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CTX Mate User`s Manual - the center for tankship excellence

1. 000000 8G 129 16 Damage Mode 131 16 1 The Damage Mode Mainscreen 04 131 16 2 Checking vessel survivability 139 140 143 144 146 151 151 154 157 157 158 159 19 Volume Correction factors 161 19 1 Using the ctx vcf Command 161 20 Single Tank Analysis 165 20 1 The ctx_tank Command 165 21 Hull Hydrostatics 167 21 1 The ctx hull Commandl 167 173 22 1 User Interface Problemy 173 22 2 Missing or Inconsistent Input 174 22 3 Convergence Failurd 174 22 4 Other Fra 176 22 5 Bug Repata aaa aa a 176 A Mate XML Reports 179 A 1 The Summary sub report 00 000008 8 179 A 2 The Options sub report 00 0008 8 184 vi CONTENTS A 3 The Header sub repor A 4 The Parcel sub report 187 A 5 The Tank sub reparH 000 eee eee A 9 The IMO Reg 25 a EEODOLU 6 o So we RO eG a we ee ee B 1 Post processing with Per List of Tables Deadweight amp Lightweight for DEMO ULCG 1 See ene cee A oe eee Be eh Geer ated 2 pees aes Seite Hove ey Bs eee ee 2 A ye ae a eee o A a 3 a A ae ee 2 eee 4 a bea 66 grin euka Hate Rica haat Di ee ade ces es 8 116 td Boke Ra ae A Seis ae eS 118 Wega 2 ee a aie Gh A Sle ae ee 120 ee a eee 121 vil viii LIST OF TABLES List of Figures
2. 59 mode D use_si N use_harbor N zero_inn_zero_vol N loadline 8 rigid Y bend_mom_pct Y phony_vertical N exact_vcf N round_temp N round_api N show_hidden N grounded N low_grnd N gt lt ctx_Options gt lt ctx_Tilt draft_fp 23 961 draft_ap 24 932 heel_deg 0 139 gt lt ctx_Tilt gt lt ctx_Bottom depth 99 999 gt lt ctx_Bottom gt lt ctx_Parcels gt lt ctx_Parcel code sw method s density 1 0234 color name test sea water sulfur 0 0000 ash water rvp comment gt lt ctx_Parcel code AL method C density 34 56 color name test arab ligh sulfur 0 0000 ash water rvp comment gt lt ctx_Parcel code f1 method P density 0 9876 color name test 54b sulfur ash water rvp comment gt lt ctx_Parcels gt J al lt ctx_Dips gt lt ctx_Dip lt ctx_Dip lt ctx_Dip lt ctx_Dip lt ctx_Dip lt ctx_Dip tank 1C y tank 2C tank 3C tank 4C k tank 5C 7 tank 1P y dam_hi_xs 300 000 dam_hi_ys lt ctx_Dip lt ctx_Dip lt ctx_Dip lt ctx_Dip lt ctx_Dip lt ctx_Dip lt ctx_Dip lt ctx_Dips gt lt ctx_Spikes gt tank SLOP_P tank F0_SRV_P tank D0_TK_S tank D0_SET_S tank DO_SRV_S tank FW_P tank FW_S il lt ctx_Spike name CREW lt ctx_Spikes gt lt ctx_Load gt Figure 6 2 Sample Loadfile bottom grp 1P opt P opt P opt P opt P opt P 30 100 opt P
3. s loading pattern files start with 1f_ that s ell eff If you create a load file manually always follow this convention Con versely files that are not Mate loading patterns should never start with 1f_ f is shorthand for fleet s is shorthand for ship v is shorthand for voy So the shorthand form of this command is mate fA sem vTEST 1f_selftest 22 CHAPTER 2 GETTING STARTED 2 3 The CTX Mate Folders Mate is designed to be very easy to use but not without some preliminaries Before you can begin to use CTX Mate you must understand the file folder system Mate uses Mate assumes that the Tanker File System TFS is broken down by fleet and within fleet by ship Each fleet there may only be one in your case is given a one character fleet code and a top level directory whose name is the fleet code Thus if your owner or manager is responsible for three fleets they might be assigned fleet codes A B and C And there will be three top level fleet directories A B and cE If your ship is in the B fleet then you will probably only have the B directory on your on board computer Within each fleet each ship is given a two to four character ship code For example if fleet A consists of the ships Alhambra Orpheum and Tara These ships might be given ship codes of al or and ta And each such ship will be given a sub directory in the A fleet directory whose name is the ship code In this case there will
4. 2 16 2 CHECKING VESSEL SURVIVABILITY 139 16 2 Checking vessel survivability If the damage is so severe that there is concern that the ves sel may founder or capsize switch to Damage mode and set OPT for the breached tanks compartments to F that is treat these spaces as free flooding Don t worry about trying to type in the location of the damage Then check the min mar gin point and the righting arm curves As long as you have positive margin allowing for wave action and both righting arm curves have a positive GM and an area in excess of 0 02 meter radians then neither capsize nor flooding should be a problem If the margin number is negative then progressive flooding is a very real concern But remember that this computation was done assuming that all potentially open downflooding points are open If the immersed points are actually closed and watertight then this will be overly conservative The name of the worst case downflooding point is shown on the Summary This will point to the area where shoring up efforts should be focused If this opening is actually watertight for the depth shown then at least this point is not an actual immediate concern Next check the rest of the flooding points using the FLOOD button Keep in mind the space which each opening floods If it s small already nearly full or flooded then that opening in itself may not represent a big problem Depending on the amount of heel and trim consider
5. See Chapter E Whenever you call for any Menubar or Toolbar function except Quit and Help or any Mate report or analysis Mate will scan the Tank Table and re balance the ship You will see the Tank Table momen tarily turn red when it does this Thus you can be sure that any such report or analysis is based on the up to date equilibrium drafts and heel 50 CHAPTER 3 THE MAINSCREEN 3 5 The Toolbar The Toolbar allows single click access to Mate s most common func tions But it has a more important purpose It is essential that all critical Mate functions be accessible from the keyboard The reason is that the mouse is by far the most failure prone computer component Tankers which may be at sea for seven or eight weeks cannot be at the mercy of such a device The Toolbar allows all of Mate s critical functions to be accessed even if the mouse is not working The contents of the Toolbar will depend on the mode However there will always be 12 buttons on the Toolbar and each button always matches the corresponding function key on the top row of the key board Hitting a function key is equivalent to clicking on the corre sponding Toolbar button In some cases the Toolbar button will be marked Unused in which case clicking on this button or hitting the corresponding function key does nothing 3 5 1 The Normal Mode Buttons Left to right the Normal mode Toolbar buttons are Redo Scan the Tank table and re balance the ship S
6. Some 161 162 CHAPTER 19 VOLUME CORRECTION FACTORS particularly obtuse surveyors round Fahrenheit to nearest half degree This is nuts and should be resisted strongly unless it works in the ship s favor round_api y This option sets the density rounding policy y must be N A or H N will round API to nearest hundreth of a degree and specific gravity to nearest 0 1 kg m3 4 decimal places These are the Mate defaults A will round standard density in API to nearest tenth of a degree and standard density in specific gravity to nearest 0 5 kg m3 These are the ASTM recommendations A will round round input temperature to nearest tenth of a degree for Farenheit and nearest twentieth of a degree for Celsius H will round standard density in API to nearest half of a degree and standard density in specific gravity to nearest 0 5 kg m3 Some particularly obtuse surveyors round API to nearest half degree This is nuts and should be resisted strongly unless it works in the ship s favor print If print is specified ctx_vcf will prepare a hardcopy record of the ctx_vcf session and print it out at the end This allows you to make little VCF tables The default is no hard copy help If help will print out a usage message and exit The above options are hard to remember Starting out a ctx_vcf session with ctx_vcf help is an easy way of being reminded Issue the command ctx_vcf options If method is C or F you will
7. ance at the tank bottom This column applies only to tanks which have not been marked as damaged This is particularly useful when you are unsure which tank s are leaking and the damage is believed to be on or near the flat bottom If a tank is known to be damaged and marked as such then other columns apply as we shall see and HBL_m column will show a zero Otherwise if the number is positive it implies that the tank is hydrostatically over balanced and leakage from bottom damage would occur If the number is negative it implies that the tank is hydrostatically under balanced and leakage from bottom damage would not oc 16 1 THE DAMAGE MODE MAINSCREEN 133 cur The figure is a rough estimate of the change in innage in meters that would be required to bring the tank to hydrostatic balance A tank whose HBL_m is 3 0 would need to be drawn down roughly 3 meters to reach hydrostatic balance on the bot tom a tank whose HBL_m is 2 0 could be filled up roughly 2 meters before it reached hydrostatic balance on the bottom If a tank has a comfortably negative HBL_m anything more nega tive than 0 5 meters then it cannot be leaking from flat bottom damage and may be ruled out as a possible flat bottom damage culprit Only tanks with positive or near positive HBL_m are possible sources of flat bottom leakage Moreover you can safely transfer cargo into tanks with comfortably negative HBL_m and be sure that as long as these tanks have a ne
8. either from the keyboard or the mouse that the program doesn t know how to handle Sometimes this can be done by issuing a command before the program has finished processing the last command Usually when this occurs the program will pop up a warning window with a cryptic message and ask you what you want to do Almost always all you have to do is click on the OK button and you will be back in business Remember that some of the pop up windows require a response from you before Mate can do anything more Until you dismiss such a pop up hitting buttons outside the pop up will do nothing If Mate appears to be being unresponsive make sure that there are no such windows still active Mate attempts to keep windows that require an immediate response from being hidden but it can happen Moving 173 174 CHAPTER 22 ERRORS or removing a non Mate window may allow you access to the hidden pop up Occasionally the program will be so confused that you will have to kill the Mate session and start again You can do this by moving back to the launch window and issuing a Cntl C hit the C key while holding the Control key down This means you will lose the current loading pattern unless the loadfile is up to date If this happens always check the launch window for error messages If this occurs when you think you have done little or nothing wrong then please fill out a bug report See Section 22 5 for bug report instructions In general if y
9. includ ing slops and freewater in cargo tanks ballast BLLST bunker fuel oil BFO and everything else OTHER TPC is tons per centimeter immersion and MTC is the moment to trim one cm in ton meters WETTED is the hull wetted surface in square meters SEA_SG documents the assumed sea water specific gravity MAX_ SHEAR shows the worst case shear force relative to the allow able and the longitudinal location of this maximum MAX_ BEND is the worst case bending moment relative to the allowable and its longitudinal position Draft is given at midships the Aft Perpendicular and the Forward Perpendicular Draft marks are rarely at the AP or FP and never on the centerline so these numbers need not match the readings Mate displays the rigid body draft marks numbers on the far right of the Summary Trim by the stern is negative All these numbers are in meters Heel is in degrees positive to starboard PROP_IMM is the water depth at the top of the propeller If negative the tip of the propeller is above the waterline GM_Corr is the Metacentric Height corrected for free surface in meters The Parcel Summary in the center shows the the Total Observed Vol ume and the Gross Standard Volume of up to seven cargo parcels This allows the Chief Mate to see immediately the impact of any changes in loading pattern on parcel quantities so that he can quickly arrive at a loading pattern which best matches the voyage instructions which are usually i
10. lt gm gt lt gm_corr gt lt lcg_xs gt lt tcg_ys gt lt vcg_zs gt lt 1cb_xs gt lt tcb_ys gt lt vcb_zs gt lt wp_tmoi gt lt wp_lmoi gt lt wp_area gt lt wetted_surf gt lt blind_zone gt lt mani_stbd_ze gt lt mani_port_ze gt lt roll_rog gt lt pitch_rog gt lt prop_imm gt lt low_ze gt lt water_depth gt lt freeboard gt lt flood_ze gt lt flood_name gt lt shear_max gt lt moment_max gt lt hog_max gt lt shear_max_pct gt lt moment_max_pct gt lt hydroloss gt lt exchgloss gt 184 APPENDIX A MATE XML REPORTS A 2 The Options sub report In certain design applications the Summary sub report is all you need However in most cases it is not enough For one thing the Summary report is not self standing Among other things it does not document the user options than were in effect at the time the report was created To do this include an o in the sub report options Here s a sample Options sub report lt ctx_Options mode D use_si N use_harbor N zero_inn_zero_vol N loadline S non_rigid N show_hidden N wave_opt D exact_vc N round_api N round_temp N bend_mom_pct Y grounded N gt lt ctx_Options gt This little sub report is a bit cryptic Here are the definitions mode The CTX Mate mode N is Normal D is Damage A is Auto use_si If Y all output is in metric units Otherwise display temper ature in fahrenheit a
11. markedly by properly trimming and listing the ship Mate will inform the crew of the reduction associated with any combination of ballasting and transfer of cargo but only under the assumption that the new trim and heel is implemented before any spillage takes place In situations in which spillage is rapid this is not a useful approximation Mate does not compute outflow through tank P V valves or vents which can occur at high trim and heel Even with tank grouping certain forms of internal double hull damage are not well modelled See Chapter 16 In this version Mate does not give the crew any information relating to sloshing resonance This will be corrected in later version Hotspot analysis is based on classical beam theory which at best is approximately correct when the hull is undamaged and may be wildly misleading when the structure is damaged But the long range goal is to use finite element for this purpose It is possible for the program to fail to converge at extremely high trim or heel for very strange shaped tanks Mate will identify the problem and issue an error message In some cases this could force the crew to treat a tank as a fixed load To CTX s knowledge this has never happened in over 80 ship years of actual operation But it is possible Occasionally unexpected user input will generate inscrutable error messages If the user does something from the keyboard or mouse that the program cannot fi
