Introduction of Motion Control and requirements of Navigations systems technologies for Special Ships

1. INTRODUCTION OF
MOTION CONTROL AND
REQUIREMENTS OF
NAVIGATIONS SYSTEMS
TECHNOLOGIES FOR
SPECIAL SHIPS

2. TODAY
• IMO – International Maritime
Organization
• Ship classification society
• Types of ships
• Special ships - High-speed craft (HSC)
types

3. IMO –
INTERNATIONAL
MARITIME
ORGANIZATION

4. IMO
INTERNATIONAL MARITIME
ORGANIZATION
• IMO stands for International Maritime Organization. IMO is the United
Nations specialized agency responsible for the safety and security of
shipping and preventing marine and atmospheric pollution by ships.
• Formation: The IMO was established on 17th March 1948 following a
UN conference in Geneva to bring the regulation of the safety of
shipping into an international framework. Initially, the organization's
original name was the Inter-Governmental Maritime Consultative
Organization (IMCO), but the name was changed in 1982 to IMO.
• Headquarters: The headquarters of IMO is situated in London, United
Kingdom.

5. IMO
INTERNATIONAL MARITIME
ORGANIZATION
• Members: IMO has 179 member states, which includes 176 of the UN
member states plus the Cook Islands, China become a member at 1973.
IMO also has three associate members Faroes Islands, Hong Kong
(China), and Macao (China).
• Objectives: As a specialized agency of the United Nations, IMO is a
global standard-setting authority for the safety, security and
environmental performance of international shipping. Its primary role is
to create a regulatory framework for the shipping industry that is fair
and effective, universally adopted and universally implemented.
• Structure: The IMO consists of an Assembly, a Council and five main
Committees. A Secretary-General leads the organization.

6. SHIP
CLASSIFICATION
SOCIETY

7. SHIP CLASSIFICATION SOCIETY
• A ship classification society or ship classification organisation is a non-governmental organization that establishes
and maintains technical standards for the construction and operation of ships and offshore structures. Classification
societies certify that the construction of a vessel comply with relevant standards and carry out regular surveys in
service to ensure continuing compliance with the standards. Currently, more than 50 organizations describe their
activities as including marine classification, twelve of which are members of the International Association of
Classification Societies.
• A classification certificate issued by a classification society recognised by the proposed ship register is required for a
ship's owner to be able to register the ship and to obtain marine insurance on the ship, and may be required to be
produced before a ship's entry into some ports or waterways, and may be of interest to charterers and potential
buyers. To avoid liability, classification societies explicitly disclaim responsibility for the safety, fitness for purpose,
or seaworthiness of the ship, but is a verification only that the vessel is in compliance with the classification
standards of the society issuing the classification certificate.
• Classification societies also issue International Load Line Certificates in accordance with the legislation of
participating states giving effect to the International Convention on Load Lines (CLL 66/88)

8. SHIP CLASSIFICATION SOCIETY
• Responsibilities: Classification societies set technical rules based on experience
and research, confirm that designs and calculations meet these rules, survey
ships and structures during the process of construction and commissioning,
and periodically survey vessels to ensure that they continue to meet the rules.
Classification societies are also responsible for classing oil platforms, other
offshore structures, and submarines. This survey process covers diesel engines,
important shipboard pumps and other vital machinery. Since the 1950s, the
USSR (now Russian) Register of Shipping has classified nuclear ships, the only
classification society to do so.
• Classification surveyors inspect ships to make sure that the ship, its
components and machinery are built and maintained according to the
standards required for their class.

9. No.
Name Abbreviation Date Head office
No.
Name Abbreviation Date Head office
1 Lloyd's Register LR 1760 London 19 Vietnam Register VR 1964 Hanoi
2
Bureau Veritas BV 1828 Paris
20 Indonesian Classification Bureau [id]
(Biro Klasifikasi Indonesia)
BKI 1964 Jakarta
3
Austrian Veritas/Adriatic Veritas AV 1858–1921 Trieste
21
Registro Internacional Naval RINAVE 1973–2004 Lisbon
4
Registro Italiano Navale RINA 1861 Genoa
22
Indian Register of Shipping
IRCLASS
(IRS)
1975 Mumbai
5 American Bureau of Shipping ABS 1862 Houston 23 Asia Classification Society ACS 1980 Tehran
6
DNV (Det Norske Veritas) DNV 1864 Oslo
24 Registro Brasileiro de Navios e
Aeronaves
RBNA 1982
Rio de
Janeiro
7
Germanischer Lloyd GL 1867–2013 Hamburg
25
International Register of Shipping IRS 1993 Miami
8 Nippon Kaiji Kyokai (ClassNK) NK 1899 Tokyo 26 Ships Classification Malaysia SCM 1994 Malaysia
9
Russian Maritime Register of Shipping
(Российский морской регистр судоходства)
RS 1913
Saint
Petersburg
27
Shipping Register of Ukraine
(Регістр судноплавства України)
RU (РУ) 1998 Kyiv
10 Hellenic Register of Shipping HR 1919 Piraeus 28 Phoenix Register of Shipping PHRS 2000 Piraeus
11 Polish Register of Shipping
(Polski Rejestr Statków)
PRS 1936 Gdańsk
29
Dromon Bureau of Shipping DBS 2003 Piraeus
12
Korean Classification Society KCS 1947 Pyongyang
30
Overseas Marine Certification Services OMCS 2004 Panama
13 Croatian Register of Shipping
(Hrvatski Registar Brodova)
CRS 1949 Split
31
Iranian Classification Society ICS 2006 Tehran
14 Bulgarian Register of Shipping 32 Cape
SHIP CLASSIFICATION SOCIETY

