SOME DATA NECESSARY FOR THE WATERBORNE TRANSPORT ENGINEERING STUDIES

SOME DATA NECESSARY FOR THE WATERBORNE TRANSPORTENGINEERING STUDIESIgor Bačkalov Department of Naval Architecture University of Belgrade – Faculty of Mechanical Engineering

ETISplus ∙ Waterborne Transport Data Workshop ∙ Brussels ∙ May 12th, 2011.

Department of Naval Architecture – University of Belgrade (UB-FME)

FIELD OF RESEARCH• technology development leading to increased safety, energy-efficiency and environmental-friendliness

of seagoing ships and inland vessels.

EXPERTISE• hydrodynamics, high-speed craft• ship dynamics, seakeeping• ship strength, FEM• hull and shafting vibrations• feasibility studies• navigation in shallow and restricted waterways • design of seagoing and inland vessels in general

MILESTONES• introduction of pushboat technology on the Danube; • design of dredgers, floating cranes, pushboats and self-propelled vessels;• development of the Danube container vessel and IWT Ro-Ro technology;• development of risk-based ship stability regulations.

SOME DATA NECESSARY FOR THE WATERBORNE TRANSPORT ENGINEERING STUDIES ∙ ETISPLUS ∙ BRUSSELS, 12th MAY 2011

Some Data Necessary for the Waterborne Transport Engineering Studies


INTRODUCTION

WATERWAY CHARACTERISTICS

RULES AND REGULATIONS

DUES AND CHARGES

ACCIDENTS

CONCLUDING REMARKS

INTRODUCTION

Waterborne transport engineering studies:

• traffic engineering / logistics;

• civil engineering / hydraulics;

• naval architecture / ship design;

Why not “SOME DATA NECESSARY FOR THE SHIP DESIGN STUDIES”?


INTRODUCTION

“Ships are to be designed and constructed for a specified design life to be safe and environmentally friendly, when properly operated and maintained under the specified operating and environmental conditions, in intact and specified damage conditions, throughout their life.”

(GBS Development Tier I: Goals)

Ship design and construction:

• adequate strength and stability;• construction materials: environmentally acceptable dismantling /recycling;• ship structure arrangement: safe access, escape, inspection, maintenance;• …


INTRODUCTION

• Ship designer tasks:

– safety and environmental-friendliness;

– economy and efficiency.

• The knowledge and understanding of:

– waterway characteristics;

– rules and regulations guiding the design process;

– port dues and charges and canal fees;

– typical hazards.

• Application in the preliminary design stage




Inland waterway transport

• Waterway depth / water levels; • Locks;• Bridges;• Canals, etc.

Maritime transport • Wave climate; • Wind climate;• Icing conditions;• Waterway depth / shallow-water areas, etc.

Combined (sea-river) navigation• Both groups of data.



Inland waterway transport

• The Danube waterway bottlenecks;• Shallow-water sections on the Upper and the Lower Danube: 2m (1.7m) – 2.4m;• Bad Abbach and Regensburg locks: 1x12m; • On the Upper Danube few bridges bellow 6.8m (Deggendorf 4.7m).



Maritime transport

• Seakeeping calculations based on the wave climate information;

• Ship operability;• Affects ship particulars in the preliminary

design phase;

Hs [m] Tp [s] Tp [s] Tp [s] Tp [s] Tp [s] Tp [s] Tp [s] Tp [s] 3 4 5 6 7 8 9 10 P [%]

0.8 3.87 5.92 2.09 6.73 5.37 0.8 0.07 0 24.851.6 0.38 8.64 16.7 10.35 7.6 0.6 0.04 0 44.312.4 0 0.14 5.58 7.74 2.02 0.38 0 0 15.863.2 0 0 0.56 4.08 1.67 0.31 0.07 0 6.693.9 0 0 0.04 1.08 1.64 0.35 0.04 0 3.154.7 0 0.04 0 0.74 1.15 0.49 0.04 0 2.465.5 0 0 0 0.14 0.42 0.63 0 0 1.196.3 0 0 0 0 0.35 0.63 0.14 0 1.127.1 0 0 0 0 0.35 0.24 0.28 0.04 0.917.9 0 0 0 0 0 0.04 0.04 0 0.088.7 0 0 0 0 0 0 0.04 0 0.04

P [%] 4.25 14.74 24.97 30.86 20.57 4.47 0.76 0.04 100

Table based on: Rusu, L., Bernardino, M., “Estimation of the operability index of a containership operating in Black Sea”, The Annals of University Dunarea de Jos of Galati, 2009, Fascicle VIII, Tribology, XV, pp. 54-62.



• Manning standards;

• Number, composition, age of crew;

• Existence of different standards, e.g. on inland waterways:

– Ministry of Transport of the Russian Federation (MINTRANS): “Decree On Approval of the minimum crew of self-propelled cargo ships”;

– Central Commission for the Navigation on the Rhine (CCNR): “Rhine Vessels Inspection Regulations”;

– UNECE Resolution No. 61, “Recommendations on Harmonized Europe-Wide Technical Requirements for Inland Navigation Vessels”;



• MINTRANS• Self-propelled (dry) cargo vessels in inland navigation, with the symbol "A" in the vessel class,

operated by crew with combined duties

Vessel capacity Professional composition The minimum crew for operation modeup to 14 hours up to 18 hours round-the-clock

one shift two shifts three 8h shifts two 12h shiftsUp to 600t Boatmaster - engineer 1 2 3 2

