gigantism in shipbuilding - cesam
TRANSCRIPT
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 1
GIGANTISM IN SHIPBUILDING
AND
CORRELATIVE SAFETY REQUIREMENTS
LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES
28 ET 29 AVRIL 2009
Jean-François SEGRETAIN Bureau Veritas – Marine Division – Paris
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 2
• Economy of scale: less carrying cost per unit of cargo or
passenger
• Imperative to ensure a sufficient filling ratio
• Reduced flexibility is a disadvantage:
• Reduced number of port facilities
• Shortage of docking facilities
• Not allowed in Panama & Suez canals. Malacca strait
in the future?
• Volume of casualties
THE GLOBAL PICTURE
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 3
SHEER SIZE
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 4
1. Tankers
2. Bulk carriers
3. Container ships
4. Cruise-liners
CONCERNED SHIPS
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 5
Tankers built in France from 1935 to 1980
Maximum deadweight versus years
TANKERS
and studies for 1,000,000 tdw tankers
0
100000
200000
300000
400000
500000
600000
1935 1940 1945 1950 1955 1960 1965 1970 1975 1980
year
t dw
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 6
TANKERS
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 7
Magdala : 211 000 tdw Bételgeuse : 120 000 tdw
L = 268.66 m B = 38.92 m D = 20.35 m d = 15.087 m
Bottom thickness = 26 mm DH
TANKERS
L = 307.47 m B = 47.17 m D = 24.5 m d = 17.68 m
Bottom thickness = 27 mm DH
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 8
Batillus : 550 000 t - CA 1976 for Shell
TANKERS
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 9
Batillus & Nordic Clansman
TANKERS
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 10
Batillus : 550,000 tdw
L = 414.22 m B = 63 m D = 35.9 m d = 28.6 m
Bottom thickness = 27,5 mm DH Side shell thickness = 25 m
TANKERS
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 11
TANKERS
Technical structural challenges
• Magdala: shear buckling during tank tests
solved by measurements and stress computation (first time)
• 300,000 tdw with HS steel: early fatigue cracking
solved by fatigue tests, detail new designs
• 550,000 tdw: springing phenomenon
solved by ship behaviour and
structural response computation
verified by hull stress monitoring
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550,000 tdw operational safety
TANKERS
Stop length > 2 miles - Turning circle diameter > 1 mile
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550,000 tdw operational safety
TANKERS
two independant engine rooms two propellers, two rudders
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 14
Bulk carriers built from 1955 to 2007
Maximum deadweight versus years
BULK CARRIERS
0
50000
100000
150000
200000
250000
300000
350000
400000
1950 1960 1970 1980 1990 2000 2010 2020
Year
t dw
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Berge Stahl 364,000 tdw (9 ships)
BULK CARRIERS
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Very Large Ore Carriers (VLOC)
MAIN PARTICULARS:
L.O.A. 327.00m
B.MLD 55.00m
D.MLD. 29.00m
Summer Draft 21.40m
Gross Tonnage 152,305T
Net Tonnage 55,601T
Deadweight 297,592T
Speed atb. 14.5Knots
MAIN ENGINE:
MAN B&W 6S80MC-C Mk7 1set
M.C.O. 22,360kW(BHP)*73rpm
NOR.O. 19,000kW(BHP)*abt.69rpm
HE HENG
Source NACKS SHIPYARD
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 17
Technical structural challenges
• First generation: lamellar tearing at bulkhead foot
solved by steel plate testing requirement (Z grade plates)
• Hatchcoaming/hatchcover stiffnesses: hold tighness
solved by hatchcoaming deformation computations
• Ballast in cargo tanks: sloshing and damages
solved by model tests and upper tank shape design
• Fatigue cracks and domino effect: shell brittle fracture
solved by stress computations, fatigue and crack propagation
• Fast loading by gravity (16,000 t/h): bottom pressure