10. TYPES OF SHIPS

11. TYPES OF SHIPS
The great majority of ships that are neither military vessels
nor yachts can be divided into several broad categories: cargo
carriers, passenger carriers, industrial ships, service vessels,
and noncommercial miscellaneous. Each category can be
subdivided, with the first category containing by far the
greatest number of subdivisions.

12. SERVICE VESSELS
• The service ships are mostly tugs or towing vessels whose
principal function is to provide propulsive power to other
vessels. Most of them serve in harbours and inland waters,
and, because the only significant weight they need carry is a
propulsion plant and a limited amount of fuel, they are small
in size. The towing of massive drilling rigs for the petroleum
industry and an occasional ocean salvage operation (e.g.,
towing a disabled ship) demand craft larger and more
seaworthy than the more common inshore service vessels,
but oceangoing tugs and towboats are small in number and
in size compared with the overwhelmingly more numerous
cargo ships.
Tugboat
Tugboat guiding a container
ship.

13. MISCELLANEOUS
• The word miscellaneous has only small scope here. It is intended to encompass classifications
such as icebreakers and research vessels, many of which are owned by government. Neither
type need be of large size, since no cargo is to be carried. However, icebreakers are usually wide
in order to make a wide swath through ice, and they have high propulsive power in order to
overcome the resistance of the ice layer. Icebreakers also are characterized by strongly sloping
bow profiles, especially near the waterline, so that they can wedge their way up onto thick ice
and crack it from the static weight placed upon it. To protect the hull against damage, the
waterline of the ship must be reinforced by layers of plating and supported by heavy stiffeners.
Damage to propellers is also an icebreaking hazard. Propellers are usually given protection by a
hull geometry that tends to divert ice from them, and they are often built with individually
replaceable blades to minimize the cost of repairing damage. Electric transmission of power
between engines and propellers is also common practice, since it allows precise control and an
easy diversion of power to another propeller from one that may be jammed by chunks of broken
ice.
• Research vessels are often distinguished externally by cranes and winches for handling nets
and small underwater vehicles. Often they are fitted with bow and stern side thrusters in order
to enable them to remain in a fixed position relative to the Earth in spite of unfavourable winds
and currents. Internally, research vessels are usually characterized by laboratory and living
spaces for the research personnel.
German naval research vessel Planet
The Swedish icebreaker
Oden

14. INDUSTRIAL SHIPS
• Industrial ships are those whose function is to carry out an industrial
process at sea. A mother ship that processes fish into fillets, canned
fish, or fish meal is an example. Some floating oil drilling or
production rigs are built in ship form. In addition, some hazardous
industrial wastes are incinerated far at sea on ships fitted with the
necessary incinerators and supporting equipment. In many cases,
industrial ships can be recognized by the structures necessary for
their function. For example, incinerator ships are readily identified
by their incinerators and discharge stacks.
Oil platform P-51 off the
Brazilian coast is a semi-
submersible platform.
Crab boat working the North
Sea
Refurbishment Station for Drilling

15. PASSENGER CARRIERS
• The cruise-ship designer: providing the maximum in safety, comfort, and entertainment
for the passengers. Thus, isolation of machinery noise and vibration is of high
importance. Minimizing the rolling and pitching motions of the hull is even more
important—no extreme of luxury can offset a simple case of seasickness. Since cruising is
a low-speed activity, propulsive power is usually much lower than that found in the old
ocean liners.
• Ferries are vessels of any size that carry passengers and (in many cases) their vehicles on
fixed routes over short cross-water passages. The building of massive bridges and tunnels
has eliminated many ferry services, but they are still justified where waters are too
formidable for fixed crossings. Vessels vary greatly in size and in quality of
accommodations. Some on longer runs offer overnight cabins and even come close to
equaling the accommodation standards of cruise ships. All vessels typically load vehicles
aboard one or more decks via low-level side doors or by stern or bow ramps much like
those found on roll-on/roll-off cargo ships.
Ferry crossing Puget Sound,
Seattle
A passenger cruise ship

