ANKIT GHOSH 1012009004 ASSIGNMENT 2
COMMERCIAL VESSELS
1. OBO Carrier
OBO is an abbreviated name for Oil- Bulk- Ore cargo vessel. These are specially designed vessels which carry cargo in bulk in both liquid and dry form. The OBO vessels are some of the most highly sophisticated cargo vessels sailing today. OBO Carrier OBO vessel are expensive to build but because of their capability of carrying wet and dry cargo together ,they provide a more economical option as this feature reduces the number of empty voyages or ballast voyages. A bulk carrier can carry only dry cargo and a tanker can carry only liquid cargo. These make these two types of vessels to ply only on fix voyages with least flexibility. On the other hand, OBO vessels have multipurpose capability which allows them to ply on different voyages as per the demand and supply of the market to make the maximum profit.
OBO vessels were very popular in the year 1955-1980 and a sudden rise was seen during this period. One of the biggest OBO carriers of this period MV Derbyshire was of approximately 180000 DWT. Unfortunately, it sank in the Pacific Ocean after fighting a terrific storm while it was carrying ore as cargo. OBO Construction and Features OBO is normally constructed with a single deck to impart structural strength to the vessel in addition to several divisions of transverse bulkheads which divides the cargo holds. Hatches for cargo hold are generally made in two pieces as larger and single hatches will reduce the structural strength of the ship. Also unlike bulk carriers, OBO vessel has pipe lines and equipments on deck which are used in operation while carrying liquid cargo. Moreover, a single large cover can hinder the operation of loading and unloading of oil cargo. However, OBO vessels are losing their popularity because of the following reasons: 1) They are expensive to construct. 2) Loading of bulk cargo requires conveyors and grabs. Due to small hatch opening, the access for bigger grab and belts become difficult and take more time to load / unload the cargo. 3) Additional trimming of ship is required as the equipment above the deck can hinder the crane movement. 4) Equipments located above the hatches have to be removed temporarily by means of crane, which increases the port stay and overall cost of operation. 5) The equipments above deck can be damaged by the cranes and equipment used for loading and unloading operation of bulk cargo. 6) The load distribution of OBO ship is not even and the overall structure is not stiff which may result in deformation of bulkhead at rough weather. 7) Another major problem of OBO ship is the movement of cargo in the hold which results in list and instability of the ship due to the shift in the center of gravity of the ship.
8 ) When carrying oil as cargo, major problems arises due to two piece hatches which do not seal properly, leading to inert gas leakage and increase in fire risk. 9) When carrying oil cargo chances of oil leaking out in deck also arises due to improper sealing. 10) Unlike in bulk carrier, piping systems are laid inside oil cargo holds, which complicates the process of cargo hold cleaning, required during the switching of cargo. 11) Equipments on deck for OBO vessel are exposed to different types of bulk and liquid cargo and also to sea water, thus demanding proper and regular maintenance and increasing the operational cost of the vessel.