12. opt P opt E opt E opt E opt E opt E wets opt P dip UL par AL read 0 980000 deg 15 dip UL dip UL dip UL dip UL dip UL dam_hi_zs 10 000 dip UL dip UL dip UL dip UL dip UL dip UL dip UL 5 00 xs 35 000 ys par AL par AL par AL par AL par AL par AL par f1 par sw par sw par sw par sw par sw read 0 980000 read 0 980000 read 0 980000 read 0 980000 read 0 980000 dam_lo_xs 300 read 0 980000 read 0 909200 read y read u read sl read si read s 0 000 deg deg deg deg deg 500 deg deg deg deg deg deg deg zs 40 000 gt 15 56 15 56 15 56 15 56 15 56 15 56 15 00 0 00 0 00 0 00 0 00 0 00 wtr wtr wtr wtr wtr dam_lo_ys 25 350 wtr wtr wtr wtr wtr wtr wtr 56 wtr nonliq nonliq nonliq nonliq nonliq nonlig nonlig nonlig nonlig nonlig nonlig nonlig nonlig 92 igs igs igs igs igs dam_lo_zs 3 300 gt igs ATA UVOT AHL 510 gt 510 gt 510 gt 510 gt 510 510 gt 0 gt 0 gt 0 gt 0 gt 0 gt 0 gt igs 510 Chapter 7 Saving Results 7 1 Report Philosophy Mate is designed to be integrated into an overall Tanker Management System Mate is based on th
13. then the max stress to yield number are close to useless In a double bottom tanker the double bottom design is driven by local pressure rather than longitudinal stress Very roughly the double bottom will contain about twice as much steel as would be required just by longitu dinal stress Thus low stress to yield in the double bottom does not mean that there will be no structural failure In this case the structure is nost likely to fail by buckling of the deck Mate s hot spot analysis shows the amount and location of the largest compressive stress at each frame but offers almost no insight as to whether or not that stress will cause buckling This requires knowledge of the local panel characteristics which your version of Mate does not have 4 Currently Mate s hot spot analysis does not worry about shear force The damaged and undamaged section areas are shown A very rough approximation is to increase the shear force as given by the normal strength calculations by the ratio of the undamaged to damaged area If the result is still well below the allowable then shear force is probably not a problem 5 Mate bases the damage at each frame on the damage description outlined in Section 15 1 that is Mate knows only the longitudi nal transverse and vertical position of the highest point of the damage in each tank and the same information for the lowest point At each frame it eliminates all steel between the highest 142 CHAPTER
14. you are not sure where the damage is 16 1 THE DAMAGE MODE MAINSCREEN 137 results will be accurate only if that change is made very quickly prior to significant outflow flooding Undamaged tanks can be manipulated in the normal fashion but be careful In damaged situations the pre damage and post damage heel and trim can be quite different If you work with ullages or innages in the undamaged tanks Mate always assumes that each new ullage or innage was taken at the new heel and trim If the ullage actually corresponds to the pre damage situation big errors can result In severe damage situations it s usually best to work in volume or percent volume for the undamaged tanks The easiest way to do this is to simply take the pre damage sitation set OPT for all undamaged tanks to P and proceed The Summary section contains three new columns containing HYDROLOSS The total hydrostatic outflow the sum of the HY DROOUT column in the Tank Table EXCHGLOSS The total exchange flow the sum of the EXCHGOUT column in the Tank Table GRNDFORCE The upward Grounding Reaction in metric tons as suming a flat bottom and a rigid hull and sea bottom The point of application of this force is GRNDxs distance forward of midships and GRNDys distance off centerline positive to starboard This location is given in ship coordinates DISPLACEMENT The total buoyancy of the hull envelope assum ing it is empty and watertight in tons The total
15. 0 437 2 24 3FOS_VENT 0 438 2 30 FW_P_VENT 0 439 2 26 FW_P_VENT 0 439 2 26 3FOP_VENT 0 523 2 87 2B_S_VENT 0 469 2 39 2FOS_VENT 0 405 1 91 3FOS_VENT 0 482 2 57 3FOS_VENT 0 480 2 52 3FOS_VENT 0 462 2 40 S G_VENTP 0 541 2 96 31 74 5 26 2006 10 19T 17 27 16Z Rh z O A XXXX 3 H FLOODED SPACES FPVOID FOCSLE z FP FOCSLE F 1B_S S 2B S zy 3B_S S 4BS 5B_S E PR Q ER ER DBLBM z FPVOID FOCSLE FP FPVOID FOCSLE FP 1C FOCSLE FPVOID FP 1B_S 2B_S 3B_S 4B_S FOCSLE FPVOID FP 1B_8 2B_S 3B_S 4B_S 1B_P 2B_P 3B_P 4B_P FOCSLE FPVOID FP 1B_S 18 1B_S 18 2B_S 2F S 2B S 2A 8 3B 8 38 3B_S 38 4B_S 4F_S 4B S 4A S 5B S 5S 5B S SLOP S 1FO S PR ER ER DBLBM AP SG_ROOM 3FO S 2FO S 5B_S SLOP_S 1FO S 3FO_S PR ER ER_DBLBM AP SG ROOM 2FO S 2FO_S 3FO S ER ER DBLBM FW_S AP SG_ROOM FOCSLE FPVOID FP 1B_S 18 1C 1C 18 1B_S 2C 2F_S 2B_S 2C 2A_S 2B 8 3C 38 3B_S 3C 39 3B_S 4C 4F_S 4B_S 4C 4A_S 4B_S 5C 58 5B_S PR ER ER DBLBM AP 102 CHAPTER 11 IMO REGULATION 25 11 2 Discussion of IMO Reg 25 Any tanker delivered after 1979 is subject to IMO Regulation 25 Un der this regulation the ship must be able to survive a range of hy pothetical damage scenarios without progressive flooding without ex ceeding a heel of 25 degrees 30 degrees if the deck is not immersed and with a residual righting arm curve which is positive for another 20 degrees has a maximum GZ of at least 0 1m and an area of at least 0 0175 meter radians
16. 000 000 000 000 000 000 000 000 000 000 000 000 000 OANODAFRWN KH NNNNNNRPRPRP RP RP RP RP RBBB OP WNFPOOAN AOA BP UNEO 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 o0o00O0O0O0O00000000000000000000o HEEL DISPLCMNT 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 16271 33960 71398 110450 191371 212055 296542 318136 406490 497419 520427 31 31 52417 91 90769 7 9 11 130384 150529 170861 8l ol 3l 8 21 232909 253938 275146 9 21 41 5 31 339936 361933 384120 1l 1l 3l 7 429024 451701 474505 4l 3l 3l 0 6 22 21 21 20 20 20 20 19 19 19 19 18 18 18 17 17 16 16 15 14 14 13 12 12 11 LCB 004 445 058 7531 499 277 070 874 670 443 1851 8911 557 1811 759 288 768 206 603 962 290 610 938 288 668 0o00000000000O0O TCB 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 OND WAOANNDAATEHRPWWNHNRPR O O P
17. 275031 28333 29174 30032 30909 31806 32687 33574 34446 35284 36096 36892 37678 0 000 LCF 320 5951 1001 7181 408 080 7661 4291 8951 2111 384 4221 3111 0401 6191 024 3181 6601 887 020 3711 1111 8281 5111 9821 OLT TE YHLAVHO SOLLVISOYUCAH TINH 21 1 THE CTX_HULL COMMAND lt ctx_Hydrostatics time 2006 11 01T15 23 23 version 0 40 var ship_dir X uldh DATA MATE trim 0 000 heel 0 000 gt lt ctx_Hull depth_mid 1 000 volume 15874 5 1cb_xs 205 wp_area 16735 wp_lmoi 105585791 wp_tmoi 4832088 lt ctx_Hull depth_mid 2 000 volume 33132 0 lcb_xs 204 wp_area 17704 wp_lmoi 118900001 wp_tmoi 5341241 lt ctx_Hull depth_mid 3 000 volume 51139 2 lcb_xs 204 wp_area 18305 wp_lmoi 127881224 wp_tmoi 5657790 lt ctx_Hull depth_mid 4 000 volume 69657 4 lcb_xs 203 wp_area 18732 wp_lmoi 134553945 wp_tmoi 5888175 lt ctx_Hull depth_mid 5 000 volume 88556 0 lcb_xs 203 wp_area 19065 wp_lmoi 139777908 wp_tmoi 6076077 lt ctx_Hull depth_mid 6 000 volume 107756 1 lcb_xs 203 wp_area 19337 wp_lmoi 144132216 wp_tmoi 6233235 lt ctx_Hull depth_mid 7 000 volume 127204 7 lcb_xs 203 wp_area 19560 wp_lmoi 147664525 wp_tmoi 6368109 lt ctx_Hull depth_mid 8 000 volume 146857 5 lcb_xs 202 wp_area 19748 wp_lmoi 150567375 wp_tmoi 6485727 lt ctx_Hull depth
18. 3 1 Simplified Normal Mode Mainscreen 29 6 1 Sample Loadfile top 75 6 2 Sample Loadfile bottom 76 9 1 Sample Righting Arm Table 94 11 1 Sample Reg25 Report 101 14 1 Excerpt from CTX style cargo Survey report 126 A 1 Excerpt from Damage Mode Tank sub reportl 190 A 2 Excerpt from Strength sub report 192 A 3 Excerpt from Stability sub reportl 195 A 4 Excerpt from Downflooding sub repor ix LIST OF FIGURES Chapter 0 Vessel Data and Test Conditions 0 1 Vessel Particulars amp Tolerances For ease in updating all vessel specific information required by the Regula tions to be included in a Loading Program Manual have been collected here in Chapter 0 This data can be referred to as necessary The manual proper really starts with Chapter 1 Unless you are running a CTX Mate test con dition or need to check vessel calculation tolerances you may immediately move on to Chapter 1 If you are running a Mate test see Section 0 3 CTX_Mate uses the following summer deadweight and lightweight for this ship An unusual feature of Mate is that the input files describing Table 1 Deadweight amp Lightweight for DEMO ULCC SUMMER DEADWEIGHT metric tons 441561 LIGHTWEIGHT metric tons 67923 LCG_LIGHTWEIGHT meters Fwd of Aft Perp 176 690 the ship which Mate actu
19. BEND 1614795 MAX HOG 0 416 VISUAL 1 LOW_PT DEPTH AT LCB TCB VCB REG 25 ooo ooo Moo Ro Mo Mo Moo Mo Mo Ro Mo Mo Mo Mo Mo Moo Mono Mono Momo me Nonvol ocooooo0o0o0o0o0o0o0o0o0oo0oo0oo0oooo0o oocooco GOV Help OFF 517521 299519 299518 299518 271983 137464 137464 93801 93801 93801 93801 187601 187601 93801 93801 93801 93801 130263 130263 411121 40061 3458 4150 1240 91 603 603 250 250 805 190 26 76 100 00 MIN_FLOOD 5 26 FRO13 186 66 0 04 12 24 UNUSED 2 8 8 ol ol 11 11 81 DRAFT MARKS AftP AftS MidP MidS FwdP FwdS 26 26 23 23 19 19 641 548 497 336 950 866 QUIT TE SNOLLOHS GAIA AHL 6 30 CHAPTER 3 THE MAINSCREEN 3 2 The Tank Table 3 2 1 Editing the Tank Table Making changes to a loading pattern via the Tank Table is straight forward 1 When the Mainscreen first appears the highlighted cell will be in the top row of the Tank Table Move the highlight to the cell you want to change either by clicking on the desired cell or by using the arrow keys You may have to use the arrow keys to scroll to the cell you want to change Once the highlight is on the right cell simply type in the new value As soon as you start typing the old value will disappear By hitting Escape before leaving the cell you can make it reap pear You can Backspace over any mistakes A bli
20. Be aware that this calculation can take as long as 30 seconds This menu item covers both intact and damage stability 44 CHAPTER 3 THE MAINSCREEN Sloshing Resonance This report estimates the natural periods of longitudinal and transverse sloshing in each slack tank and compares these numbers with the ship s natural pitch and roll periods for the current loading pattern This report is not implemented in this version of Mate Downflooding This report computes the height above waterline of all the downflooding openings and sorts them for lowest to highest negative number means the opening is under water See Chapter 10 This report is done every time the ship is rebalanced but the Mainscreen only shows the lowest point IMO Reg 25 This report does the flooding and damage stabil ity analysis required by IMO Regulation 25 and 16C raking for the current loading pattern This analysis is based on a series of hypothetical damage scenarios See Chapter L for details These hypothetical and not very realistic scenarios have nothing to do with CTX Mate s Damage mode which is based on the specific damage entered by the crew PY The IMO Reg 25 analysis is not done automatically but must be explicitly called for either by selecting this menu item or the Reg 25 button on the Toolbar Be aware that this calculation can take as long as a minute All these reports are available in a variety of formats Each of these menu items brings up a w
21. Latex report t Some sites may not have troff capability in which case you will get a pop up saying can t produce troff report 5 The PDF report is actually based on the troff report if troff is available If not it 14 3 THE OBQ REPORT 115 Print Selecting Print will print out the OBQ report Dismiss Selecting Dismiss will wipe out the OBQ window You can also destroy the window by clicking on the Mainscreen Table shows a sample OBQ report Only cargo tanks will be shown The OBQ report simply summarizes the liquid oil freewater and non liquid by tank The Glossary contains definitions of the vari ous cargo related volumes The OBQ report follows industry practice for anearly empty ship and does no temperature correction Therefore it is not appropriate to situations where the ship is already partially loaded upon arrival The last column contains a D or Z It is often the case that the point of zero innage for a particular dipping point is not the lowest point in the tank This is especially true if the ship has significant trim or heel Since the ullaging system can t measure below zero innage we don t know if the wedge below this point is empty full or somewhere in between Mate offers two choices D indicates the volume was calculated by Mate s normal direct integration method which takes the given innage at its word and assumes the real tank waterline is at this innage level In other words it assumes the wedge is f
22. This is known as Auto mode The user may switch back and forth between Auto mode and Normal mode at will The user may remove individual tanks from Auto mode on the fly This may be necessary if the sensor for a tank is not operational or producing faulty readings of a Tanker Management System CTX_Mate is desiged to be an integral part of an overall Tanker Management Information system The loading patterns results etc may be and should be stored in the same voyage folders as all the other reports and correspondence associated with that load discharge Each saved loading pattern is a complete self standing record of that particular run including not only the loading pattern itself and the parcel data but also all options that were in effect at that time If this file is sent to the office or elsewhere the exact run can be replicated both manually and by automatic post processors which can combine and analyse multiple loading patterns One use of this is an automatic pumping log generator Mate keeps track of variables it itself does not use e g voyage number leg port berth but which may be critically important to the overall management system Intact Stability Mate computes both port and starboard righting arm curves and checks compliance with the IMO Code on Intact Stability A749 This can be crucially important for double hulls It also displays the downflooding limits Mate may be unique among loading programs 1 1 CAPABI