16. CARGO CARRIERS
• Cargo ships can be distinguished by the type of cargo they carry, especially since the means
of handling the cargo is often highly visible. As noted below (see Cargo handling), the trend
is toward specialization in this regard. One consequence is a proliferation in types of cargo
vessel. The present discussion is limited to a few types that are represented by large
numbers of ships and are distinctive in appearance.
• Tankers
• Containers
• Barge-carrying
• Roll-on/roll-off
• Bulk carrier
• General cargo carrier

17. TANKERS
• Ships that carry liquid cargo (most often petroleum and its products) in bulk are made
distinctive by the absence of cargo hatches and external handling gear. When fully loaded they
are also readily distinguishable by scant freeboard - a condition that is permissible because the
upper deck is not weakened by hatches. In essence, the tanker is a floating group of tanks
contained in a ship-shaped hull, propelled by an isolated machinery plant at the stern. Each
tank is substantially identical to the next throughout the length of the ship. The tanks are
fitted with heating coils to facilitate pumping in cold weather. Within the tanks are the main, or
high-suction, pipes, running several feet from the bottom to avoid sludge. Below them, low-
suction piping, or stripping lines, removes the lowest level of liquid in the tank. Tanks are filled
either through open trunks leading from the weather deck or from the suction lines with the
pumps reversed. Because tankers, except for military-supply types, usually move a cargo from
the source to a refinery or other terminal with few maneuvers en route, the machinery plant is
called on only to produce at a steady rate the cruise power for the ship; consequently,
considerable use of automatic controls is possible, thus reducing the size of the crew to a
minimum. In view of the simplicity of inner arrangement, the tanker lends itself to mass
production perhaps more than any other ship type. Because of the limited crew requirements
and the low cost per ton for initial building and outfitting, the tanker has led the way in the
rapid expansion in the size of ships. The decline of crude oil prices after the petroleum crisis of
1979 led in turn to a decline in preferred tanker size, but at that time a few ships had reached
1,300 feet (400 metres) in length, 80 feet in loaded draft, and a deadweight of 500,000 tons.
The commercial oil tanker in
ballast
ULCC

18. CONTAINERS
• Container ships are characterized by the absence of cargo handling gear, in their case reflecting
the usual practice of locating the container-handling cranes at shore terminals rather than
aboard ship. Unlike the tanker, container ships require large hatches in the deck for stowing
the cargo, which consists of standardized containers usually either 20 or 40 feet in length.
Belowdecks, the ship is equipped with a cellular grid of compartments opening to the weather
deck; these are designed to receive the containers and hold them in place until unloading is
achieved at the port of destination. The ship is filled to the deck level with containers, the
hatches are closed, and one or two layers of containers, depending upon the size and stability of
the ship, are loaded on the hatch covers on deck.
• In a few hours the ship can be filled with containers destined for another port and can be under way. An additional economy
is the low cost of the crew of the ship while it is in port awaiting loading or unloading. Further, because each ship can make
more trips than before, container fleets require fewer vessels.
• Among the disadvantages is the fact that each ship does not carry quite as much total volume of cargo with containers as
with regular bulk stowage, because the containers themselves take space and, since they are square in shape, do not fill in all
the nooks and crannies created by a ship-shaped hull form.
• Container ships are moderate-size merchant vessels built for speeds of greater than about 20 knots. Much use is made of
small, compact, diesel power plants to provide more space for containers. Special equipment includes mooring winches to
ensure accurate positioning of the ship under cranes in port and special tanks to list (tip) and trim (level) the ship to permit a
symmetrical loading or unloading without excessive list or trim. Shipping containers being
unloaded at port facilities
Two Maersk Line container
ships

19. BARGE-CARRYING
• An extension of the container ship concept is the barge-carrying ship.
In this concept, the container is itself a floating vessel, usually about
60 feet long by about 30 feet wide, which is loaded aboard the ship in
one of two ways: either it is lifted over the stern by a high-capacity
shipboard gantry crane, or the ship is partially submerged so that
the barges can be floated aboard via a gate in the stern.
Towboat pushing a barge
Barges towed by a tugboat

20. ROLL-ON/ROLL-OFF
• Roll-on/roll-off ships, designed for the carriage of wheeled cargo, are
always distinguished by large doors in the hull and often by external
ramps that fold down to allow rolling between pier and ship. Because
vehicles of all kinds have some empty space—and in addition require
large clearance spaces between adjacent vehicles—they constitute a low-
density cargo (a high “stowage factor”) that demands large hull volume.
The general outline of the ship, in view of its relatively low density of
cargo, is rather “boxy,” with a high freeboard and a high deckhouse
covering much of the ship’s superstructure, to afford more parking decks.
To ensure stability, fixed ballast is usually included in these ships, along
with water ballast to adjust load and stability. The engineering plants
are commonly twin engines of compact variety, such as geared diesel, and
they are arranged so that the engine spaces are at either side of the ship,
allowing valuable free space between them for vehicle passage.
Procyon Leader stern quarter
Train ferry and roll-on/roll-off
between Calabria and Sicily