Helmsman - engine-minder 1 - 1 1From 601 to 1000t Boatmaster - engineer 1 2 3 2

Helmsman - engine-minder 2 1 2 2From 1001 to 2400t Boatmaster - engineer 1 2 3 2

Helmsman - engine-minder 1 2 3 2Electro-engineer - electrician 1 1 1 1

From 2401 to 5500t Boatmaster - engineer 1 2 3 2Helmsman - engine-minder 2 2 3 2Electro-engineer - electrician 1 1 1 1



• MINTRANS• Self-propelled (dry) cargo vessels in inland navigation, without the symbol "A" in the vessel class,

operated by crew with combined duties

Vessel capacity Professional composition The minimum crew for operation modeup to 14 hours up to 18 hours round-the-clock

one shift two shifts three 8h shifts two 12h shiftsUp to 600t Boatmaster - engineer 1 2 3 2



Helmsman - engine-minder 2 2 3 2Electro-engineer - electrician 1 1 1 1

From 2401 to 5500t Boatmaster - engineer - - 3 2Helmsman - engine-minder - - 4 3Electro-engineer - electrician - - 1 1



• RVBR• Minimum crew for self-propelled cargo vessels and pushers

• S1, S2 – equipment standards• A1, A2, B – operating modes

Length of the vessel [m] Professional composition The minimum crew for operation modeA1 A2 B

S1 S2 S1 S2 S1 S2L ≤ 70 Boatmaster 1 2 2 2

Helmsman - - - -Able crewmen - - - -Ordinary crewmen 1 - 1 -Apprentice - - 1 2

70 < L ≤ 86 Boatmaster 1 or 1 1 2 2 2Helmsman - - - - -Able crewmen 1 or - - - - -Ordinary crewmen - or 1 1 - 2 1Apprentice - or 1 1 1 - 1

L > 86 Boatmaster 1 or 1 1 2 2 2 or 2 2Helmsman 1 or 1 1 - - 1 or 1 1Able crewmen - or - - - - - or - -Ordinary crewmen 1 or - - 1 - 2 or 1 1Apprentice - or 2 1 1 2 - or - 1



• UNECE Resolution 61• Minimum crew for self-propelled cargo vessels and pushers

Length of the vessel [m] Professional composition The minimum crew for operation modeA1 A2 B

L ≤ 70 Boatmaster 1 2 2Helmsman - - -Able crewmen - - -Ordinary crewmen 1 - 2

70 < L ≤ 86 Boatmaster 1 2 2Helmsman - - -Able crewmen 1 - -Ordinary crewmen - 1 2

L > 86 Boatmaster 1 2 2Helmsman 1 - 1Able crewmen - - -Ordinary crewmen 1 2 2

Builders Old Measurement Rule, 1720. – 1849.

As a consequence, long, narrow, full form ships: small tonnage – large payload.

2

B2

B

DUES AND CHARGES

”Tunnage” =94

L · L · B · T ·3/5 · CB

35 derived from

0.622ft

35ft3 of seawater weighs 1t

Tonnage =(L – B · 3/5 ) · B · B/2

94

The Thames, the 2nd half of the 17th century


The consequences of gross tonnage measurement

1960s – 1980s

1990s – present

cca. 20000 DWT

cca. 20000 DWT


DUES AND CHARGES


DUES AND CHARGES

Port fees Basis for calculation1. Turkey

Pilotage and towage GTMooring GTLight dues NTSanitary dues NT

2. BulgariaPilotage GTTugs GTLight dues GTMooring GT

3. RomaniaPilotage GTTugs LOAMooring LOA

4. UkrainePilotage m3-mile / m3

Light dues m3

Mooring m3

Sanitary dues m3

5. RussiaPilotage GTLight dues GTTonnage GTEnvironmental dues GT

ACCIDENTS


• Formal Safety Assessment (FSA)

– Methodology for enhancement of maritime safety;

– Evaluation of new regulations / comparison between existing and improved regulations;

• FSA Steps:

– Identification of hazards;

– Risk analysis;

– Risk control options;

– Cost-benefit assessment;

– Recommendations for decision-making.

• Accidents database for inland navigation? River-sea navigation?

• Example: hazards identified in 29 accidents of restricted (river-sea) navigation ships.

ACCIDENTS


Identified hazards %1. Hull, machinery and systems related1.1 Discrepancies between inland and sea operation requirements 761.2 Shell, plates, bulkheads, tank walls damages 521.3 Technology violations during repair and modernization 521.4 Omission of defects during hull inspection 451.5 Design errors 481.6 Main engine and propeller shaft failures 101.7 Large-scale hull structure repairs 141.8 Violation of ICLL requirements (hatch covers, coamings, watertight doors, etc.) 341.9 Propeller and rudder failures2. Cargo related2.1 Carrying of scrap 452.2 Dangerous cargoes2.3 Cargo operations with grabs, heavy forklifts and bulldozers 452.4 Loading/unloading errors in ports3. Owner, operator and crew related3.1 Inappropriate ballasting3.2 Disregard of restrictions in navigation area 313.3 Navigation errors 103.4 Contact with ice, locks and quays3.5 Change of ballast at sea 93.6 Forecast errors 173.7 Overloading 14

Table based on: Egorov, G. V., “Application of formal safety assessment to hull modernization of restricted navigation area ship”, The 14th Asian Technical Exchange and Advisory Meeting on Marine Structures, The Far Eastern Technical University, Russia, 2000.

CONCLUDING REMARKS


• Waterway characteristics, rules and regulations, dues and charges, accidents;

• Significantly affect the choice of ship dimensions in the preliminary design stage;

• May affect the choice of ship type!

• In general, more difficult to obtain:

– data relevant for inland navigation (and short-sea shipping);

– data relevant for Eastern European market;

SOME DATA NECESSARY FOR THE WATERBORNE TRANSPORT ENGINEERING STUDIES

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