23. This little paragraph is pretty cryptic so see Section A 2 for the definitions See The Tilt Section The Tilt section shows the ship s draft meters and heel degrees If the loadfile was saved from CTX Mate and the ship is not stranded this will be the equilibrium drafts and trim If the loadfile came from somewhere else e g CTX Surveyor it need not be The Bottom Section The Bottom section contains only one vari able the water depth in meters 99 999 is effectively unlimited 74 CHAPTER 6 THE LOAD FILE The Parcels Section The Parcel section contain one line for each liquid parcel on board where a line is everything between the lt ctx_Parcel and the next gt The first parcel is always ambi ent sea water sw even though it doesn t show up that way on the Parcel Screen Otherwise the variables are exactly the same as those on the Parcel Screen See Section A4 The Dips Section The Dips section contain one line for each non hidden tank and compartment Each line starts with lt ctx_Dip The variables are very similiar to those on the Tank Table except that the meaning of read depends on the value of opt If opt is U read is an ullage in meters If opt is I read is an innage in meters If opt is P read is a fraction full If opt is V read is a volume in cubic meters If opt is D read is intact fraction full Internally Mate always stores volumes in cubic meters and temperatures in degr
24. a value does not comply it will be followed by an asterisk The first row shows the area under each curve between equilibrium and 30 degrees heel for which the IMO minimum is 0 055 m radians The second row shows the area under the curves between equilibrium heel and the lesser of 40 degrees and the downflooding angle to that side for which the IMO minimum is 0 090 m radians The third row shows that area between 30 and 40 degrees or the downflooding angle if less for which the IMO minimum is 0 030 m radians The fourth row shows the port and starboard righting arms at 30 degrees for which the IMO minimum is 0 20 meters The fifth row shows the maximum of the righting arm curves and the sixth row shows the heels at which those maxima occurs IMO requires that the location of the maximum must be at 25 degrees or higher Any loading pattern for which either righting arm violates any of these minimums must be rejected There are certain very unusual situations in which Mate s A749 area 9 2 RIGHTING ARM CURVES 93 numbers are misleading Thanks to an overly literal reading of IMO A749 Class requires that the area numbers to 30 40 degrees be based on absolute heel rather than 30 40 degrees either side of equilibrium heel Mate computes the righting arm curve for up to 50 degrees either side of equilibrium Therefore if you have more than 10 degrees heel the righting arm on the high side will not be calculated out to 40 degrees absolute In thi
25. and Comments columns con tain a reasonable description of the parcel You may remember what bP means but the next mate will not So in the Name col umn put something like Pasc ballast and the Comment column should say why you chose the density that you did The requirement for uniqueness applies only to a particular voy age The Arab Light with a code of AL on voyage 005 can be quite different from the Arab Light on voyage 006 even if it has the same or different parcel code But be aware that Mate can t check that the AL in one loading pattern s parcel data is the same as the AL in another loading pattern s parcel data even if both loading patterns are on the same voyage Usually what happens as the voyage progresses is that you will modify an existing loading pattern the last but not the parcel data and then save the modified loading pattern into a new file If you haven t changed the parcel data then all the parcel data in the new loading pattern will be the same as in the old which is 1 Internally Mate treats sw as just another parcel The main difference is that this parcel is always available 62 CHAPTER 4 LIQUID PARCELS normally what you want But Mate allows you to change parcel data so you can change the API of say AL in the new loading pattern If so you will end up with two different AL s on the same voyage which is almost always a mistake Parcel Method The second column in the Parcel Scr
26. ation are included in the loadfile Your normal loadfiles will not include such tanks as the Engine Room the Pump Room etc Flooding in these spaces can be critical to the situation If so use the SHOW_HIDDEN_ALL option to include all compartments The Free Flooding Option F Tank option F must be used only for tanks or compartments which are vented and were empty prior to the damage e g the Engine Room and for which the damage is such that you can be sure that the waterline in the tank at equilibrium will be at the sea level no matter what you do For example if the damage is high in the Engine room and by trimming the ship by the bow you might be able to get the low point of the damage above the waterline F would be inappropriate Use D or d and put the damage location in If you use the Free flooding option for a cargo tank then Mate will assume the tank started out Empty is vented and will calculate neither the hydrostatic balance nor the cargo loss Finally if loss of strength is an issue for a par ticular space you cannot use the free flooding option Unless a compartment has a tankopt of D or S any damage in that space will be ignored by the Hotspot calculations 16 6 ENTERING DAMAGE DATA 147 High Point or Low Point Sometimes it will be difficult to tell which point of damage on the tank is the low point and which is the high point especially when heel and trim are changing Don t worry Mate will check your two points
27. be three ship directories A al A or A ta in the A fleet directory On board you will probably only have your own ship s ship directory All of the information pertaining to a particular ship should be filed somewhere in that ship s ship directory If your owner follows the CTX Tanker Filing System TFS the complete description of where all this data must be filed is given in The CTX Tanker Filing System Manual which runs to several hundred pages Fortunately for Mate purposes only a very small portion of the TFS is relevent or necessary In fact we only need to deal with the following folders Commercial programs on the other hand are designed to easy to start up without any preliminaries Commercial vendors know this is an important selling point The cost of this is that it is extremely difficult to integrate the loading program within an overall tanker management system 8 This is hardly a CTX invention Almost all owners and ship managers do this but often the system is not fully enforced across the organization For the purposes of this manual folder and directory are synonyms 10 Some owners use fleet code X for ships they have interest in but don t actually own for example a ship they are considering purchasing 11 The ship code need only be unique within a fleet In the preliminary design context the fleet code often signifies a project ID and the ship code becomes a varient design eg 4 0021 might be the
28. can correct this by using one of the SORT tank options See the SORT menu below The Export Menu Mate has the capability of savings its results in a variety of different formats See Chapter Z for your options The Cargo Menu Mate has the capability of automatically prepar ing a number of different cargo survey reports The reports are accessed via the Cargo menu They are described in Chapter 4 All these reports are available in a variety of formats Each of these menu items brings up a window which allows you to select the desired format The Reports Menu In addition to rebalancing the ship Mate has the capability of doing the following technical analyses which can be accessed via the Reports menu Longitudinal strength This report does the standard shear force and bending moment calculations The results will be compared with the ship s allowables Vertical hull deflection is also computed See Chapter This calculation is done whenever the ship is re balanced but the Mainscreen will only show the worst case values This menu item allows you access to the detailed strength report which may be saved in a number of formats Stability This report computes both the port and starboard right arm curves and compares the results with the IMO A 749 requirements See Chapter 9 for details This analy sis is not done automatically but must be explicitly called for either by selecting this menu item or the Stability button on the tool bar
29. connected to the gauging system cannot be changed in Auto mode You cannot save a loading pattern You cannot do IMO REG25 or sloshing analysis You cannot even balance the ship the ship will automatically be rebalanced every time new data is obtained from the gauging system You can only do the following 1 Go back to Normal mode 2 Print a snapshot of the Mainscreen by selecting the Print button on the Toolbar 3 Pop up the bending moment and shear force window 4 Pop up the righting arm curve window Be aware that Mate will not update from the gauging system until the righting arm calculations are done As a practical matter these limitations are not a problem If you need to do something else for example save the current loading pattern or change a number for one of the tanks not connected to the ullaging system simply switch back to Normal mode do whatever you need to do and then switch back to Auto 15 3 GAUGING SYSTEM ERRORS 129 Numerically there is no difference between Mate s calculations in Auto mode and in Normal mode If you save a loading pattern that was generated in Auto mode and then send it to the office which runs that pattern in Normal mode all the results will be exactly the same 15 3 Gauging System Errors Automatic ullaging systems tend to be fragile and error prone Mate attempts to handle these problems gracefully or at least as well as it can e If Mate cannot connect to or loses contact
30. force tons and their allowables if avail able The allowables are shown as broken lines on this plot dots for shear force and squares for bending moment The allowables extend only over that portion of the ship for which allowables are actually defined but the shear force and bending moment curves extend over the entire length of the ship The dots on the shear force curve and the squares on the bending moment curve indicate the points at which Mate has actually computed the numbers Because of the way Mate handles shear force you may see some minor wiggles in the shear force curve These are probably artificial but they won t cause any prob lems and can be ignored The hull deflection numbers shown in the plot must be used with judgement Mate assumes a rigid body in doing its hydrostatics Thus in general it is not true that the actual draft is the drafts shown in the Summary plus the deflection curve For example if the ship is sagging with zero trim the actual draft will be slightly less than draft shown in the Summary plus the sag because Mate has not adjusted for the additional volume immersed as a result of the sag In this case the the hull moment of inertia curve may not be available in which case the deflection curve will not be displayed Neither situation applies to an operating tanker 8 2 THE STRENGTH SCREEN COMMAND BAR 85 draft plus the sag will be conservative in estimating the water depth required by ther vesse
31. in the Toolbar This will pop up a window which displays all the liquid parcels in the current loading pattern Each tank s CGO code must match one of the parcel codes in the left most column of the Parcel Screen or sw Return to the Mainscreen by clicking the Return button on the Parcel Screen 3 2 THE TANK TABLE 35 If you need to add a new parcel that is not already showing on the Parcel Screen you must add it to the Parcel Screen before entering that parcel code on the Mainscreen Conversely if you wish to delete a parcel entirely you must remove that parcel code from all tanks on the Mainscreen before removing that parcel from the Parcel Screen API API is a read only column which shows the tank liquid s den sity at standard conditions as given on the Parcel Screen If the parcel s method as shown on the Parcel Screen 2nd column is C Table 6A or F Table 6B the standard density will be shown in API degrees at 60F Otherwise the standard density will be shown as specific gravity API s are shown to two decimal points specific gravities to three decimal points You can not change the standard density of a parcel on the Mainscreen To change the API or specific gravity of a parcel you must edit the Parcel Screen See Section 4 1 TEMP This column contains the average tank temperature If the parcel s method as shown on the Parcel Screen is C Table 6A or F Table 6B the temperature will be shown in Fahrenheit de
32. in the inner side put 2B_P in the Outer field of the 2P row and enter your estimate of the inner side damage location just as if it were external hull damage see below As long as the internal damage is all below the waterline the key is the high point of this damage In outside in flow Mate calculates the hydrostatic balance in the interior tank just as it were facing seawater pressure externally The only difference is that any oil outflow is directed into the external tank Mate then computes the hydrostatic balance in the external tank Any oil outflows are treated as spillage An inside tank in outside in flow cannot be grouped nor can it be an outside tank for some other tank The outside tank in outside in flow must be either not grouped or the lead tank of a group Hi F amp A The longitudinal position of the high point of the damage in this tank forward of the Aft Perpendicular If the tank is marked damaged OPT is D d S or s then this and the next five columns must have entries Otherwise this and the next five columns are ignored Hi P amp S The transverse position distance off centerline of the high point of the damage in this tank Positive is port negative star board Hi Vert The vertical position of the high point of the damage in this tank above the baseline Lo F amp A The longitudinal position of the low point of the damage in this tank Lo P amp S The transverse position of the low point of the damage in
