10-2presentation Onzuka

MHI’s New System
Enhancing Damage Stability

October 23,2012
Masanori Onzuka
Development & Initial Designing Section
Shimonoseki Ship & Ocean Engineering Department
SHIPBUILDING & OCEAN DEVELOPMENT
© 2012 MITSUBISHI HEAVY INDUSTRIES, LTD. All Rights Reserved.

Contents
1. Introduction
2. Outline of the new system

(Righting moment recovery system)
3. An example of damage stability calculation

with and without the new system for RoRo ship
4. Conclusion
INTERFERRY 37th ANNUAL CONFERENCE 2012 © 2012 MITSUBISHI HEAVY INDUSTRIES, LTD.
1
Dubai, U.A.E. All Rights Reserved.
Contents
1. Introduction


4. Conclusion
2
Short review of the damage stability rule
1st January 2009, Revised SOLAS was entered into force.
- Harmonization of damage stability rule for both passenger ships

(deterministic concept) and dry cargo ships(probabilistic concept)
- Passenger ships: RoRo Passenger ships, Cruise ships

(Passenger ≧ 13 persons)
- Cargo ships : RoRo ships, Car carriers, General Cargo ships
(Passenger ＜ 12 persons)
- The probabilistic damage stability requirement was adopted

to the passenger ships.
- Strengthened requirement in probabilistic damage stability

(ex) Required Index
Vertical extent of damage
Permeability of damage compartment
3
Formula of probabilistic damage stability rule
Formula of probabilistic damage stability rule
R≦A
R :Required subdivision Index A :Attained subdivision Index
Cargo ships( Ls ≧100) A = 0.4 As + 0.4 Ap + 0.2 Al
128
R=1- As: A index at the deepest draught
Ls + 152 Al : A index at the light service draught
Ls : subdivision length Ap: A index at the partial subdivision draught
(light service draught + 60%difference between ds and dl)
Passenger ships
A ( As,Ap,Al )= Σ pi x si
5,000
R=1- pi :the probability of compartment or group of
Ls + 2.5N + 15,225
compartments may be flooded
si :the probability of survival after flooding
N = N1 + 2N2 the compartment or group of compartments
N1 : number of persons for whom si = f (Gz, heel angle), 0≦si ≦1
lifeboats are provided
Gz : righting lever of the residual stability
N2 : number of persons the ship is Heel angle: equilibrium heel angle
permitted to carry in excess of N1
4
Difference of the required damage stability rules
Difference of the required rules between dry cargo ships and passenger ships
Dry Cargo Ships Passenger ships
Probabilistic damage Probabilistic damage

- A≧R - A≧R
- A=Σ pi x si - A=Σ pi x si
- As ≧0.5R Ap≧0.5R Al≧0.5R - As ≧0.9R Ap≧0.9R Al≧0.9R
- Collision bulkhead damage (Minor Damage)

-si=1.0
- Side shell damage (Minor Damage)

-2 compartment damages
-si≧0.9
Double bottom damage Double bottom damage

-Any part that is not fitted with a double bottom shall -Any part that is not fitted with double bottom shall
be capable of withstanding bottom damages be capable of withstanding bottom damages
-si =1.0 -si =1.0
* ) Cross flooding time for equalization shall not exceed 10min.
5
General approaches to the strengthened damage
stability rule
General approaches to satisfy the damage stability rule
Approach Demerit
Increasing the ship breadth -Increasing the hull resistance

(Increasing the GoM) (Decreasing the propulsive performance)
Loading the ballast water into -Decreasing the cargo payload
ship bottom tanks
(Increasing the GoM)
Dividing the lower cargo holds -Decreasing the space for cargos
into small compartments -Decreasing the operability of car’s and
(Limiting the sea water flooding) truck’s handling within the cargo holds
- MHI developed a new system for enhancing damage stability.

(Righting moment recovery system after flooding)
- MHI recieved the international patent for the new system.
Japan(2012), South Korea(2012), U.S.A.(2012)
6
Contents
1. Introduction


4. Conclusion
7
Basic idea of the new system
Basic Idea
Increasing the GoM after flooding and enhancing damage stability
( = Righting moment recovery)
Lowering the center of gravity by enforcing the flooded sea water

entering quickly into the void space near the ship bottom
( = Downflooding )
Cargo holds
Void space for downflooding

(ex) fin-stabilizer rooms, duct keels
8
Overview of the new system
Conceptual drawing of the new system
②Stability monitoring and control system
Side shell Side shell

③Valve control signal line
Sea water
Sea water Car deck (Watertight deck)
Tank (B.W.TK., F.O.TK., F.W.TK.)
④Void space for downflooding
①Seawater inlet & Watertight hatch (Downflooding hatch)
Elements of the system Purpose of the elements