2. LNG carrier
An LNG carrier is a tank ship designed for transporting liquefied natural gas (LNG). The following is based on a typical set-up of tanks, which is to have from 4 to 6 tanks all along the centre line of the vessel. Surrounding the tanks is a combination of ballast tanks, cofferdams and voids. These areas give the vessel a double-hull type design. Inside the tank there are normally three pumps of the submerged-motor type. There are two main cargo pumps which are used in cargo discharge operations and a much smaller pump which is the spray pump. The spray pump is used for either pumping out liquid LNG to be used as fuel via a vaporizer, or for cooling down cargo tanks. It can also be used for "stripping'" out the last of the cargo in discharge operations. All of these pumps are contained within what is known as the pump tower which hangs from the top of the tank and runs the entire depth of the tank. The pump tower also contains the tank gauging system and the tank filling line all of which come to almost the bottom of the tank. A typical cargo cycle starts with the tanks in a "gas free" condition which means the tanks are full of fresh air which allows maintenance on the tank and pumps. Cargo cannot be loaded directly into the tank as the presence of oxygen means you would encounter explosive atmospheric conditions within the tank. Also the temperature difference could cause damage to the tanks. The first stage is the tank must be inerted by using the inert gas plant which burns diesel in air to remove the oxygen and replace it with CO2. This is blown into the tanks until you reach below 4% oxygen and a dry atmosphere. This removes the risk of an explosive atmosphere in the tanks. Next the vessel goes into port to "gas-up" and "cooldown" as you still cannot load directly into the tank as the CO2 will freeze and damage the pumps and the cold shock could damage the tanks. Liquid LNG is brought onto the vessel and taken along the spray line to the main vaporiser which boils off the liquid into gas. This is then warmed up to roughly 20C in the gas heaters and then blown into the tanks to displace the "inert gas". This carries on until all the CO2 is removed from the tanks. The inert gas is blown ashore via a pipe by large fans called the "HD compressors". At this point the vessel is gassed up and warm. The tanks are still at ambient temperature and are full of methane. The next stage is cooldown. Liquid LNG is sprayed into the tanks via spray heads which vaporises and starts to cooldown the tank. The excess gas is blown ashore to be re-liquified or flared off using a flare tower. Once the tanks reach about -140C the tanks are ready to load bulk. Bulk loading starts and liquid LNG is pumped from the storage tanks ashore into the vessel tanks. Displaced gas is blown ashore by the HD compressors. Loading carries on until typically 98.5% full is reached. The vessel can now proceed to the discharge port. On passage various boil off management strategies can be used. Once in the discharge port the cargo is pumped ashore using the cargo pumps. As the tank empties the vapour space is filled by either gas from ashore or by vaporising some cargo in the cargo vaporiser. Either the vessel can be pumped out as far as possible with the last being pumped out with spray pumps or some cargo can be retained onboard as a "heel". If all the cargo is pumped ashore then on the ballast passage the tanks will warm up to ambient temperature returning the vessel to a gassed up and warm state. The vessel can then be cooled down again for loading. If the vessel is to return to a gas free state then the tanks must be warmed up by using the gas heaters to circulate warm gas. Once the tanks are warmed up then the inert gas plant is used to remove the methane from the tanks. Once the tanks are methane free then the inert gas plant is switched to dry air production which is used to remove all the inert gas from the tanks until they have a safe working atmosphere.
There is a trend towards the use of the two different membrane types instead of the self supporting storage systems. This is most likely because prismatic membrane tanks utilize the hull shape more efficiently and thus have less void space between the cargo-tanks and ballast tanks. In order to facilitate transport, natural gas is cooled down to approximately -163 degrees Celsius at atmospheric pressure, at which point the gas condenses to a liquid. The tanks on-board an LNG carrier effectively function as giant thermoses to keep the liquid gas cold during storage. No insulation is perfect, however, and so the liquid is constantly boiling during the voyage. According to WGI, on a typical voyage an estimated 0.1% - 0.25% of the cargo converts to gas each day, [3] depending on the efficiency of the insulation and the roughness of the voyage. In a typical 20-day voyage, anywhere from 2% - 6% of the total volume of LNG originally loaded may be lost.
3. CONTAINER SHIPS
The hull, similar to bulk carriers and general cargo ships, is built around a strong keel. Into this frame is set one or more below-deck cargo holds, numerous tanks, and the engine room. The holds are topped by hatch covers, onto which more containers can be stacked. Many container ships have cargo cranes installed on them, and some have specialized systems for securing containers on board. The hull of a modern cargo ship is a complex arrangement of steel plates and strengthening beams. The hull is built around the keel. Resembling ribs, and fastened at right-angles to the keel are the ship's frames. The ship's main deck, the metal platework that covers the top of the hull framework, is supported by beams that are attached to the tops of the frames and run the full breadth of the ship. The beams not only support the deck, but along with the deck, frames, and transverse bulkheads, strengthen and reinforce the shell. Another feature of recent hulls is a set of double-bottom tanks, which provide a second watertight shell that runs most of the length of a ship. The double-bottoms generally hold liquids such as fuel oil, ballast water or fresh water. A ship's engine room houses its main engines and auxiliary machinery such as the fresh water and sewage systems, electrical generators, fire pumps, and air conditioners. In most new ships, the engine room is located in the after portion of the ship. A major characteristic of a container ship is whether it has cranes installed for handling its cargo. Those that have cargo cranes are called geared and those that don't are called ungeared or gearless. The earliest purposebuilt container ships in the 1970s were all gearless. Since then, the percentage of geared newbuilds has fluctuated widely, but has been decreasing overall, with only 7.5% of the container ship capacity in 2009 being equipped with cranes. While geared container ships are more flexible in that they can visit ports that are not equipped with pierside cranes, they suffer from several drawbacks.To begin with, geared ships will cost more to purchase than a gearless ship. Geared ships also incur greater recurring expenses, such as maintenance and fuel costs.