33. in the voyage CARGO folders It is intended for training and testing only Never use V TEST for real loading patterns Files in this directory cannot be protected and will eventually be over written and lost 24 CHAPTER 2 GETTING STARTED 2 4 Using Mate outside the Tanker File Sys tem It is possible to use Mate without accepting any part of the CTX Tanker File System This can be useful is some non operational appli cations but is almost always a terrible idea on board in actual tanker operations You may specify the three folders that Mate needs directly via issuing the following command mate ship dir xx11 load_dir yyyy rep_dir zzzz loadfile where xxx is the full pathname of the directory containing Mate s ship data yyyy is the full pathname of the directory containing the intial loading pattern file zzzz is the full pathname of the directory where you want the reports to be filed and loadfile is the initial loading file name If you delete the rep_dir option Mate will assume that the report directory is the same as the load_dir These options will over ride the current FLEET SHIP and VOY variables You must have Read permission on ship_dir and load_dir and Write permission on rep_dir This form of the Mate command can be used if you want to base a Mate report on a loading pattern which is in a directory for which you do not have Write permission For example an owner may elect to put the loading patterns that a
34. is they are lined up on top of each other as far as the earth is concerned But someone mea suring in ship coordinates will find the lower LCB is closer to the aft perpendicular than the higher LCG if a ship is trimmed by the stern A plumb bob dropped from the LCG points aft in ship coordinates as it drops down in earth coordinates to the LCB Mate displays everything in the Summary except WA TER_DEPTH LOW_PT and PROP_IMM in ship coordinates DEPTH The sea water depth in meters MIN_FLOOD The vertical distance between the lowest downflood ing point and the waterline in earth cordinates If this number is negative then at least this downflooding point is submerged For the purposes of this calculation all downflooding points are considered open even if they are normally closed The name of the lowest opening is shown to the right of MIN_FLOOD In Damage mode the Menubar contains an extra drop down menu labeled Grounded This menu allows you access to Mate s grounding capabilities See Chapter E There are two broad categories of casualties 1 2 A casualty involving extensive damage possibly threatening the survival of the ship The much more common situation involving damage where the major concern is limiting the amount of spillage In many cases this situation is combined with uncertainty as to the location of the damage Sections 6 2 and 16 3 deal with 1 while Sections T6 4 and 16 5 treat
35. mark up language This is useful for including a snap shot of the Mainscreen within other reports that use this mark up language The CTX documentation of Mate and and CTX technical reports which include Mate output are created in this manner The file is called out_load tex where load is the current load name if this loading pattern has been filed or the Process ID number if not This format can be post processed but only with difficulty PDF This button will generate a copy of the Mainscreen in Adobe Page Description Format The file is called out_load pdf where load is the current load name if this loading pattern has been filed or the Process ID number if not This format can be useful in communicating with third parties which do not have XML capability Just about every web browser and email reader can display PDF However this format is useless for computerized post processing Full XML Mate s native output language is a dialect of XML XML combines human readability with easy sure computer post processing The details of this XML dialect are discussed in Appendix A The Full XML report combines a timestamp a full description of the loading pattern and all the results on the Mainscreen The file is called out_load ctx where load is the current load name if this loading pattern has been filed or the Process ID number if not This file can be emailed to any entity that has XML processing capability 4 Most of CTX s post processors
36. merely indicates which tanks are damaged and where and Mate then computes the righting arms correctly account ing for any flooding and or run off The user can obtain a list of all downflooding points sorted by distance above the water line Tank Grouping In Damage Mode Mate allows tanks to be grouped on the fly Tanks that are grouped are treated as if they were a single tank This allows many forms of internal double hull damage to be well represented including the capture of cargo in the top of the wing ballast tanks Tank grouping also allows us to analyse the strategy of purposely inter connecting tanks in order to reduce spillage Spill Reduction As part of the damage calculation Mate computes the equilibrium oil outflow from damaged tanks based on the vertical 1 Mate also computes the pitch radius of gyration which can be useful input to vessel motions studies SBM mooring analyses and the like 2 In this version Mate checks only the final flooded condition not the intermediate conditions 10 CHAPTER 1 OVERVIEW extent of the damage and the results are automatically reflected in the hull balance damaged stability and strength calculations Ullage space over under pressure is accounted for as is the change in ullage space pressure if the tank is sealed Hydrostatic balance is integrated into the code Equilibrium oil water interfaces in the damaged tanks are computed so that the amount of cargo lost can be computed Mate c
37. method By default ctx_tank assumes the ship you are interested in is that given by the FLEET and SHIP shell variables If you want a differ ent ship then fleet fleet and ship ship on the command line before the tankcode will give you the ship whose fleet code is fleet and whose ship code is ship f is shorthand for fleet and s is shorthand for ship By default ctx_tank assumes zero trim and heel You can override this be setting draft_fp xx 1rr draft_ap 11 xxx and heel zz zzz 165 166 CHAPTER 20 SINGLE TANK ANALYSIS on the command line The drafts must be in meters and the heel must be in degrees positive is to starboard ctx_tank will compute a tank table via direct integration and if a computerized tank table is available for this tank it will compare the direct integration numbers with those of the tank tableL This is extremely useful during the tank tuning process It can also be very useful to the crew on board if there is any question about how close Mate s tank volumes come to the tank tables ctx_tank uses the same tank offsets and the same programming as CTX Mate So the results for a particular tank and the same ship ori entation and ullage innage etc will be the same However ctx_tank does not handle damaged situations 1 In this version the tank table comparison is available only for zero trim and heel Chapter 21 Hull Hydrostatics 21 1 The ctx_hull Command The CTX Mate
38. of bunker stems However your company policy may require you to enter this data for all cargo parcels in order to implement a proper Tanker Management System You edit the Parcel Screen in almost the same way that you edit the Mainscreen Move around with the arrow keys and simply type in the changes Insert and Overwrite mode works the same way as in the Mainscreen However there are three important differences 1 If you want to delete a parcel then blank out the parcel code Mate will not allow you to delete a parcel that is in the current loading pattern Therefore in order to delete a parcel you must first make sure that no tank is currently using that parcel 2 If you reduce a parcel s standard density be aware that the cur rent loading pattern may become infeasible If a tank containing this parcel has a tankopt that conserves mass such as W the increase in volume associated with the decrease in density may result in the tank becoming overfilled You will only catch this when you return to the Mainscreen At that point you will be forced to reduce the tank s weight go back to the Parcel Screen correct the density and then go back to the Mainscreen and re store the tank to the original weight This is a pain so be careful in reducing parcel densities Fortunately a tankopt of W should rarely if ever be used for liquid loads in normal tanker operations 3 You can add another parcel by simply typing a code in any blank
39. results are commercially accurate Mate understands the dif ference between tank gauging systems that work in ship coordinates radar floats etc and systems that work in earth coordinates surveyor tapes UTI pressure etc In the latter category it understands the difference between systems that operate from a fixed point near the deck surveyor tapes and systems that operate from a fixed point T Assuming the saab2ctx pl script has been correctly in stalled on your ship Cur rently only the Saab Radar protocol is implemented CHAPTER 1 OVERVIEW near the bottom most pressure sensing It also correctly handles arbitrarily within reason shaped sounding pipes Most loading pro grams and many tank tables do not correctly handle these differences which limits them to low heel and trim situations and even then these programs can generate commercially significant errors Mate is designed so that in the normal course of events the Mate should never need to pick up a calculator For example Mate allows multiple pre programmed dipping points for each tank There is no need to adjust a reading taken at one dipping point to another The Mate s only responsibility is to insure that the raw data is entered correctly Not only does this avoid calculation errors but it means that all calculations are consistent and completely documented Auto Mode Mate has the capability of taking data directly from the tank Part ullaging system
40. scroll the table sideways until the highlighted cell appears We hope to fix this in future versions of Mate 3 2 THE TANK TABLE 31 cell the cell will change color for a moment This tells you that the new value has been accepted Until you see the color flash the old value is in effect If you leave a cell and then decide you made a mistake and want the old value back you must make the cell all blanks leave it rebalance and the old value will be restored Obviously it s simpler to hit Escape before leaving the cell Also if you want to set a cell to zero you must type in a zero not blanks Both the Down Arrow key and the Return aka Enter key will move you down one row But there is an important and useful distinction If you leave a cell by hitting Return Return will remember that entry If you hit Return again upon entering another cell the new cell s value will be replaced by the last cell you left via Return Say you want to change a whole bunch of tanks to the same value say 98 full Go to the top of the 4FULL column change the value to 98 0 and hit Return Then just keep hitting Returns and each tank in turn will be changed to 98 0 This only works for Return so if you want to skip one or more tanks not change them to 98 use the Down Arrow to move over those rows And this only works if Return is the first key you hit upon entering a cell To repeat if Return is the first key press in any cell that cell will be i
41. table was used and the rounding policy Be aware that the rounding policy used with respect to API standard density temperature and VCF can result in differences of the order of several hundred cubic meters up to 2000 barrels for a large parcel Since Mate never has to correct an ullage for trim or heel Mate makes no use of the Ullage Corr column It s in the report so that CTX_Surveyor can use the same report format and because cargo surveyors expect to see such a column In producing an ullage report Mate assumes that the non liquid innage is zero This is consistent with industry survey practice in which no attempt is made to measure the non liquid volume for loaded tanks If you ask for an Ullage report and one or more of the non liquid innages is greater than zero Mate will refuse to do the report and ask for a correction Mate bases the average temperature of each parcel on the GSV of each tank The VCF rounding policy is indicated by the word immediately below VCF in the column headers It will either be Print rounded to 4 decimal places Calc rounded to 5 decimal places or Exact unrounded actually truncated to 8 significant figures 120 CHAPTER 14 CARGO SURVEY REPORTS Table 14 3 Ullage Report first page HELLESPONT TARA IMO Number 9235268 CTX_MATE 0 37 BASE ULLAGE REPORT Temp rounded to nearest 0 1F API rounded to nearest 0 01 degrees Using Table 6A PARCEL test arab ligh API 60F 34 56 TYPE
42. the Mainscreen before deleting that parcel from the Parcel Screen Mate will not allow you to delete a parcel from the Parcel Screen if that parcel is still being used by any tank in the loading pattern The Parcel Screen looks something like Table K I The top line allows you to change the ambient sea water density This is the density of the water outside the hull It will also be the density of the water in any tanks whose parcel code is sw It is also the density that is used in flooding calculations Sea water does not necessarily mean salt water If the ship is floating in fresh water then SW_DENSITY should be close to 1 000 Simply type in the desired specific gravity You may also change the water depth in the top line by typing in the desired value in meters The figure 99 999 means that the depth is unlimited The only role of Water Depth is to warn you if the hull low point is below this depth But nothing else happens Mate still acts as if the ship is afloat To activate Mate s grounding capability you must manually select the proper option from the Grounded menu while in Damage mode See Chapter 7 The rest of the Parcel Screen contains a row for each parcel You are allowed up to 20 parcels However at most seven cargo parcels will show up on the Mainscreen Summary The columns in the Parcel Screen are PARCEL CODE The first column is a two character code Mate has one predefined parcel codes sw If you specify a parcel cod