solved by R&D and impact structural response computation
BULK CARRIERS
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 18
Technical structural challenges
BULK CARRIERS
Resulting damage
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 19
Technical structural challenges
BULK CARRIERS
Fatigue cracks
Domino effect Resulting damage
hole
bulkhead 4/5 bulkhead 3/4
deck
bottom
FR 188 FR 217
welds at the origin of the failure
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 20
Technical structural challenges
BULK CARRIERS
Loading process Plate dynamic response
Z
16,000 t/h h = 26 m
h
0
0,01
0,02
0,03
0,04
0,05
0,06
0,07
0 0,02 0,04 0,06 0,08 0,1 0,12 0,14 0,16 0,18 0,2
Amplification factor / static = 1.85
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 21
• Green water on fore deck: ship losses
solved by R&D and new rules for fore part and monitoring
• Ballast water exchanges: stability, crew safety
solved by computation, operational procedures
BULK CARRIERS
Operational safety
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BULK CARRIERS
Water ballast exchange
Flow throughSequential exchange
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 23
BULK CARRIERS
Green water on fore deck
1. Hitting of a strong wave ahead
2. Shipping of green water
3. Damage of the first hatch cover, water ingress in hold
4. Negative trim, cargo fluidisation, sloshing
5. Damage of the hold nb 1 / nb 2 bulkhead
6. Flooding of the hold nb 2, stability loss
7. Ship capsizing
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CONTAINER SHIPS
0
2000
4000
6000
8000
10000
12000
1980 1985 1990 1995 2000 2005
Year
Capacity in TEUs
Container ship evolution from 1980 to 2007
Maximum capacity versus years
projects of 12,500 TEUs
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Traffic TEUs worldwide (million TEUs)
Annual growth in the 9% order was expected before the economic downturn.
0
100
200
300
400
500
600
700
800
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 26
CONTAINER SHIPS10,960 TEUS container ship
L = 346,5 m B = 43,2 m T = 15 m V = 25 knots
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 27
Ever Larger Vessels
Big Box Ships
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Ship Year TEU Loa (m) Beam
(m)
Draft (m) Speed
(kn)
CMA-CGM
Hugo
2004 8 200 334.1 42.8 14.5
DSME 2009 9 000 347 45.2 15.5 24.3
HHI 2009 11 400 363 45.6 15.5
DSME 2009 13 000 365.5 51.2 14.0
Power is about 72 000 kw to 80 000 kw with 2-stroke low rpm12 –14 cylinders Diesel engines
Operating draft between 14 m and 15 mAir draft about 64.5 m
Representative ship dimensions
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 29
M/V EMMA MAERSK
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M/V EMMA MAERSK
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In order to handle much
larger vessels and
consignment sizes
terminals must both
expand and make better
use of existing facilities
In North Europe,
consignment sizes are
averaging nearly 2700TEU
for 6000TEU+ sizes. For
very large vessels, up to
5000TEUs have been
handled at single port
calls
These increases will be
noted in all major front
rank ports
Implications for container terminals
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Bureau Veritas LE RENDEZ-VOUS DE L'ASSURANCE TRANSPORTS - CANNES - 28 ET 29 AVRIL 2009 32
• Large and slender hullform boxships have relatively small bending and
torsional rigidity
• Therefore, the natural frequencies of hull girder vibrations are relatively
small (large natural periods)
• High forward speed of container ships gives increases the wave
encounter frequency (smaller wave encounter period)
• Consequently, dynamic phenomena which are second order for
average size vessels may become of high importance for ULCS
• Main issue: vibratory structural response and associated fatigue
damage caused by whipping and springing
ULCS*: The technical issue
• Extrapolation of existing designs to ULCS dimensions risky business?