Cargo holds Efficiency has always been key in the design of container ships. While containers may be carried on conventional break-bulk ships, cargo holds for dedicated container ships are specially constructed to speed loading and unloading, and to efficiently keep containers secure while at sea.A key aspect of container ship specialization is the design of the hatches, the openings from the main deck to the cargo holds. The hatch openings stretch the entire breadth of the cargo holds, and are surrounded by a raised steel structure known as the hatch coaming. On top of the hatch coamings are the hatch covers. Until the 1950s, hatches were typically secured with wooden boards and tarpaulins held down with battens. Today, some hatch covers can be solid metal plates that are lifted on and off the ship by cranes, while others are articulated mechanisms that are opened and closed using powerful hydraulic rams. Another key component of dedicated container-ship design is the use of cell guides. Cell guides are strong vertical structures constructed of metal installed into a ship's cargo holds. These structures guide containers into well-defined rows during the loading process and provide some support for containers against the ship's rolling at sea.
Lashing systems Numerous systems are used to secure containers aboard ships, depending on factors such as the type of ship, the type of container, and the location of the container. Stowage inside the holds of fully cellular (FC) ships is simplest, typically using simple metal forms called container guides, locating cones, and anti-rack spacers to lock the containers together. Above-decks, without the extra support of the cell guides, more complicated equipment is used. Three types of systems are currently in wide use: lashing systems, locking systems, and butress systems. Lashing systems secure containers to the ship using devices made from wire rope, rigid rods, or chains and devices to tension the lashings, such as turnbuckles. The effectiveness of lashings is increased by securing containers to each other, either by simple metal forms (such as stacking cones) or more complicated devices such as twist-lock stackers. A typical twist-lock is inserted into the casting hole of one container and rotated to hold it in place, then another container is lowered on top of it. The two containers are locked together by twisting the device's handle. A typical twist-lock is constructed of forged steel and ductile iron and has a shear strength of 48 metric tons. The butress system, used on some large container ships, uses a system of large towers attached to the ship at both ends of each cargo hold. As the ship is loaded, a rigid, removable stacking frame is added, structurally [ securing each tier of containers together.
4. HEAVY LIFT VESSELS
Heavy lift vessels are built to load, carry and discharge large, unusual shaped cargoes (or even smaller vessels) that will simply not fit inside the holds of conventional vessels. Shaped quite unlike any other cargo vessels, heavy lift vessel are designed to cope with unusually large cargos that will not fit inside normal, conventional vessels. There are three basic methods of laoding/discharging these specially strengthened vessels: Load on - Load off Roll on - Roll off Float on - float off
The majority of vessel are only designed for craning the cargos on board or rolling them onto the side of the vessel, but a few heavy lift vessels can be ballasted down, so that cargoes (often on pontoons) can be floated on. The vessel is then raised, lifting the cargo, (now resting on the deck of the heavy lift vessel), out of the water, ready for ocean transit, often to the other side of the world. These specialist vessel are often used in the oil industry for the carriage of jack up rigs. Other unusual cargoes can include power plants, desalination units, generators and yachts.