43. the same as the pressure outside the tank This value is in cubic meters 134 CHAPTER 16 DAMAGE MODE EXCHGOUT This column contains the amount of exchange flow in cubic meters required to bring the oil water interface up to the highest level of damage if the highest level is below the waterline KEYLEVEL In damage situations the critical damage level or KEYLEVEL is the highest point of damage if the highest point is below the waterline the lowest point of damage if the lowest point is above the waterline and 0 000 sealevel otherwise In the last case the tank is essentially free flooding Highest and lowest in this case are in earth coordinates GROUP In Damage mode Mate has an important capability called tank grouping This feature allows any tank to be grouped with a damaged tank in which case the grouped tank is treated as if were part of the damaged tank This allows Mate to model certain forms of internal damage for example between a double hull ballast tank and a neighboring cargo tank It also allows Mate to model situations in which two or more tanks are purposely connected in order to reduce spillage Grouping is discussed in some detail in Section 16 6 To group a tank you use the GROUP column Normally the column will contain the tank s own code that is the tank code at the far left of each row But you may enter the code of any damaged tank in this column in which case this row s tank or compartment will simply be
44. this tank 2 You may enter damage location numbers for tanks that are not marked damaged Also Mate remembers the current damage location numbers if a damaged tank is changed to undamaged In both cases the damage location numbers will be checked to see if they are reasonable but otherwise ignored This often saves some typing when exploring the effects of hypothetical damage Need to re write once we im plement ys_from_xs_and_zs 136 CHAPTER 16 DAMAGE MODE Lo Vert The vertical position of the low point of the damage in this tank above the baseline Zero means on the flat bottom Normally you will have to scroll horizontally to see these columns by repeatedly pressing the RIGHT ARROW key All the columns from HBL_m through KEYLEVEL are output only Changing them from the Mainscreen has no effect on the next rebalance The key determinant of damage is the damage location high and low points for each tank in the rightmost six columns The IGS_mm and rightmost six columns can be changed in the normal fashion but entries for non damaged tanks will be ignored until the tank is marked damaged The FULL column has a special meaning for damaged and grouped tanks it is the pre damage percent full This is the way you enter changes to the pre damage situation It s as if all damaged grouped tanks have a hidden OPT of P The ullage innage and absolute volume columns are simply output for damaged tanks and correspond to the equilibrium
45. to search for the lowest type U opening ze The earth vertical height above sea level Negative means the opening is immersed xs The longitudinal location of the opening forward of the Aft Per pendicular ys The transverse position of the opening off the centerline port is positive Figure A 4 Excerpt from Downflooding sub report lt ctx_Floods gt lt ctx_Flood name S G_VENTP type C ze 5 258 xs 1 000 ys 11 000 gt lt ctx_Flood name S G_VENTS type C ze 5 310 xs 1 000 ys 11 000 gt lt ctx_Flood name 3FOP_VENT type C ze 5 404 xs 17 250 ys 15 000 gt more openings lt ctx_Flood name FP_VENT_S type C ze 16 014 xs 354 550 ys 14 000 gt lt ctx_Flood name FOCSLE_P type C ze 16 244 xs 363 900 ys 12 000 gt lt ctx_Flood name FOCSLE_P type C ze 16 244 xs 363 900 ys 12 000 gt lt ctx_Flood name FOCSLE_S type C ze 16 301 xs 363 900 ys 12 000 gt lt ctx_Flood name STAIRS__C type U ze 18 110 xs 45 100 ys 2 335 gt lt ctx_Flood name LIFTDOORC type U ze 18 124 xs 45 100 ys 8 400 gt lt ctx_Floods gt A 9 THE IMO REG 25 SUB REPORT 197 A 9 The IMO Reg 25 sub report Still to be written 198 APPENDIX A MATE XML REPORTS Appendix B Post Processing CTX Mate XML Reports This Appendix is intended only for personnel who need to write scripts to post process CTX Mate s XML reports It ass
46. used by CTX Mate so this is not necessary to make the report self standing Nonetheless the Header variables are needed by any good Tanker Man agement System To include the Header sub report include an H in the sub report options Here s a sample Header sub report lt ctx_Header fleet U ship al shipname Hellespont Alhambra imo_number 9224752 voy_num leg type None port xxxx berth titlel this is a template for loading pattern files as used by 0 20 and later title2 based on tfs u NLOAD 1 92 LF al98dep gt lt ctx_Header gt Here are the definitions fleet The ship s fleet code See Section 2 3 ship The ship s ship code See Section 2 3 shipname Duh imo_number The seven digit number IMO assigned to the ship when it was ordered Ship names can both change and be reused The IMO number stays with the ship thru its life and is never re used For regulatory bodies this is the key to identifying a ship voy_num The voyage number See Section 6 1 leg The leg code In the CTX system this is ppppn where pppp is the four character code of the leg s FAOP port and n is the leg index with the initial leg of a voyage having an index of 0 See Section 6 1 type The load pattern type See Section 6 1 port Portname berth The berth or if STS lighter mothership name titlel First line of a free form title title2 Second line of a free form title Any or all of these fields can be blank Mate do
47. very important column by which the user specifies which tank OPTion to use for each tank His possible choices and their meanings are U Tank is intact user wishes to specify ullageb I Tank intact user wishes to specify innage P Tank intact users wishes to specify percent full volumetri cally V Tank intact users wishes to specify volume directly W Tank intact users wishes to specify weight directly E Tank is intact and empty H Tank is intact and empty and hidden F Tank is free flooding started out empty D Tank is damaged user wishes to specify damage location and ullage space pressure often 0 gage for a vented tank S Tank is damaged and sealed In this case Mate s uses the per fect gas law to estimate the equilibrium ullage space pressure This OPT can be chosen only in Damage mode G Tank is to be grouped with another tank that is this tank should be treated as if were part of the tank with which it is grouped This OPT can be chosen only in Damage mode This option is used to model certain kinds on internal damage or purposely connecting two tanks in order to reduce outflow See Chapter 6 for details OPT can be entered in either upper or lower case but lower case will be converted to upper Notice the tank option is a single If you have specified a pressure sensing H type gauging system see PT below ullage has no real meaning Therefore Mate will not accept an OPT of U for tanks with H type gau
48. will be the hog allowable if the bending moment is positive and the sag allowable if the bending moment is negative The column header indicates whether this is the At Sea or Harbor allowable Percent of Allowable The ratio of the actual to the allowable as a percent Deflection The vertical hull deflection in meters The rows marked with an asterisk are the absolute and fractional maximums These maximums are repreated at the bottom of the table On the line summarizing the Maximums you will find two num bers labeled err These are the shear force and bending moment imbalances These numbers should always be less than 0 5 of the allowable If not contact the office Long Table Selecting Short Table will display a pop up showing the actual shear force and bending moment numbers at all the ship s frames In Mate a big tanker will have as many as 200 frames so this is probably overkill for any operational situation For almost all operational purposes the short form is sufficient But the long 3 Rarely ships will have different shear force allowables for positive and negative shear force If so Mate will pick the correct one However Mate does not have the capability of modeling shear flow 8 3 LONGITUDINAL STRENGTH REPORTS 87 table can be useful in design applications The layout of the long table and the report format options are exactly the same as for the short table Mate always calculates and plots the shear force and ben
49. your input load ing pattern with the situation at full equilibrium after all spillage has completed If you change things in between Mate s numbers may not be correct Remember Mate assumes whatever changes you make to the loading pattern they were actually made immediately after the damage i e before any substantial outflow has occurred If the outflow rates are large or you are slow the spillage figures may be wrong Be quick 146 CHAPTER 16 DAMAGE MODE Finally be aware that your version of Mate does not know anything about deckloss Deckloss is outflow through the tank P V valves which will occur if the top of the oil in the tank is far enough above the top of the P V valve You can also have deckloss through ballast tank vents if there is internal damage between a cargo tank and the ballast tank Usually deckloss requires an extreme amount of trim and heel To obtain a very rough check on the possibility of deckloss click on the Section button This will show you the section in way of the top of the damage with the horizon level If the oil level in the damaged tanks is comfortably below the deck or at least the level of the vents then you probably don t have to worry about deckloss 16 6 Entering Damage Data There are a number of things to keep in mind in telling Mate the damage location Unusual Tanks In a damage situation you must ensure that all the compartments that are or could be involved in the damage situ
50. 0 299518 40485 9 0 0 4c P JUL AL 34 56 60 010 8502 1 147131 716 98 00 299518 40485 9 0 0 5C PJUL AL 34 56 60 010 8502 1 205131 657 98 00 271983 36764 0 0 0 1P PIULIAL 34 56 60 010 8502 1 122 31 284 98 00 137464 18581 0 0 0 1s PIULIAL 34 56 60 010 8502 1 118131 281 98 00 137464 18581 0 0 0 2F_P P JUL AL 34 56 60 010 8502 1 518130 885 98 00 93801 12679 1 0 0 2F_S PIULIAL 34 56 60 010 8502 1 404 30 905 98 00 93801 12679 1 0 0 2A_P PIULIAL 34 56 60 010 8502 1 595 30 862 98 00 93801 12679 1 0 0 2A_S P UL AL 34 56 60 010 8502 1 505 130 888 98 00 93801 12679 1 0 0 3P PJUL AL 34 56 60 010 8502 1 353 31 042 98 00 187601 25358 0 0 0 3S PIULIALI 34 56 60 010 8502 1 345131 064 98 00 187601 25358 0 0 0 4F_P PIULIAL 34 56 60 010 8502 1 510 30 885 98 00 93801 12679 1 0 0 4F_S P ULIAL 34 56 60 010 8502 1 485130 909 98 00 93801 12679 1 0 0 4A_P PJUL AL 34 56 60 010 8502 1 541 30 853 98 00 93801 12679 1 0 0 4A_S PIULIAL 34 56 60 010 8502 1 523130 877 98 00 93801 12679 1 0 0 5P PIULIALI 34 56 60 010 8502 1 599130 854 98 00 130263 17607 6 0 0 5S PIULIAL 34 56 60 010 8502 1 565130 879 98 00 130263 17607 6 0 0 SLOP_P P UL AL 34 56 60 0 0 8502 1 617 31 011 98 00 41112 5557 1 0 0 SLOP_S P UL AL 34 56 60 0 0 8502 1 559 31 074 98 00 40061 5415 0 0 0 1FO_P P UL f1 0 9876 15 00 0 9876 2 576 23 551 90 92 3458 2 3415 4 0 0 1F0_S P UL f110 9876 15 0010 9876 2 797 23 239 90 92 41
51. 0001 There are two options with respect to VCF Round VCF to 5 decimal points ASTM calls this the VCF for calculation purposes Round VCF to 4 decimal points ASTM calls this the VCF for printed purposes And in fact the printed VCF tables are to four decimal places This again is inconsistent with attempts to compute volumes to five or more significant figures Since most surveyors now use laptops they should be rounding to 5 decimal places But some surveyor s programs don t Once again if this is the case run the numbers both ways and consider an LOP if the error works against the ship See Chapter 9 for further discussion of these issues 114 CHAPTER 14 CARGO SURVEY REPORTS 143 The OBQ Report Selecting OBQ will pop up a window displaying a simplified version of the OBQ before any loading report for the current loading pattern This window has a command bar running across the top which allows you to file this report in a variety of formats The choices are Latex Selecting Latex will produces a file containing the OBQ in the latex mark up language This format makes reasonably pretty hard copy and allows the OBQ report to be included in a larger document which uses Latex report in Mate s native XML for mat See Appendix A If the loadfile name matches the current loading pattern there have been no changes to the loading pat tern since you last saved the loadfile this report will be filed
52. 1 863 4 096 2 320 2 988 IMO A 749 CODE ON INTACT STABILITY VOYAGE LEG PORT HEEL GZ m AREA 0 14 0 000 0 000 2 64 0 387 0 008 5 14 0 785 0 034 7 64 1 198 0 077 10 14 1 624 0 139 12 64 2 063 0 219 15 14 2 516 0 319 17 64 2 961 0 439 20 14 3 365 0 577 22 64 3 705 0 731 25 14 3 977 0 899 27 64 4 190 1 077 30 14 4 353 1 263 32 64 4 473 1 456 35 14 4 551 1 653 37 64 4 582 1 852 40 14 4 563 2 051 42 64 4 495 2 249 45 14 4 382 2 443 47 64 4 232 2 630 50 14 4 048 2 811 Requirement Area to 30 m radians Minimum Area to 40 downflood m radians Area 30 to 40 downflood m radians GZ at 30 meters Max GZ meters Location of Max GZ degrees GM meters Free Surface Correction GM Corr meters GM Real 1 meters Downflooding Angle 0 055 0 090 0 030 0 200 25 0 0 150 0 150 Actual Port 1 253 2 040 0 787 4 344 4 582 37 64 9 874 1 073 8 802 8 821 Unreached Actual Stbd 1 274 2 067 0 793 4 380 4 614 37 36 9 874 1 073 8 802 8 814 43 2 2006 10 19 T17 27 16Z XXXX Chapter 10 Flooding 10 1 The Downflooding Report If you select Downflooding from the Reports menu or the FLOOD button from the Toolbar Mate will rebalance the hull and display a scrollable window showing all the ship s downfooding openings sorted by distance above sea level lowest first The columns in this little table are Opening The name of the downflooding opening U or