* Ultra Large Container Ship: 10,000+ TEU
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• Whipping is a transient phenomenon characterised as hydrodynamic
impact enforcing high frequency hull girder bending stresses (vibration)
– Increased sagging and hogging wave bending moment (stress
ampltitude)
– Increased fatigue loading (small range high frequency damped
cycles and low frequency stress range)
• Whipping generally occurs in head seas when sailing severe sea
states; main vibration mode is vertical bending
• Springing is a resonant phenomenon characterised as small range
high frequent bending stresses which are added to the large range
wave frequent bending stresses
– Increased fatigue loading (small range high frequency cycles)
• Springing generally occurs in quartering seas when sailing in non-
severe sea states (waves with small period have limited height); main
vibration modes are torsional bending, vertical bending and horizontal
bending
Whipping & Springing
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Full scale measurements: Lashing@Sea
Transverse accelerations
CMA CGM Rigoletto – 9400 TEU – BV Class
Measurement of hull stresses and container accelerations
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SPRINGINGResults:
Frequencies
Mode (Hz)
torsion 0.366
flexion 0.496
torsion 0.499
torsion 0.899
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• Whipping can cause an increase in total vertical bending moment of
about 20%
• The whipping induced increase in fatigue damage during the vessel
lifetime has been found to be of the order of 3 to 5%
• The springing induced increase in fatigue damage during the vessel
lifetime has been found to be of the order of 4 to 10%
• Consequences for the design of ULCS
– The hull girder ultimate strength check will need to take into account
the increase in dynamic hull girder loads
– Increased attention required for the design of fatigue sensitive
structural details (hatch corners, longitudinal connections, etc.)
• Effects of whipping and springing will become more important for new
designs for container ships of over 400 m in length (over 13,000 TEU)
ULCS: What are the findings?
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VeriSTAR LASHING: verification and optimisation of stackweight and lashing equipment
High quality user friendly tools for
efficient design
MARS2000: longitudinal & ultimate strength, transverse bulkheads, torsion, fatigue
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• Necessary for large container ships…
Direct Ship Analysis
13,000+ TEU
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• Flexible hull structure due to open box holds (vertical bending and
torsion) and weight optimisation (FE calculations)
• High power output for high sustainable service speed
• Main engine and crankshaft stiffness are relevant parameters due to
specific architecture of main engine
• Hydrodynamic design aspects for single screw high powered ships
(vibrations excitations, cavitation erosion)
• Direct coupling between line shafting and crankshaft
container ships
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Technical structural challenges
• Large open deck: torsion, fatigue in hatch corners
solved by measurements at sea, then stress computations
• Wave impacts: slamming, slapping, green water
solved by hydrodynamic computations, hull monitoring
• Dynamic wave loads: hull girder springing, whipping
solved by stress computation and fatigue verification
• Motion accelerations: on deck container lashing
solved by load and stress computations, lashing design
• Propulsion power: shaft alignment, rudder errosion
solved by elastic alignment, rudder shape and material
CONTAINER SHIPS
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HATCH COAMING/CASTLE CONNECTION
HATCH CORNERS
CROSS DECK CONNECTIONS
LONGITUDINAL HATCH COAMINGS
TRANVERSE BULKHEAD CONNECTIONS
FORE BOTTOM
(Slamming)
BOW FLARE
(Slapping)
CONTAINER SHIPS
Structural critical areas
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CONTAINER SHIPS
Container lashing failure
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Advantages:
- Short lashing lines
- 2 workers at the same time
- Easier working conditions
Inconvenient:
- Heavier equipment
Lashing deck on 2 levels
CONTAINER SHIPS
Container lashing innovation
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CONTAINER SHIPS
Rudder erosion
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Horizontal
plates
INOX
Rounded
CONTAINER SHIPS
Rudder erosion
Proposed solutionsConcerned areas
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• Fast speed: collision risk
solved by manoeuvrabilty and navigation rules
• Containers on deck: visibility, green water
solved by monitoring, bridge position
• Containers on deck: parametric rolling
solved by R&D, computation and navigation rules
Operational safety
CONTAINER SHIPS
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CONTAINER SHIPS
Visibilty from bridge
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CONTAINER SHIPS
Visibilty from bridge