5. TUGBOAT
A tugboat (tug) is a boat that maneuvers vessels by pushing or towing them. Tugs move vessels that either should not move themselves, such as ships in a crowded harbor or a narrow canal, or those that cannot move themselves alone, such as barges, disabled ships, or oil platforms. Tugboats are powerful for their size and strongly built; some are ocean-going. Some tugboats serve as icebreakers or salvage boats. Early tugboats had steam engines; today diesel engines are used. In addition to towing gear, many tugboats contain firefighting monitors or guns, allowing them to assist in firefighting duties, especially in harbors. Seagoing tugboats are in three basic categories: The standard seagoing tugboat with model bow that tows its "payload" on a hawser. The "notch tug" which can be secured in a notch at the stern of a specially designed barge, effectively making the combination a ship. This configuration, however, is dangerous to use with a barge which is "in ballast" (no cargo) or in a head or following sea. Therefore, the "notch tugs" are usually built with a towing winch. With this configuration, the barge being pushed might approach the size of a small ship, the interaction of the water flow allows a higher speed with a minimal increase in power required or fuel consumption. The "integral unit," "integrated tug and barge," or "ITB," comprises specially designed vessels that lock together in such a rigid and strong method. Such vessels must show navigation lights compliant with those required of ships rather than those required of tugboats and vessels under tow. A tugboat's power is typically stated by its engine's horsepower and its overall bollard pull Tugboats are highly maneuverable, and various propulsion systems have been developed to increase maneuverability and increase safety.
6. FIREBOAT
A fireboat is a specialized watercraft and with pumps and nozzles designed for fighting shoreline and shipboard fires. They are frequently used for fighting fires on docks and shore side warehouses as they can directly attack fires in the supporting underpinnings of these structures. They also have an unlimited supply of water available, pumping directly from below the hull and can be used to assist shore based firefighters when other water is in low supply or is unavailable. Modern fireboats are capable of pumping tens of thousands of gallons of water per minute.
7.
FISHING VESSEL /TRAWLERS
A fishing vessel is a boat or ship used to catch fish in the sea, or on a lake or river. Many different kinds of vessels are used in commercial, artisanal and recreational fishing.
A trawler is a fishing vessel designed to use trawl nets in order to catch large volumes of fish. Outrigger trawlers - use outriggers to tow the trawl. These are commonly used to catch shrimp. One or two otter trawls can be towed from each side. Beam trawlers, employed in the North sea for catching flatfish, are another form of outrigger trawler. Medium sized and high powered vessels, these tow a beam trawl on each side at speeds up to 8 knots. Beam trawlers - use sturdy outrigger booms for towing a beam trawl, one warp on each side. Doublerig beam trawlers can tow a separate trawl on each side. Beam trawling is used in the flatfish and shrimp fisheries in the North Sea. They are medium sized and high powered vessels, towing gear at speeds up to 8 knots. To avoid the boat capsizing if the trawl snags on the sea floor, winch brakes can be installed, along with safety release systems in the boom stays. The engine power of bottom trawlers is also restricted to 2000 HP (1472 KW) for further safety. Otter trawlers - deploy one or more parallel trawls kept apart horizontally using otter boards. These trawls can be towed in midwater or along the bottom Pair trawlers - are trawlers which operate together towing a single trawl. They keep the trawl open horizontally by keeping their distance when towing. Otter boards are not used. Pair trawlers operate both midwater and bottom trawls. Side trawlers - have the trawl set over the side with the trawl warps passing through blocks which hang from two gallows, one forward and one aft. Until the late sixties, side trawlers were the most familiar vessel in the North Atlantic deep sea fisheries. They evolved over a longer period than other trawler types, but are now being replaced by stern trawlers. Stern trawlers - have trawls which are deployed and retrieved from the stern. Larger stern trawlers often have a ramp, though pelagic and small stern trawlers are often designed without a ramp. Stern trawlers are designed to operate in most weather conditions. They can work alone when midwater or bottom trawling, or two can work together as pair trawlers.
Freezer trawlers - The majority of trawlers operating on high sea waters are freezer trawlers. They have facilities for preserving fish by freezing, allowing them to stay at sea for extended periods of time. They are medium to large size trawlers, with the same general arrangement as stern or side trawlerS. Wet fish trawlers - are trawlers where the fish is kept in the hold in a fresh/wet condition. They must operate in areas not far distant from their landing place, and the fishing time of such vessels is limited.
