multipurpose vessel

A presentation on

MULTIPURPOSE VESSEL

ROLLDOCK SUN

ByDUAL CADET CHOCKALINGAM

GANESH K RFrom

AMET UNIVERSITY

INTRODUCTION

• Multi-purpose vessel• Ro-Ro, Lo-Lo, Flo-Flo vessel• Strengthened for heavy cargo• Double hull vessel• Ballast Water Management System• Ice class vessel

SHIP’S PARTICULARSLENGTH OVERALL 140.55m

LENGTH BETWEEN PERPENDICULARS 130.196m

BREADTH MOULD 24m

DEPTH MOULD 13.16m

DEPTH – CARGO DECK 5.8m

SUMMER DRAFT 5.6m

DRAFT SUBMERGED 10.5m

LIGHTWEIGHT 7700 tonnes

TRIAL SPEED AT SUMMER DRAFT 16.54 knots

DEADWEIGHT(EXCLUDING TWEENDECK) 11118 tonnes

NET TONNAGE 3335 tonnes

SECTION ACROSS THE SHIP

• This vessel was built by prefabrication, which means small blocks were built and joined over the slipway from where it was launched.

• The ship was built in three mega blocks, the forward, middle and aft mega blocks.

CONSTRUCTION

CONSTRUCTION

16

15

14

18

17

13

12

11

31

6 9

8

7

5

1042

I II III IV V VI VII

FWD MEGA BLOCK

MID MEGA BLOCK

AFT MEGA BLOCK

AFT MEGA BLOCK MOVEMENT

MACHINERY

• Twin screw propulsion (controllable pitch propellers)

• Two semi balanced rudders• One bow thruster• One set of retractable fin stabiliser• Three diesel generators• One emergency generator• Four fuel oil separators

MACHINERY

• Main engines – medium speed (750 rpm)• 2 X Wartsila W9L82• Power – 4500 kW each • Rpm after reduction gear – 175 rpm• Exhaust – via funnel at 13th block on ship side• Stern tube – oil lubricated• Rudder – lignum vitae bearing

FUNNEL

PROPULSION MACHINERY

PROPELLER AND RUDDER

• Two hydraulic cranes of 350 tonnes capacity each

• Collapsible tween deck – adjustable height• Collapsible hatch cover• Stern ramp – can open at any height• Two hydraulic power pack at aft – to operate

stern ramp, tween deck and hatch cover

MACHINERY

CRANE PEDESTAL

CLASSIFICATION

• By Germanischer Lloyd• Hull : 100 A5 E2• Machinery : MC E2 AUT• Multi purpose dry cargo ship• Ro-Ro ship strengthened for heavy cargo• BWM• Also equipped for the carriage of containers• Future vessels to be given environmental friendly

vessel notation ‘E’.

MODES OF LOADING

ADVANTAGES

ICE CLASS VESSEL• Aid other vessels in polar regions when they

are stranded by docking it if the vessel is in distress.

• Classified under Germanischer Lloyd’s E2, certifying that the vessel can steer through unbroken level ice with thickness of 0.6m.

STERN RAMP

LOADING RO-RO CARGO When the stern ramp is fixed and high cargo has to be rolled, the centre of gravity may fall outside the base line causing the cargo to topple.

An adjustable stern ramp may solve the problem.

AID IN TRANSPORT• Metal panels and hull fabrication may be

better in one part of the world while outfitting may be better in another.

• So superstructures and blocks of new buildings can be transported in this vessel.

ADVANTAGES

MANOEUVERABILITY• Engines can be controlled individually or

synchronised as required.• Thus, the vessel is maneuverable to an extent

even when rudders are malfunctioning.• The steering gear and rudder assembly can also

be synchronised or individually controlled by operating an isolating hydraulic valve.

• The twin screw propulsion nullifies the transverse thrust, thus the ship remains in the same orientation unless a helm is given.

ADVANTAGES

STEERING GEAR

MANOEUVERABILITY• Stopping distance of the vessel is highly

reduced and the vessel stops in almost the same course in still waters.

• This is achieved by reversing both the engines and operating rudders towards each other.

ADVANTAGES

MANOEUVERABILITY• Maneuverability is enhanced by large breadth

to length ratio.(1: 5.8)• All the above stated manoeuvering

characteristics are helpful in ice navigation where there is little sea room.

ADVANTAGES

DIRECTIONAL STABILITY• The smaller block co-efficient gives good

directional stability to the vessel.• The presence of a prominent skeg enhances

the directional stability.

ADVANTAGES

EFFECIENCY• Accommodation is forward and engine room is

aft.• This results in a little trim forward when the

vessel is in ballast condition.• As per the latest results of Maersk Line, a

forward trim enhances the efficiency of the engine and increases the engine performance.

ADVANTAGES

DRAFT• The summer draft of this vessel is just 5.6m.• Such low drafts enables the vessel to trade

between all ports in mostly all conditions of tide.

ADVANTAGES

DOUBLE HULL• This is a double hull vessel.• The cargo deck or tank top is 5.8m from the

keel.• Thus ,in the event of grounding, the inner hull

is protected from any major damage.• Presence of a prominent skeg protects the

propellers from any damage in an incident of grounding.

ADVANTAGES

DOUBLE HULL

ADVANTAGES

BALLAST WATER MANAGEMENT SYSTEM• Two ballast pumps are located aft of capacity

1600 m3/hr each.• The total capacity of the ballast tanks is

approximately 12000 m3.• This means that with both the pumps running, it

will take about 3 hours and 45 minutes to sink the ship to its submersible draft.

• Ballast water treatment plants are to be installed in its sister ships which are in the stage of planning.

DOCKING OF LONGER SHIPS• Even ships longer than this vessel can be

docked in this vessel in case of emergency.• The vessel to be docked should have its

displacement in tonnes lesser than the deadweight of this vessel.

• Also the centre of gravity of the ship to be docked should fall considerably within this vessel.

ADVANTAGES

GRE PIPES

• Glass fibre reinforced epoxy resin pipes• Lighter than traditional steel pipes• Corrosion resistant (better than Cu-Ni and

other exotic alloys)• Fire proof• Can withstand high pressure• Joined by epoxy resin which also has the same

properties, since they don’t support welding.

VISIONS OF THE FUTURE• When the length of the vessel or the gross

tonnage of the vessel is greater than the limit, then that vessel cannot be docked.

• But this can be overcome by joining two sister vessels aft to aft by hooks provided beneath the stern ramp.

• But, in all circumstances, the breadth of the vessel to be docked is to be below the maximum limit.

• This is just a theoretical vision and trials are being conducted to test the feasibility of such action.

LAUNCHING

STRENGTH

• The ship doesn’t have a transverse bulkhead in the cargo area. This has been overcome by strengthening the ship sides with thicker panels, additional frames and brackets.

• 30 mm thick plates are used at bilge keel and sheer strake because these regions are situated at farthest distance from the neutral axis of the vessel.

• Plates of the same thickness are used at keel beneath the centre girder.

• Otherwise the thickness of the plates vary from 30 mm to 12 mm on the ship’s hull.

ACKNOWLEDGEMENT

I thank Larsen and Toubro for their support to help me learn about the construction and application of the new building Rolldock Sun which earlier had been a concept vessel during my visit to the Larsen and Toubro shipyard, Hazira complex, Gujarat, India.

THANK YOU