53. 16 CHAPTER 1 OVERVIEW spillage It can be accessed on line from the Mate Help menu CTX_Mate Designers Manual This manual is aimed at users who are employing CTX_Mate as a design or evaluation tool rather than a Loading Instrument CTX_Mate Ship Data Preparation Guide This document describes the procedure for generating and testing the ship specific data files that Mate requires in order to be able to perform its functions for a partic ular ship However it is also the source for a description of these files and is easily readable by any deck officer A copy should be on board and studied by deck officers interested in deepening their knowledge of Mate and their ship CTX_Mate Installation and Administration This document describes how to install or re install Mate This may be required not only for upgrades but in the event of a hardware failure A copy of this docu ment must be on board every Mate equipped ship and at least one crew member familiar with and capable of performing these procedures CTX_Mate Programmer s Manual This document is aimed at person nel who are responsible for maintaining and improving Mate But it also contains a great deal of information on basic methodology which could be useful to anybody using the program especially those who have a little computer experience Chapter 2 Getting Started There are two ways of starting CTX Mate 1 Clicking on the Mate icon the ugly capital M on the
54. 16 DAMAGE MODE and lowest point and between the inboardmost and outboardmost point of the damage Normally this is conservative but there are cases where it is not Consider a diamond shaped hole in the side shell Mate will treat this as a vertical crack at the midpoint of the diamond missing the loss in structure fore and aft of this crack Even in this case Mate will correctly model the frame at the middle of the diamond which will normally be the worst point provided the user makes sure the longitudinal positions of the high and low point straddle at least one frame However if the user wants to be sure to be conservative then he can do so by putting the high point at say the aft end of the damage in the tank and the low point at the other end This will generate an error in the spill outflow calculations The issue here is which is more important further structural failure or mini mizing outflow Once you are confident that structural failure is not imminent use the spill oriented description If spillage not an issue perhaps because we ve already spilled whatever we are going to spill then use the stress oriented description 6 Mate can only do hot spot analysis for the frames for which it has been given the necessary information The data required is quite extensive It includes the location scantlings and type of each longitudinal stiffener and the location and thickness of each strake of shell and longitudinal bulkhead plat
55. 2058 wp_lmoi 202463937 wp_tmoi 7547382 lt ctx_Hull depth_mid 22 000 volume 440684 2 lcb_xs 196 wWp_area 22190 wp_lmoi 205798958 wp_tmoi 7609199 lt ctx_Hull depth_mid 23 000 volume 462932 0 lcb_xs 195 wp_area 22305 wp_lmoi 208677227 wp_tmoi 7665378 lt ctx_Hull depth_mid 24 000 volume 485286 8 lcb_xs 195 wp_area 22404 wp_lmoi 211157597 wp_tmoi 7715033 lt ctx_Hull depth_mid 25 000 volume 507734 3 lcb_xs 194 wp_area 22491 wp_lmoi 213340374 wp_tmoi 7758120 lt ctx_Hydrostatics gt 171 ient BASE 004 tcb_xs 0 000 vcb_xs 0 ws 16890 1cf_xs 204 320 gt 445 tcb_xs 0 000 vcb_xs 1 ws 18167 1cf_xs 203 595 gt 058 tcb_xs 0 000 vcb_xs 1 ws 19191 1cf_xs 203 100 gt 753 tcb_xs 0 000 vcb_xs 2 ws 20111 1cf_xs 202 718 gt 499 tcb_xs 0 000 vcb_xs 2 ws 20978 1cf_xs 202 408 gt 277 tcb_xs 0 000 vcb_xs 3 ws 21819 1cf_xs 202 080 gt 070 tcb_xs 0 000 vcb_xs 3 ws 22643 1cf_xs 201 766 gt 874 tcb_xs 0 000 vcb_xs 4 ws 23458 1cf_xs 201 429 gt 670 tcb_xs 0 000 vcb_xs 4 ws 24263 1cf_xs 200 895 gt 443 tcb_xs 0 000 vcb_xs 5 ws 25067 1cf_xs 200 211 gt 185 tcb_xs 0 000 vcb_xs 5 ws 25873 1cf_xs 199 384 gt 891 tcb_xs 0 000 vcb_xs 6 ws 26684 1cf_xs 198 422 gt 557 tcb_xs 0 000 vcb_xs 6 ws 27503 1cf_xs 197
56. 21st varient in a project to design an Aframax tanker In the newbuilding contest fleet code often is really a yard code and ship code becomes a hull number 2 3 MATE FOLDERS 23 fleet ship DATA MATE This is the read only folder where all the ship s data Mate needs is stored This includes the ship par ticulars hull offsets tank descriptions lightweight distribution allowables etc For a typical tanker this directory contains some 60 files In order to use Mate you must have Read permission on this directory All the data is in human readable self identifying form You can examine any of these files for example with an editor but you cannot change them fleet ship V voy CARGO Each voyage is given its own folder in the TFS This folder whose name is the voyage number is in the ship s V directory The voyage number is three digits se quential including the leading zeros 001 002 and so on The cargo related data for each voyage is filed in that voyage s CARGO folder If your ships is currently on her 19th voyage then ev erything to do with cargo handling on this voyage should be in fleet ship V 019 CARGO This is where Mate s loading pat terns for the 19th voyage should be filed In order to use Mate operationally you must have Write permission on the CARGO sub directories fleet ship V TEST V TEST is a special directory where you can play around with Mate without affecting any of the real loading patterns
57. 3 26490 26887 28733 30788 33200 31905 31307 32807 34934 35652 35152 27004 16682 5733 SHEAR PORT FWD UP 8264 10363 14804 26736 27160 29066 31160 33538 31942 31307 32807 34797 35248 34748 26675 16571 5712 MOMENT IN PORT HOGGING 140825 264839 410203 752323 875580 1142428 1544555 2098630 2252905 2271951 2271951 2271951 2009464 1318450 625359 181145 35650 MOMENT IN PORT SAGGING 119634 228932 353781 630641 729528 964853 1304729 1719830 1884931 1905314 1905314 1905314 1654779 1205312 722962 242908 47917 SHTAVMOTTIV 0 4 CHAPTER 0 TESTING MATE 0 3 Test Conditions Mate can be tested at any time by running any of the following read only test loading patterns and comparing the results with those shown on the following pages Table 5 Test Loading Patterns 1f_12_depscant If_13_arrscant 1f_05_depblst lf_06_arrblst lf_18_depseg3 There are three tables for each test loading pattern 1 the first table displays the loading pattern and the overall results for that loading pattern 2 the second table contains the longitudinal strength report and 3 the third table showns the intact stability report These tables are explained in Chapters J 8 and 9 respectively For each test loading pattern your results must match the corresponding attached summary within the discrepancies shown in Table B The test loading patterns are tak
58. 311 gt 181 tcb_xs 0 000 vcb_xs 7 ws 28333 1cf_xs 196 040 gt 759 tcb_xs 0 000 vcb_xs 7 ws 29174 1lcf_xs 194 619 gt 288 tcb_xs 0 000 vcb_xs 8 ws 30032 1cf_xs 193 024 gt 768 tcb_xs 0 000 vcb_xs 8 ws 30909 1cf_xs 191 318 gt 206 tcb_xs 0 000 vcb_xs 9 ws 31806 1lcf_xs 189 660 gt 603 tcb_xs 0 000 vcb_xs 9 ws 32687 1cf_xs 187 887 gt 962 tcb_xs 0 000 vcb_xs 10 ws 33574 1cf_xs 186 020 gt 290 tcb_xs 0 000 vcb_xs 10 ws 34446 1cf_xs 184 371 gt 610 tcb_xs 0 000 vcb_xs 11 ws 35284 1lcf_xs 183 111 gt 938 tcb_xs 0 000 vcb_xs 12 ws 36096 1cf_xs 182 172 gt 288 tcb_xs 0 000 vcb_xs 12 ws 36892 1lcf_xs 181 489 gt 668 tcb_xs 0 000 vcb_xs 13 ws 37678 1lcf_xs 181 018 gt 509 028 547 067 586 106 625 144 662 181 700 219 739 260 783 307 832 359 887 416 946 476 005 535 064 172 CHAPTER 21 HULL HYDROSTATICS Chapter 22 Errors There are four kinds of abnormal errors with which the user may be confronted User Interface Problems Missing or Inconsistent Input Convergence Failure Everything else 22 1 User Interface Problems The flexibility and ease of use associated with mice and windows does have one drawback It is possible to confuse the User Interface by issuing commands
59. 5 00206 01206 00207 00301 00302 00303 00304 00305 00306 LOAD PATTERN DRAFT fwd aft VOYAGE LEG OK Reason Flooding Flooding KKK KKK Z Z K KKK KKK KKK Heel deg 0 1 0 1 2 7 3 6 3 7 3 6 3 4 0 1 0 1 0 1 0 1 14 0 0 1 1 6 4 9 5 9 6 1 6 9 4 2 4 2 0 0 2 8 6 2 4 5 5 2 6 1 0 1 Draft FP 19 91 20 77 21 39 20 99 20 40 19 77 19 10 19 48 17 71 21 12 24 78 26 60 31 19 22 29 22 02 21 50 20 40 19 29 15 57 15 57 16 84 27 22 25 84 19 06 19 52 19 40 17 18 Figure 11 1 Sample Reg25 Report Draft AP 26 71 26 26 26 06 26 57 27 17 27 76 28 45 27 13 30 72 26 06 24 40 25 68 25 50 25 51 26 05 26 79 27 94 29 38 35 56 35 56 32 32 23 25 24 20 26 85 27 01 28 02 Min Margin 5 26 5 26 5 47 5 47 5 47 5 47 5 31 5 26 5 26 5 26 5 76 10 42 5 76 5 47 5 47 5 47 5 47 5 47 5 72 5 72 5 40 13 94 5 83 5 47 5 47 5 47 DEMO ULCC IMO Number 9235268 CTX_MATE 0 40 BASE IMO REG 25 REPORT If_al98dep HEEL 19 59 26 89 TRIM 0 14 DATE 7 30 PORT DEMO AUTHOR root BERTH i Where Area Max to 20 GZ S G_VENTP 0 576 3 36 S G_VENTP 0 572 3 34 3FOS_VENT 0 560 3 12 3FOS_VENT 0 566 3 13 3FOS_VENT 0 567 3 13 3FOS_VENT 0 567 3 13 S G VENTS 0 561 3 10 S G VENTP 0 579 3 37 S G VENTP 0 551 3 06 S G VENTP 0 572 3 34 2FOP_VENT 0 554 3 17 5B_S_VENT 0 341 1 54 2FOP_VENT 0 421 2 15 3FOS_VENT 0 514 2 86 3FOS_VENT 0 453 2 34 3FOS_VENT 0 439 2 25 3FOS_VENT
60. 50 8 4099 3 0 0 2F0_P P UL f1 0 9876 15 00 0 9876 1 666 14 156 90 92 1240 8 1225 4 0 0 2F0_S P UL f1 0 9876 15 00 0 9876 1 157113 752 90 92 805 9 795 9 0 0 3FO_P P UL f1 0 9876 15 00 0 9876 1 396 12 328 90 92 603 0 595 5 0 0 3F0_S P UL f1 0 9876 15 00 0 9876 1 300 12 211 90 92 603 0 595 5 0 0 FO_SET_P P UL 1 0 9876 15 0010 9876 7 819 11 804 90 92 250 1 247 0 0 0 FOSRVSTP P UL 1 0 9876 15 0010 9876 7 489 11 810 90 92 250 1 247 0 0 0 FO_SRV_P P UL 1 0 9876 15 0010 9876 7 461 11 850 90 92 190 8 188 5 0 0 CREW 5 0 DWT 412129 29432 LT Sdwt DRAFTMID 23 240 AL 2964525 TOV 2964525 GSV 400715 MT CARGO 400715 TPC 231 8 DRAFT AP 26 892 BLLST 0 MTC 6098 DRAFT FP 19 588 BFO 11409 WETTED 36332 TRIM 7 304 OTHER 5 SEA_SG 1 0234 HEEL 0 136 MAX SHEAR 70 7 at FRO40 PROP IMM 15 000 MAX BEND 148 1 at FRO90 GM corr 8 802 REDO PARCELS SAVE_LD PRINT BEND STAB FLOOD DAMAGE ooo oo Moo Mo Mo Mo Mo Moo Mo Mo Ro Mo Ro Moo Mo Momo Mo Moone Moone Wtrvo 51752 299519 299518 299518 271983 137464 137464 93801 93801 93801 93801 187601 187601 93801 93801 93801 93801 130263 130263 41112 40061 3458 4150 1240 805 603 603 250 250 190 SOCOODDO OOOO OOOO OOO OOOO OOOO OOOO ooo ooo Moo Mo Mo Mo Moo Mo Mo MoM eRe Mo Mo Mo Mo Mo Mono Ro Mo Momo me SCOCOORO OOO OOOO OOO OOOO OOOO OOOO OO OrRROOO MAAN BLINDZONE 365 MANI_HT_S 12 457 MANI_HT_P 12 318 DISPLCMENT 480052 MAX SHEAR 19843 MAX
61. A MATE load_file X uldh V DEMO 1f_al98dep_grp2 mod_time 2006 07 05T14 47 15Z host pc204 report_author root load_author abcd lt ctx_Summary gt lt displacement gt 490750 lt deadweight gt 422828 lt cargo_dwt gt 362747 lt ballast_dwt gt 54863 lt bfo_dwt gt 11409 lt other_dwt gt 5 lt draft_fp gt 21 315 lt draft_ap gt 26 119 lt heel_deg gt 1 351 lt sg_sw gt 1 0234 lt tpc gt 230 9 lt mtc gt 6023 1 lt gm gt 9 945 lt gm_corr gt 8 881 lt lcg_xs gt 189 705 lt tcg_ys gt 0 234 lt vcg_zs gt 18 718 lt lcb_xs gt 189 619 lt tcb_ys gt 0 382 lt vcb_zs gt 12 442 lt wp_tmoi gt 7779676 lt wp_lmoi gt 952060620 lt wp_area gt 22563 8 lt wetted_surf gt 36718 lt blind_zone gt 285 339 lt mani_stbd_ze gt 11 188 lt mani_port_ze gt 11 188 lt roll_rog gt 19 737 lt pitch_rog gt 84 786 lt prop_imm gt 14 273 lt low_ze gt 25 941 lt water_depth gt 999 999 lt freeboard gt 4 256 lt lood_ze gt 5 739 lt flood_name gt 3F0S_VENT lt shear_max gt 14595 lt moment_max gt 1307734 lt hog_max gt 0 345 lt shear_max_pct gt 61 8 lt moment_max_pct gt 120 0 lt hydroloss gt 22212 8 lt exchgloss gt 13292 1 lt ctx_Summary gt lt ctx_Report gt lt displacement gt lt deadweight gt lt cargo_dwt gt lt ballast_dwt gt lt bfo_dwt gt lt other_dwt gt lt draft_fp gt lt draft_ap gt lt heel_deg gt lt sg_sw gt lt tpc gt lt mtc gt
62. C Mate and the regulations recognize two kinds of downflood ing openings Unprotected and Closable This column will show a U if the opening is Unprotected and a C otherwise The down flooding report shows all openings regardless of kind So is quite possible that the lowest openings are closed and watertight but it is your responsibility to confirm this However in doing righting arm and IMO Reg 25 stability calculations Mate only considers Unprotected openings that is Mate assumes that the Closable openings are closed and watertight If this is not the case then Mate s righting arm and IMO Reg 25 downflooding angles will be optimistic quite possibly very optimistic Abv Waterline The height above waterline of the opening in meters If this number is negative the opening is immersed Mate models a downflooding opening as a point Real openings are not points but areas and in the case of such openings as engine room hatches can extend over a considerable area Hopefully the person who 95 96 CHAPTER 10 FLOODING prepared the ship s data did a good job of putting the lowest point of the opening into the ship s Mate database However be aware that the lowest point of the opening when the ship is at zero trim and heel need not be the lowest point when the ship is trimmed or heeled in which case the height may be optimistic Longitudinal Position The position of the opening forward of the Aft perpendicular in meters Tran
63. CHAPTER 9 STABILITY angle is not counted Thus this number will be constant from the downflooding angle on a warning that this portion of the righting arm curve is highly suspect MARGIN is the vertical distance between the lowest non closable downflooding point and the waterline If this number is negative then at least one of the non closable downflooding points would be sub merged at that heel You should be aware that when Mate artificially heels the ship to compute the righting arm curves any potential down flooding point that can be closed watertight is assumed to be closed Thus watertight doors self closing tank vents and P V valves are all assumed to be watertight and non flooding in the righting arm com putation If this is not the case the righting arm curves will be opti mistic In contrast in determining flooding at equilibrium draft trim and heel Mate makes the much more conservative assumption that any potential downflooding opening that can be left open is open See Chapter 0 for a discussion of this issue In intact situations with a perfectly symmetric loading pattern in cluding fuel lube and distilled water tanks etc port and starboard righting arms will be the same But frequently this will not be the case if only because the downflooding points are not symmetric and both righting arms must be checked The lower table in the report compares the overall results with the IMO Code on Intact Stability If