21. BULK CARRIER
• Designed for the carriage of ore, coal, grain, and the like, dry-bulk
ships bear a superficial likeness to container ships since they often
have no cargo handling gear and, unlike the tanker, have large cargo
hatches. The absence of containers on deck is a decisive indicator
that a vessel is a dry-bulk ship, but an observer may be deceived by
the occasional sight of a dry-bulk ship carrying containers and other
nonbulk cargo on deck. An incontrovertible indicator is the self-
unloading gear, usually a large horizontal boom of open trusswork,
carried by some bulk ships.
Bulk carrier ship
Sabrina I is a modern
Handymax bulk carrier.

22. GENERAL CARGO CARRIER
• The once-ubiquitous general cargo continues to be built,
though in modest numbers. Those built in the last third of the
20th century are usually fitted with deck cranes, which give
them an appearance distinct from the more-specialized ship
types.
General cargo ship
General cargo ship Namibia

23. SPECIAL SHIPS –
HIGH-SPEED CRAFT
TYPES

24. HIGH-SPEED CRAFT
High-speed craft (HSC) include, among others, air-cushion vehicles
(such as hovercraft) hydrofoil boats and Wing-in-Ground (WIG)
craft.
With the development of many new types of HSC in the 1980s and
1990s, IMO decided to adopt new international regulations dealing
with the special needs of this type of vessel. In 1994, IMO adopted
the International Code of Safety for High-Speed Craft (HSC Code)
(resolution MSC.36 (63), which was developed following a revision of
the Code of Safety of Dynamically Supported Craft (resolution
A.373(X)).

25. HIGH-SPEED CRAFT TYPES
There are many different types of boats that can be used for civilian purposes. The high
speed craft (HSC) is one such example. High speed crafts use air pressure to keep them
moving at a fast pace on the water and have engines and turbine-propellers to move
them. The high speed craft was a very popular boat from the time it was launched and
still maintains its popularity.
Over the years there have been many variations in the high speed craft. These variations
can be elaborated as follows:
• Hovercraft
• Hydrofoil
• Catamarans
• Monohull

26. HOVERCRAFT
• A high speed craft designed in the form of a hovercraft was
the earliest boat introduced. A hovercraft uses air pressure to
propel itself in the water. It is reliable and is the most
preferred means of transportation used especially as rescue
vehicles in case of natural calamities, especially in water. The
craft was named such because the boat tends to hover above
the surface without actually touching it, due to the air
pressure released.

27. HYDROFOIL
• The system of hydrofoil in a high speed craft was
simultaneously used along with the hovercraft system. The
hydrofoil system incorporates the use of wings or lifts to raise
the boat from the surface of the water and move forward. The
wings or the hydrofoil attached make sure that the speed of
the boat is maintained. The system of hydrofoil is also used in
aircrafts that land on water or use a water-surface for take-
off.
A Voskhod type
hydrofoil
Boeing 929-115-018 Cacilhas in Hong
Kong's

28. CATAMARANS
• A high speed craft in the format of a catamaran came into
existence from the 90s. The catamarans offered a high speed
craft not just speed but also stability, balance and the ability
to withstand gales and strong winds. It has to be noted that
the catamaran employed a dual hull that gave it the above
mentioned features and thereby superiority over the previous
two variations of the high speed boats.
high-speed wavepiercer
catamaran
a high-speed
catamaran

29. MONOHULL
• As the name suggests, this type of high speed craft has a
single or a mono hull rather than the two in the catamaran
type. Monhulls became popular alongside the catamarans in
the same time period adding a lot of variety to the existing
types of the high speed crafts. The most important reason why
monohulls were used was because of the feasibility aspect of
the ballast (weight added to support the boat from blockages
coming from sideways). The better ability of ballast ensured
that the high speed craft was provided an overall stability.
Monohull High speed craft

30. WING-IN-GROUND (WIG) CRAFT
• A ground-effect vehicle (GEV), also called a wing-in-ground-
effect (WIG), ground-effect craft, wingship, flarecraft or
ekranoplan (Russian: экранопла́н – "screenglider"), is a
vehicle that is able to move over the surface by gaining
support from the reactions of the air against the surface of the
earth or water. Typically, it is designed to glide over a level
surface (usually over the sea) by making use of ground effect,
the aerodynamic interaction between the moving wing and the
surface below. Some models can operate over any flat area
such as frozen lakes or flat plains similar to a hovercraft.

31. THE END
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