportation of crude oil and petroleum products by pouring,

Including with a flash point of 55 ° C and below.

Swimming areas. Inland waterways, seas: Baltic, Northern, Norwegian, Mediterranean, Barents, Black, Red, Caspian, Okhotsk, Japanese with sailing restrictions imposed by the ship class.

1.2 Trend of oil tankers development

After 1945, the world bulk fleet entered a period of rapid growth caused by the sharp development of the oil industry.

The peculiarity of the post-war development of oil cargo transportation is the increase in the share of crude oil in the total mass of oil cargo transportation, which is explained by the change in the policy of the largest oil monopolies in the field of placement of oil refineries.

The development of almost complete oil refining technology allowed oil monopolies to place oil refineries in countries that consume refined products. Crude oil, being a homogeneous load consumed by oil refineries in very large quantities, made it possible to create a simpler and more economical organization of its transportation by increasing the carrying capacity of tankers and putting them on certain lines.

At the end of the 40s, the construction of the first heavy-duty tankers (deadweight of 28,000 tons) began, due to the unlimited batch of crude oil shipments.

The bulk of oil is transported by sea, due to the geographical location of the main oil production and consumption areas. The share of oil cargo in the total volume of maritime traffic is constantly growing. Accordingly, the growth rate of the world tanker fleet exceeds the average growth rate of the transport fleet. Thus, if the average annual deadweight growth of the world transport fleet for the period 19651975 amounted to about 6.5%, then the deadweight growth of the tanker fleet exceeded 9%, and in 1,9701974 reached 14%. The share of the tanker fleet in the world transport fleet also increased sharply, reaching over 45% by the deadweight by 1977, compared to 35.6% in 1960.

The main characteristic of the development of tanker engineering in the 1970s was the rapid growth in the deadweight of single tankers, which was most clearly manifested in the years of the tanker "boom" preceding 1974.

The share of small and medium-tonnage tankers deadweight to 70,000 tons decreased markedly. The reason for this is the lower cost-effectiveness of such tankers compared to larger vessels. The specific gravity of the group of deadweight tankers of 125000 175000 tons has increased significantly. Over 3 years, their number and tonnage increased almost 3 times.

The growth of this group was greatly facilitated by the opening of the Suez Canal and the first stage of its deepening, so that tankers of this deadweight can make a ballast transition along the canal.

The largest development was the tonnage group of 225000300000 tons, which occupies a leading position in the existing fleet. A sufficient number of tankers of the specified deadweight (16.6%) and in the ordered fleet. The implementation of the program of expansion and deepening of the Suez Canal should significantly strengthen the competitiveness of tankers of this tonnage group.

In general, shipbuilding is most directly affected by the stability and pace of development of the world economy, in addition, global political stability is also strongly reflected in the tanker industry. The struggle of oil monopolies for Middle Eastern oil had a significant impact on the nature of oil transportation and the development of the world tanker fleet. Thus, the closure of the Suez Canal in 1967 led to an increase in the length of the main cargo flows of crude oil exported from the Persian Gulf to Europe, which created a noticeable deficit in the bulk fleet, removed the restriction on the size of tankers and thereby stimulated the rapid development of large-capacity tanker construction.

As a result of a sharp decrease in oil production and an increase in oil prices at the end of 1973, marine oil transportation significantly decreased and the freight situation worsened, caused by the presence of excess tonnage of the tanker fleet. The subsequent opening of the Suez Canal aggravated the situation in the tanker market.

In the second half of 1974, the process of terminating contracts for the construction of tankers, especially large-capacity ones, began.

The crisis in the field of tanker construction and shipping affected, first of all, super-large-tonnage tankers.

A significant role in maintaining the employment of the tanker fleet is played by the scrapping of old and obsolete ships. But at present, despite the crisis of overproduction of tankers and especially large-capacity ones, the construction of the latter continues, because these ships are more economical to operate.

Numerous calculations conducted by economists show the comparative economic efficiency of the operation of large-capacity tankers and ultra-large-capacity tankers on traditional crude oil removal lines.

Despite the wide possibilities of world shipbuilding, the growth of deadweight of large-capacity tankers is largely constrained by a number of geographical and operational factors. Precipitation and length of tankers are often limited by navigation conditions and the depths of straits and channels on the operation line.

The development of tankers is strongly influenced by tougher requirements for the safety of transportation of oil and petroleum products. Since 1996, the International Maritime Organization (IMO) has been demanding devices on double-hull tankers, the International Convention for the Prevention of Pollution from Ships (MARPOL) limits the volume of one tank to 40 thousand m3, and requirements for the construction of tanks with isolated ballast have been introduced. Meeting these requirements reduces the likelihood of major marine pollution in accidents, but weights the hull, which makes the construction of tankers deadweight above 450-500 thousand tons impractical. One of the concepts of a safe and reliable tanker began on the 21st century - a tanker with a double hull, two engine rooms, two engines, two screws and rudders. Tankers operated on inland waterways, with a carrying capacity of more than 1 thousand tons, have a second hull and transport oil products of all classes. All cargo unloading tankers are equipped with cargo and cleaning systems, liquid cargo heaters (steam, electric or operating due to the use of the heat of off-gas of ship engines), gas discharge pipe systems, deck irrigation, pump compartment ventilation, ballast heating, inert gas systems, mechanical washing and cleaning pipelines of cargo tanks, etc.

1.3 Architecturally structural type of vessel design

Single-deck; a twin-screw, cargo ship (tanker) with a double bottom and double sides in the area of ​ ​ cargo tanks, with a deposit compartment in the bow; equipment and finishing materials used on the vessel allow cold sludge of the vessel at temperatures up to minus 40 ° C and relative humidity of 85%.

Stability of the designed vessel

At the initial stage of design it is necessary to check the stability of the vessel.

The stability of the vessel in this project will be checked only for one case of load: in full load with 100% reserves with evenly distributed cargo.