64. CTX Mate Version 0 71 User s Manual Jack Devanney Sisyphus Beach Tavernier Florida 2007 Copyright 2006 2007 Jack Devanney Permission is granted to copy distribute and or modify this document under the terms of the Gnu Free Documentation License GFDL Version 1 2 or any later version published by the Free Software Foundation with no Invarient Sections no Front Cover Texts and no Back Cover Texts A copy of the GFDL is available at CTX Mate is distributed under the Gnu Public Licence and can be downloaded from www c4tx org CTX Mate employs the immersed section area integration algorithm initially developed by Herreshoff amp Kerwin Inc Halsey C Herreshoff and Justin E Kerwin have kindly allowed the Center for Tankship Excellence to use this algorithm in the CTX Mate package However CTX is solely responsible for the code that uses this algorithm Published by The CTX Press 212 Tarpon Street Tavernier FL 33070 Publishers s Cataloging in Publication Data Devanney Jack CTX mate user s manual Jack Devanney Tavernier Fla The CTX Press 2006 p cm ISBN 0 xxxxxxx 0 0 ISBN 13 yyy 0 xxxxxxx 0 z 1 Tankers Design and Operations 2 Tankers Loading 3 Tankers Spill reduction I Devanney Jack II Title VM455 D38 2005 387 2 45 dc22 2005938363 Printed in the United States of America 10 09 08 07 06e 54321 Contents O_ Testing Mate 0 1 Tolerancesd 0 2 Allowabl
65. For example you might have one session monitoring a discharge in Auto mode taking readings directly from the ullaging system on one desktop and another Normal mode planning session where you are working out your post discharge ballasting pattern on another desktop Multiple Mate sessions on the same screen can get confusing Now turn to Chapter B for instructions on manipulating the Main screen 2 2 Starting Mate from the command line Starting Mate from a desktop icon is convenient but limiting To ob tain the full power and flexibility of Mate it must be started from the command line And with practice you will find that the command line method is not only more powerful but where multiple runs are involved as they almost always are can be quicker and easier However command line use and this section assumes that you know how to bring up a terminal window copy and move files and move around the file system using the change directory command cd or equivalent Mate should always be used from the proper directory which for normal operations is F ss V NNN CARGO where F is your fleet code ss is your ship code and NNN is the three digit voyage number See Section 2 3 for what little you need to know about Mate s filing system All run Mate you must have Read permission on the ship s Mate data directory and Write permission on the voyage directory you are working in See Section B3 5 For training purposes and only f
66. LITIES 9 in that it calculates the roll radius of gyration Double hull tankers roll like pigs especially in ballast The main cause of this is the high roll radius of gyration Mate gives the crew the information they need to minimize this quantity IMO Regulation 25 Mate checks compliance with IMO Regulation 25 on subdivision and stability This regulation requires that the Master of any tanker be satisfied that each loading pattern meets this rather complex set of requirements In practice this is rarely checked because of the inability to efficiently do the calculations In the event of a casualty the failure to make these checks could have massive legal implications Mate also checks stability and flooding for the raking damage mandated by IMO Reg 13F Damage Mode If your ship experiences a casualty you can convert Mate into a salvage program with a single click This is known as Damage Mode You may then enter the location and extent of the damage Mate will immediately compute the equilibrium drafts and heel as sociated with this damage and the pre damage loading pattern Free surface effects are computed directly not from estimates of waterplane inertia These estimates can be grossly wrong in many tanker dam age situations In the case of the unusually shaped ballast tanks in double hull tankers they can be grossly wrong without any damage There is no difference between Mate s intact and damaged stability calculations The user
67. No text will be displayed S Tank codes will show on the drawing Y Tf Show Cargo is T the 100 full volume of each tank will be displayed Otherwise the current Total Observed Volume in the tank will be displayed V If show Cargo is V both the TOV and the tank s parcel code will be displayed 22 Tt also means that there is no fixed relationship between density and color If an API 30 crude is the heaviest parcel on board it will show up in an orange purple If the same crude is the lightest parcel on board it will show in yellow 3 4 THE MENUBAR 49 All these drawings are actually PDF files you can print out or save these files by clicking of the Printer icon on the drawing window Help This menu gives you on line access to this manual and a number of other administrative tasks The options are manual Selecting this option will display this manual as a PDF document You can navigate about the manual using either the table of contents on the left or the links You may also search print zoom etc using the display window tools about_CTX Selecting this option will display a little blurb about the Center for Tanker Excellence License Selecting this option will display the license under which CTX_Mate is released as a PDF document You can navi gate about the manual using either the table of contents on the left In Damage Mode there will be a twelfth button labeled Grounded which controls Mate s stranding capability
68. None LOAD PATTERN If_al98dep 2parcel HEEL 0 14 DATE 2006 10 05T16 08 49Z DRAFT fwd aft 24 01 24 91 TRIM 0 89 PORT XXXX VOYAGE LEG DEMO AUTHOR root BERTH TANK PT ULLAGE TOV Free Water GOV TEMP VCF GSV W CODE PT OBS Corr BBLS CM BBLS BBLS F Print BBLS 1P UL 1 447 137464 0 0 O 137464 60 0 1 0000 137464 D 1S UL 1 437 137464 0 0 O 137464 60 0 1 0000 137464 D 2F_P UL 1 652 93801 0 0 O 93801 60 0 1 0000 93801 D 2F_S UL 1 537 93801 0 0 O 93801 60 0 1 0000 93801 D 2A_P UL 1 710 93801 0 0 O 93801 60 0 1 0000 93801 D 2A_S UL 1 620 93801 0 0 O 93801 60 0 1 0000 93801 D 3P UL 1 627 187601 0 0 O 187601 60 0 1 0000 187601 D 3S UL 1 616 187601 0 0 O 187601 60 0 1 0000 187601 D 4F_P UL 1 644 93801 0 0 O 93801 60 0 1 0000 93801 D A4F_S UL 1 619 93801 0 0 O 93801 60 0 1 0000 93801 D 4A _P UL 1 646 93801 0 0 O 93801 60 0 1 0000 93801 D 4AS UL 1 628 93801 0 0 O 93801 60 0 1 0000 93801 D 5P UL 1 620 130263 0 0 O 130263 60 0 1 0000 130263 D 58 UL 1 583 130263 0 0 O 130263 60 0 1 0000 130263 D SLOP_P UL 1 525 41112 0 0 O 41112 60 01 0000 41112 D SLOP_S UL 1 483 40061 0 0 O 40061 60 0 1 0000 40061 D TOTALS 1742235 0 1742235 60 0 1742235 GROSS STANDARD VOLUME G S V 1 742 235 BBLS FREE WATER O BBLS TOTAL CALCULATED VOLUME T C V 1 742 235 BBLS SURVEYOR __ CHIEF OFFICER 14 6 THE ULLAGE FAOP REPORT 121 Table 14 4 Ullage Report Second page HELLESPONT TARA IMO Number 9235268 CTX_MATE 0 37 BASE ULLAGE REPORT Temp rounded to nearest 0 1F API rou
69. P AL UL 60 0 3074 1 93801 0 0 0 0 0 O 93801 93801 D 4A5 AL UL 60 0 3076 6 93801 0 0 0 0 0 0 93801 93801 D 5P AL UL 60 0 3082 7 130263 0 0 0 0 0 O 130263 130263 D 58 AL UL 60 0 3085 6 130263 0 0 0 0 0 O 130263 130263 D SLOPP AL UL 60 0 3109 7 41112 0 0 0 0 0 0 41112 41112 D SLOPS AL UL 60 0 3114 4 40061 0 0 0 0 0 O 40061 40061 D TOTALS 60 0 3166356 0 0 3166356 3166356 CGO API TOV GOV F GSV WCF WEIGHT AL 34 56 3 166 356 3 166 356 60 0 3 166 356 0 13517 427 996 4 Totals 3 166 356 3 166 356 60 0 3 166 356 427 996 4 SURVEYOR ______ CHIEF OFFICER 14 5 THE ULLAGE SURVEY REPORT 119 14 5 The Ullage Survey Report The industry uses OBQ or ROB reports for empty or nearly empty ships The rest of the time it relies on Ullage reports Selecting Ullage will pop up a window and display a simplified version of the Mate s Ullage report for the current loading pattern The window will have a command bar with the same report format choices as for the OBQ report The only difference is that the file names of the Ullage reports start with ulp rather than obq The Ullage report has one page for each cargo parcel Tables 14 3 and 4 4 show a sample two parcel After Loading report If the parcel VCF method is C Table 6A or F Table 6B the volume units will be barrels and the temperature units will be Fahrenheit degrees Other wise cubic meters and degrees Celsius will be displayed The page title for each parcel indicates_which temperature correction
70. RTH TANK DIP TOV FREE WTR NON LIQ GOV W CODE PT CM BBLS CM BBLS CM BBLS BBLS 1C UL 48 5 0 00 0 00 0 0 Z 1P UL 3137 9 137464 0 0 0 00 0 137464 D 1S UL 3137 5 137464 0 0 0 00 0 137464 D 2A_P UL 3089 5 93801 0 0 0 00 0 93801 D 2A_S UL 3092 1 93801 0 0 0 00 0 93801 D 2C UL 3073 0 289463 0 0 0 00 0 289463 D 2F_P UL 3092 3 93801 0 0 0 0 0 0 93801 D 2F_S UL 3094 2 93801 0 0 0 0 0 0 93801 D 3C UL 3178 3 299518 0 0 0 00 0 299518 D 3P UL 3112 2 187601 0 0 0 00 0 187601 D 38 UL 3011 7 181303 0 0 0 00 0 181303 D 4AP UL 3088 4 93801 0 0 0 00 0 93801 D 4A S UL 3090 7 93801 0 0 0 00 0 93801 D 4C UL 3073 0 289463 0 0 0 00 0 289463 D 4F_P UL 3092 3 93801 0 0 0 0 0 0 93801 D 4F_S UL 3094 7 93801 0 0 0 0 0 0 93801 D 5C UL 3171 0 271983 0 0 0 00 0 271983 D 5P UL 3086 8 130263 0 0 0 00 0 130263 D 5S UL 3089 3 130263 0 0 0 00 0 130263 D SLOP_P UL 3099 2 41112 0 0 0 0 0 0 4112 D SLOP_S UL 3106 0 40061 0 0 0 00 0 40061 D TOTALS 2886365 0 0 2886365 SURVEYOR Ss CHIEF OFFICER 14 4 THE AFTER DISCHARGE OR ROB REPORT 117 14 4 The After Discharge or ROB Report Selecting ROB from the Cargo menu will pop up a window and display a simplified version of Mate s ROB Remaining On Board report The window will have a command bar with the same report format choices as for the OBQ report This is a standard pattern for Mate reports When you select a report type you will be shown a snapshot of the report in a window which will allow you to select a specific fo
71. Remember blank means use old number If you want to change to zero you must type in a zero not a blank NONLIQ This column displays the non liquid often called unpumpables innage in cm In computing non liquid volume Mate assumes the non pumpables flow sufficiently so that the top of this material is 10 The user can force Mate to always display cubic meters via the use_metric option in the Options menu 3 2 THE TANK TABLE 37 parallel to the sea surface For near zero trim this can underes timate sediment volume if NONLIQ is based only on dips at the aft end of the tank In such situations it will be more accurate to use an average of the non liquid innages measured at various points in the tank Mate also assumes that any free water always lies on top of the non pumpables Therefore the free water innage in each tank must always be at least as large as the non liquid innage To handle a tank with non pumpables but no free water make the free water innage the same as the non liquid innage GSV This read only column displays the tank Gross Standard Vol ume This is the GOV see below corrected back to the parcel s standard temperature WTRVOL This read only column displays the free water volume in the tank NONVOL This read only column displays the non liquid unpumpables volume in the tank GOV This read only column displays the Gross Observed Volume in the tank This is the TOV less WIRVOL less NONVOL OFF This col
72. This requirement applies only to loaded conditions Each IMO 25 damage scenario can be translated into a combination of breached tanks or compartments For example one such combi nation might involve breaching 1P 1C 2P and 2C The complete range of IMO damage scenarios can be translated into very roughly fifty such combinations of flooded tanks For each ship the combi nations of flooded tanks which must be checked are listed in the file imoreg25 xml in the ship s Mate data folder This is a read only file which was approved by your ship s Classification society IMO 25 requires that in performing the check for each flooded tank it shall be assumed that the contents are completely lost from that compartment and replaced by saltwater up to the level of final plane of equilibrium This is not always good physics in many cases a breached tank will reach hydrostatic balance but it certainly simpli fies the calculations for this is precisely what Mate calls free fooding When you call for the IMO25 calculation Mate marches through imoreg25 xml and for each combination of breached tanks compartments temporarily marks the breached spaces as free flooding and then com putes the equilibrium heel and drafts the corresponding minimum downflooding margin and the righting arm curve in the directionof heel and checks those against the Reg 25 minimums The output is one line per damage scenario Sixty scenarios take about
73. _hull is used C Check frames If this option is specified ctx_hull will issue a warn ing for every frame that is not matched by a section in the hull offsets Mate does not require that the frames match the hull sec tions but mis matches can generate artificial bumps in the shear force curve q Quiet mode Suppress all normal output to terminal This is used when ctx_hull is called by another program for example a de sign optimization procedure Error messages will still go to the terminal 21 1 THE CTX_HULL COMMAND 169 help Print out usage instructions and exit Also shows version and varient Figure shows a typical hydrostatic table produced byctx_hull The table is standard with a few exceptions All linear numbers are in meters DEPTH_MID DEPTH_MID is the distance below the sea level of the baseline centerline midships point on the hull measured in earth vertical direction DRFT_FP Draft at forward perpendicular The drafts are measured parallel to the aft perpendicular DRFT_AP Draft at aft perpendicular Midship draft is usually taken to be the mean of DRFT_FP and DRFT_AP This will be equal to DEPTH_MID only if there is no trim or heel HEEL Heel in degrees Positive is to starboard DISPLCMENT Displacement in tons LCB Longitudinal center of buoyancy forward of mid ships LCB is in ship coordinates measured parallel to the ship centerline but relative to mid ships for comparison with standard hydrostat