8. Line vessels
Line vessels Long liners - use one or more long heavy fishing lines with a series of hundreds or even thousands of baited hooks hanging from the main line by means of branch lines called "snoods". Hand operated longlining can be operated from boats of any size. The number of hooks and lines handled depends on the size of vessel, the number of crew, and the level of mechanisation. Large purpose built longliners can be designed for single species fisheries such as tuna. On such larger vessels the bridge is usually placed aft, and the gear is hauled from the bow or from the side with mechanical or hydraulic line haulers. The lines are set over the stern. Automatic or semi-automatic systems are used to bait hooks and shoot and haul lines. These systems include rail rollers, line haulers, hook separators, dehookers and hook cleaners, and storage racks or drums. To avoid incidental catches of seabirds, an outboard setting funnel is used to guide the line from the setting position on the stern down to a depth of one or two metres. Small scale longliners handle the gear by hand. The line is stored into baskets or tubs, perhaps using a hand cranked line drum Bottom longliners Midwater longliners - are usually medium sized vessels which operate worldwide, purpose built to catch large pelagics. The line hauler is usually forward starboard, where the fish are hauled through a gate in the rail. The lines are set from the stern where a baiting table and chute are located. These boats need adequate speed to reach distant fishing grounds, enough endurance for continued fishing, adequate freezing storage, suitable mechanisms for shooting and hauling longlines quickly, and proper storage for fishing gears and accessories. Freezer longliners - are outfitted with freezing equipment. The holds are insulated and refrigerated. Freezer longliners are medium to large with the same general characteristics of other longliners. Most longliners operating on the high seas are freezer longliners Factory longliners - are generally equipped with processing plant, including mechanical gutting and filleting equipment accompanied by freezing facilities, as well as fish oil, fish meal and sometimes canning plants. These vessels have a large buffer capacity. Thus, caught fish can be stored in refrigerated sea water tanks and piks in the catch can also be used. Freezer longliners are large ships, working the high seas with the same general characteristics of other large longliners. Wet-fish longliners - keep the caught fish in the hold in the fresh/wet condition. The fish is stored in boxes and covered with ice, or stored with ice in the fish hold. The fishing time of such vessels is limited, so they operate close to the landing place.
9. HOPPER BARGE
Hopper barge is a kind of non-mechanical ship or vessel that cannot move around by itself, unlike some other types of barges. Designed to carry materials, like rocks, sand, soil and rubbish, for dumping into the ocean, a river or lake for land reclamation. Hopper barges are seen in two distinctive types; raked hopper or box hopper barges. The raked hopper barges move faster than the box hoppers; they are both designed for movement of dry bulky commodities There are several "hoppers" or compartments between the fore and aft bulkhead of the barge. On the bottom of the barge hull there is (are) also a large "hopper door(s)", opening downwards. The doors are closed while the vessel is moving, so she can carry the materials that are to be dumped. The door(s) open when the ship has arrived at the spot where the materials are to be dumped. Split barges serve the same purpose, but instead of a door in the hull's bottom, the hull of the whole barge splits longitudinally between the end bulkheads. The vessel consists of two major parts (port and starboard halves), both are mostly symmetrical in design. Both parts of the vessel are hinged at the deck and operated by hydraulic cylinders. When the vessel splits the load is dumped rapidly, which means the barge has to be very stable in order not to capsize or otherwise get damaged.
10.
Auxillary crane ship
It is a ship designed to operate where port facilities are limited or damaged, to transfer cargo between themselves, other vessels and piers. They are converted commercial container ships, equipped with pedestal cranes, capable of lifting containers and other cargo. They are used to unload cargo from their own holds as well as from other vessels at port facilities which do not have their own cargo handling facility. They retain the ability to carry more then 300 containers.
REFERRENCE :
http://www.marineinsight.com/marine/types-of-ships-marine/obo-vessels-rise-and-fall/ http://en.wikipedia.org/wiki/LNG_carrier http://en.wikipedia.org/wiki/Container_ship http://stevesmaritime.com/heavylift.html http://en.wikipedia.org/wiki/Fishing_vessel
Ship design & construction-taggard, page 16