5900 TEU
275 M
8200 TEU
335 M
12500 TEU
360 M
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CONTAINER SHIPS
Shipping of green water
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CONTAINER SHIPS
Shipping of green water effects
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CONTAINER SHIPS
Parametric rolling effects
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CONTAINER SHIPS
Parametric rolling computation
Roll
time history
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“normal” rolling
parametric rolling
Hs_1
Tp_1
Hs_2
Tp_2
CONTAINER SHIPSParametric rolling risk prediction
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CRUISE LINERSCruise liner evolution from 1970 to 2006
Maximum passenger number versus years
project of 5,600 passengers
0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
Year
Nb passengers
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CRUISE LINERS
Norway: 2000 passengers L = 315 m
Queen Mary II
3080 passengers
L = 345 m
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CRUISE LINERS
Genesis project: 5600 passengers L = 360 m
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Technical structural challenges
• Superstructures: hull girder deformation loads
solved by structural stress computations
• Large wide spaces: structural discontinuities
solved by structural behaviour computations
• Large shell opening: structural discontinuities
solved by structural behaviour computations
• Passenger comfort: reduced vibration, noisesolved by structural behaviour computations
• Propulsion: large flexibility needed
solved by PODS
CRUISE LINERS
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MSC SERENATA 133.000 GT 1.650 Pax Cabins Over-Panamax size - May 2009
Large superstructuressubmitted to hull girder deformations
CRUISE LINERS
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Wide space: commercial centre
CRUISE LINERS
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Wide open spaces
CRUISE LINERS
Theater
Main stair
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Passenger comfort
CRUISE LINERS
Bar and Restaurant
Cabin room
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FE model for vibration and noise
prediction computation
CRUISE LINERS
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Queen Mary II PODS
CRUISE LINERS
Propulsion flexibility
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• Stability: ship capsize
solved by damage stability computations
• Health: air conditioning, water, food
solved by procedures, maintenance, audits
• Environment: garbage and sewage
solved by design and equipment
• Fire: detection, protection, fighting
solved by specific rules and fire propagation computations
• Evacuation: number of passengers and panic
solved by specific equipment and computer simulations
Operational safety
CRUISE LINERS
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Lost of stability consequences
CRUISE LINERS
RoRo/Ferries losses
from 1987 to 2002
accidents 9
capsizings 7
victims 3 644
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Contamination by air conditioning
CRUISE LINERS
Risk of legionella
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Contamination by water
CRUISE LINERS
warm water
legionella
cold water
pseudomonas
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Contamination by foods
CRUISE LINERS
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Waste quantities
CRUISE LINERS
Cruise liner of 3,000 passengers
Type of waste kg or liter/person/day tons or m3/week
Plastic 0.1 2.1 t
Paper and pasteboard 1.0 21.0 t
Glass 1.0 21.0 t
Food garbage 0.7 14.7 t
Total solid 2.8 58.8 t
Black water (conventional system) 100 2 100 m3
Black water (void system) 12 252 m3
Grey waters 160 3 360 m3
Wash houses 80 1 680 m3
Kitchens 90 1 890 m3
Total liquid 430 / 342 9 030 / 7 182 m3
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Fire propagation simulation
CRUISE LINERS
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Salvage crafts and evacuation training
CRUISE LINERS
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Evacuation computer simulation
CRUISE LINERS
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SYNTHESIS
• SINCE MAGDALA TANKER (1969)
All ship structures are verified by structural
computations
• SINCE YEARS 70s
All ship types have increased in size thanks to
R&D and computer progresses
• TODAY
Ship designers and operators have efficient
tools for calculations and simulations
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SYNTHESISGlobal and local hull stresses
1.18E+00
2.93E+01
5.75E+01
8.56E+01
1.14E+02
1.42E+02
1.70E+02
1.98E+02
2.26E+02
DISPLACEMENTS; LOADCASE 4:LC10 GALEBALLAST,HEAD,D,S,TROUGH,VBM
STRESS COMPONENTS
LOAD CASE 4PANEL SIGVM
X
Y
Z
VeriSTAR
Ship : 01739S State : As-Built State (8/4/01)Model : ch4 (8/15/01)
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END
Thank you for your attention
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LE RENDEZ-VOUS DE
L’ASSURANCE TRANSPORTS
Cannes
28th and 29th April 2009