-Feeding the sea water into the void space through inlet
①Seawater inlet & Watertight hatch (Watertight door is closed during usual voyage.)
-Detecting the sea water on the car deck in case of ship damage
②Stability monitoring and control system -Ordering the watertight door’s opening
③Valve control signal line -Signal line for opening valve of the watertight hatch
④Void space -Space for downflooding near the ship’s bottom
9
Downflooding sequence diagram
The ship’s hull is damaged

and seawater floods into ship
The Wheel house

Lower cargo hold Alarm
signal Stability monitoring
Water level detection sensor
and control system
-The water level sensors detect flooding
and send an aｌarm signal to wheel house. -The crews notice the flooding
in the lower cargo hold and
Electric cylinder order the downflooding.
Operation
-The electric cylinders get the operation signal
signal and open the downflooding hatch
(The opening action will be finished in
less than 2 sec)
Downflooding
10 Dubai, U.A.E. All Rights Reserved.
Detailed structure of down flooding device
Car deck
Bar(200mm stroke)
Electric cylinder(water-proof) x 2
Downflooding hatch
Car deck(Watertight)
Grating
11
Contents
1. Introduction


4. Conclusion
12
Principal Particulars of RoRo ship
Principal Particulars
Item
Length (overall) abt.166.9 m
Length (b.p.) 158.0 m
Beam (mould) 27.0 m
Draft (scan.) 6.70 m
Depth(upper deck) abt.23.3 m
Service speed 23.0 knots
Passenger 12 persons
Main engine MR 13,920kW x 120rpm
Service route Limited greater coasting(Domestic)
13
Downflooding hatch position
Downflooding hatch position
Cargo holds
Downflooding device
Tank Top
Void Space for downflooding (Duct keel)
B.W.TK. F.O.TK.
14
Damage extent
1 2 3 4 5 6 7 8 9
1-2 3-4 5-6 7-8
2-3 4-5 6-7 8-9
1-3 4-6 7-9
2-4 5-7
3-5 6-8
15
Calculation results of each damage case
(Calculation soft; NAPA)
16
Result of A index
Calculation result of A index with and without the new system
Without Equipped with

new system new system
R Index 0.598
0.2 Al 0.1191 0.1583
0.4 Ap 0.2836 0.2968
0.4 As 0.2723 0.2827
A index 0.6750 0.7378(+0.0628)
Corresponding to loading
350t ballast water
in the ship bottom
17
Contents
1. Introduction


4. Conclusion
18
Conclusion
- MHI developed a new system enhancing damage stability

in response to the revised SOLAS.
- MHI received the international patent for the new system

in Japan, South Korea and U.S.A.
- MHI targets installation of the new system on new ships to which the
the revised SOLAS is applied such as
; RoRo ships, PCTCs and ROPAX ships.
- 170m-long RoRo ship equipped with the new system will be delivered
on March 2013.
19
Thank you for your attention!
www.mhi-global.com
20

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MHI’s New System

Enhancing Damage Stability

SHIPBUILDING & OCEAN DEVELOPMENT

© 2012 MITSUBISHI HEAVY INDUSTRIES, LTD. All Rights Reserved.

2. Outline of the new system

3. An example of damage stability calculation

2. Outline of the new system

3. An example of damage stability calculation

1st January 2009, Revised SOLAS was entered into force.

- Harmonization of damage stability rule for both passenger ships

- Passenger ships: RoRo Passenger ships, Cruise ships

- The probabilistic damage stability requirement was adopted

- Strengthened requirement in probabilistic damage stability

Formula of probabilistic damage stability rule

Probabilistic damage Probabilistic damage

- Collision bulkhead damage (Minor Damage)

- Side shell damage (Minor Damage)

Double bottom damage Double bottom damage

* ) Cross flooding time for equalization shall not exceed 10min.

Increasing the ship breadth -Increasing the hull resistance

- MHI developed a new system for enhancing damage stability.

2. Outline of the new system

3. An example of damage stability calculation

Lowering the center of gravity by enforcing the flooded sea water

Void space for downflooding

②Stability monitoring and control system

Side shell Side shell

Tank (B.W.TK., F.O.TK., F.W.TK.)

④Void space for downflooding

①Seawater inlet & Watertight hatch (Downflooding hatch)

Elements of the system Purpose of the elements

④Void space -Space for downflooding near the ship’s bottom

The ship’s hull is damaged

The Wheel house

2. Outline of the new system

3. An example of damage stability calculation

Downflooding hatch position

Void Space for downflooding (Duct keel)

1-2 3-4 5-6 7-8

2-3 4-5 6-7 8-9

1-3 4-6 7-9

(Calculation soft; NAPA)

Calculation result of A index with and without the new system

Without Equipped with

0.2 Al 0.1191 0.1583

0.4 Ap 0.2836 0.2968

0.4 As 0.2723 0.2827

A index 0.6750 0.7378(+0.0628)

2. Outline of the new system

3. An example of damage stability calculation

- MHI developed a new system enhancing damage stability

- MHI received the international patent for the new system

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