74. _mid 9 000 volume 166694 0 lcb_xs 202 wp_area 19925 wp_lmoi 153599742 wp_tmoi 6590776 lt ctx_Hull depth_mid 10 000 volume 186704 2 lcb_xs 202 wp_area 20095 wp_lmoi 156690741 wp_tmoi 6685828 lt ctx_Hull depth_mid 11 000 volume 206883 1 lcb_xs 202 wWp_area 20263 wp_lmoi 159905933 wp_tmoi 6774660 lt ctx_Hull depth_mid 12 000 volume 227229 2 lcb_xs 201 wp_area 20430 wp_lmoi 163278935 wp_tmoi 6858942 lt ctx_Hull depth_mid 13 000 volume 247744 6 lcb_xs 201 wp_area 20601 wp_lmoi 166906163 wp_tmoi 6941038 lt ctx_Hull depth_mid 14 000 volume 268435 5 lcb_xs 201 wp_area 20781 wp_lmoi 170866992 wp_tmoi 7022286 lt ctx_Hull depth_mid 15 000 volume 289309 8 lcb_xs 200 wWp_area 20969 wp_lmoi 175189799 wp_tmoi 7102991 lt ctx_Hull depth_mid 16 000 volume 310376 9 lcb_xs 200 wp_area 21168 wp_lmoi 179987053 wp_tmoi 7182704 lt ctx_Hull depth_mid 17 000 volume 331644 9 lcb_xs 199 wp_area 21371 wp_lmoi 185011534 wp_tmoi 7261219 lt ctx_Hull depth_mid 18 000 volume 353105 5 lcb_xs 199 wp_area 21556 wp_lmoi 189564802 wp_tmoi 7337604 lt ctx_Hull depth_mid 19 000 volume 374751 5 lcb_xs 198 wWp_area 21739 wp_lmoi 194221864 wp_tmoi 7411256 lt ctx_Hull depth_mid 20 000 volume 396576 3 lcb_xs 197 wp_area 21914 wp_lmoi 198815678 wp_tmoi 7481347 lt ctx_Hull depth_mid 21 000 volume 418560 4 lcb_xs 197 wp_area 2
75. _want report report or var_i_want report gt ctx_Arm gt stbd port gt ctx_Arm_point gt heel gt var_i_want where stbd port is either stbd or port Use the first form for the header variables and the second for the individual points on the righting arm curve The CTX Mate distribution includes a Perl script mate2perl pl which shows how to extract any value in the Mate XML reports using Perl It also includes a sample post processor underkeel pl This little program prepares a USCG Under Keel clearance report for a given loading pattern water depth and ship speed The heart of the program is three lines of code See the CTX Mate Programmer s Manual 202 APPENDIX B POST PROCESSING CTX Mate starts every XML element on a new line and the nesting is indicated by the indentation This is done primarily to make the reports easier for humans to read However in a pinch it also allows the data to be extracted without an XML parser One way to do this is with regular expressions For example the information on each line in the Summary sub report could be extracted via varname value _ s lt gt gt lt This approach should be used only if no XML parser is available It is hard to write regular expressions that can t be fooled and it is certainly a lot more work
76. ability statistics is also shown on each side and compared with the IMO Intact Stability Code If a value does not comply it will be shown in red It is possible that the heels assumed in this calculation will immerse one of the points through which flooding could occur The angle at which this first occurs is called the downflooding angle If this is the case the downflooding angle s will also be displayed The righting arm curve for angles of heel higher than the downflooding angle are highly suspect for it is based on the assumption that no such flooding takes place In many tanker cases the downflooding angles will be a larger problem than stability itself The calculations required to prepare these curves are quite extensive Be prepared to wait as long as a minute for this window during which time the cursor will switch to a watch Normally Mate will compute each righting arm in 2 5 degree increments up to fifty degrees either side of equilibrium heel At each assumed angle of heel Mate must rebalance the ship with respect to draft and trim taking into account the transverse and longitudinal shifts in tank liquids Mate s calcu lation of the righting arm curves automatically includes free surface effects Occaisionally the calculations will fail to converge usually be cause the ship has become unstable in which case the righting arm curve will not extend out the full fifty degrees If the ship is damaged see Chapter 16 then
77. abort or you just get hopelessly messed up you can always get rid of the current Mate session by hitting Cntl C Hold down the Control key and hit C with the cursor in the launch window Of course you will lose the current loading pattern unless you have already saved it Leaving Mate via Cntl C has another more important purpose Mate automatically maintains a Log File of all its operations in a particu lar session Normally this Log File together with a number of other temporary files is deleted at the end of the session But if you exit Mate by hitting Cntl C these files are not deleted If you think Mate is not functioning properly use Cntl C to quit and you will have a history of the session in the Log File which should be emailed to CTX together with your comments See Chapter 17 for details One drawback of using Cntl C is that these temporary files will have to be removed manually 3 If Mate thinks that something is amiss the Log File will be saved automatically 28 CHAPTER 3 THE MAINSCREEN The Mate Mainscreen is simply one more window on your monitor By moving the mouse off the Mainscreen you can do anything you want in other windows including starting up another Mate session Thus you can be looking at an Mate run while you prepare a telex or email into which you insert some of the information on the Mate screen Conversely unless the mouse pointer is somewhere on the Mate screen the screen where it is will rec
78. after damage situation Thus for damaged tanks the FULL column will not match the ULLAGE INNAGE and VOL UME columns Grouped tanks basically lose their identity Any liquid in a grouped tank in the post damaged situation shows up in the lead tank s row Thus most of a grouped tank s columns are blank However you can change the pre damage sitation in a grouped tank by changing the parcel code the temperature and the FULL When you switch a tank to Damaged or Grouped Mate remembers the last percent volume that was in the tank or the initial volume when read in if the tank is listed as damaged grouped in the loadfile and assumes that that is the pre damage percent volume Thereafter every time the ship is rebalanced it starts off with the pre damage vol ume not the damaged volume in the tank at the last balancing This makes the comparison of the last set of oil outflows with the next an other possible response say more ballast meaningful If you want to study changing the pre damage volume for a damaged grouped tank you do so by changing FULL for that tank However the spillage 3 Tf you enter a damage location value for a tank that has no been marked damaged the value will be checked for reasonableness just as if the tank were marked damaged And the value will be saved if the loading pattern is saved But no use of that value will be made until that tank s OPTis set to D or d This can be useful in situations in which
79. age It is not well suited for computerized post processing The short long and file naming conventions are the same as for the XML reports except the file extension is tex PDF Produce a PDF strength report This can be useful for sending a report to third parties without XML capability It is useless for post processing The short long and file naming conventions are the same as for the XML reports except the file extension is pdf 88 CHAPTER 8 LONGITUDINAL STRENGTH TROFF Produce a strength report in Troff markup This format produces the best looking tables It can be post processed but requires non standard tools The short long and file naming con ventions are the same as for the XML reports except the file extension is trf PRINT Print out a short or long strength report depending on whether the short or long table is being displayed DISMISS Clicking on DISMISS will destroy the strength table screen You will then have to DISMISS the strength plot window as well Or you can destroy both windowns at once by clicking anywhere on the Mainscreen Chapter 9 Stability 9 1 Metacentric Height Whenever you rebalance the hull Mate automatically computes the metacentric height corrected for free surface effect GM_corr and dis plays that number in the Summary If GM_corr is less than the legal minimum of 0 15 meters the figure will be highlighted with a light red background In intact situations the loading pattern is illegal
80. ains some tabular data on the results for that frame The drawing will be in ship coordinates that is with the ship flat bottom horizontal The drawing is actually a PDF file You can print out a hardcopy or save this file by clicking on the printer icon Table Clicking on this button will pop up a large table This table will contain a row for each frame for which scantling data has been given Each row contains the key data for three points on that frame 1 The point with the largest ratio of tensile stress to material yield stress 2 The point with the largest tensile stress 110 CHAPTER 13 HOTSPOT STRESS ANALYSIS 3 The point with the largest compressive stress The buttons at the top of this screen allow you to save this table to a file in various formats and to print it out If the loadfile name matches the current loading pattern there have been no changes to the loading pattern since you last saved the loadfile then this report will also be filed in hot_loadname ext where loadname is the loadfile name without the leading 1f_ and the extension matches the format is the usual manner Otherwise loadname is replaced by the process ID number Dismiss Clicking on the Dismiss button will destroy the hotspot screen returning you to the Mainscreen Chapter 14 Cargo Survey Reports 14 1 The Cargo Menu A nice feature of Mate is that preparing cargo survey reports is nearly effortless Once the survey ullages innages
81. ally uses are in human readable form and can be examined but not changed by any user All these files are in X uldh DATA MATE Therefore if you want to see what Mate is using sim ply display the relevent file on you terminal or print it out For example for the set of vessel particulars used by Mate see X uldh DATA MATE main xml For this ship internally Mate uses the weight and moment tolerances 1 2 CHAPTER 0 TESTING MATE shown in Table P Since Mate uses a trial and error process in determining Table 2 Weight and Moment Tolerances Intact Fallback dDamaged Hull displacement tons 0 4 0 4 4 0 Longitudinal Moment ton meters 1 3 1 3 1300 0 Transverse Moment ton meters 0 2 0 2 21 0 Tank volume cubic meters 0 2 0 5 12 5 the equilibrium drafts and heel it is possible for the resulting solution to be slightly different for the same loading pattern if the starting trial condition is different However the discrepancies in the output should be no more than those shown in Table B Table 3 Maximum Discrepancies INTACT DAMAGED Hull displacement tons 10 400 Draft meters 0 002 0 020 Trim meters 0 002 0 040 Heel degrees 0 002 0 040 Shear Force tons 50 500 Bending Moment ton meters 1500 15000 0 2 Shear Force and Bending Moment Allowables The shear force and bending moment allowables used by Mate for this ship are shown in Table 4 Mate c
82. amage straddles the common equilibrium internal waterline 16 6 ENTERING DAMAGE DATA 149 are 1 If the damage in the wing ballast tank straddles the waterline but the damage in the internal tank does not use outside in As far as the interior tank is concerned the wing ballast tank is simply part of the ocean In this situation the damage to the ballast tank is such that for all practical purposes the cargo tank is an exterior tank 2 If the damage is all below the waterline and you know the top of the damage is significantly below the top of the damage in the interior tank use outside in 3 Otherwise group When in doubt group In some damage situations grouping will produce inaccurate spill numbers but all the other numbers will be close and the spillage numbers will almost always be good enough to guide your actions Avoid mixing grouping and outside in damage in the same tanks if at all possible There are so many possible combinations of grouping and outside in that only a few of them have been tested Mate is not guaranteed to correctly handle all of them If you do mix grouping and outside in save your loading patterns very regularly so you can recover quickly if Mate throws a fatal error Be aware that internal damage can actually reduce spillage even if the tanks are also externally damaged Consider damage low involving a wing cargo tank and the Forepeak tank in which the internal damage to the Forepeak tank is much
83. ame as Rebal ance from the File menu Parcels Pop up the Parcels Screen to make changes to the Parcel data See Section ZI The sea water density and depth can also be changed from this screen This is the same function as Edit Parcels from the Edit menu Save Ld Re balance and then save the current loading pattern See Section for instructions Same as Save Load from the File menu Print Rebalance the hull and print out a hardcopy of the current Mainscreen This is the same function as the Print button in the Export menu Bend Rebalance and display the plot of shear force and bending mo ment This window also allows access to all the strength reports This is the same function as Longitudinal Strength from the Re ports menu See Chapter 8 for more information 3 5 THE TOOLBAR 5l Stab Rebalance and display the plot of port and starboard righting arms This window also allows access to all the stability reports This is the same function as Stability from the Reports menu See Chapter 9 for more information Flood Rebalance and display all the downflooding openings sorted in order of height above sea level lowest first If the height is negative then the opening is immersed This is the same function as Downflooding from the Reports menu See Chapter 0 for more information Damage Rebalance and then switch to Damage mode Chapter 6 There is a slight difference between the Damage Toolbar button and the Damage Functio
84. ame function as the Print button in the Export menu See Section 7 2 Quit Selecting the Quit button will exit your CTX Mate session If you have not saved the current loading pattern then you will be warned that that is the case and asked if you want to quit anyway If the loading pattern on the screen has been saved Mate will exit immediately The Edit Menu The EDIT menu has two options Edit Parcels and Edit Point Loads Selecting Edit Parcels will pop up a window within which you can change information relating to the liquid parcels on board See Section 1 1 for how to go about doing this Selecting Edit Point Loads will pop up a window within which you can add delete or change the location of point loads Point loads are loads that count against deadweight but are not treated as liquid See Section 5 1 On some ships this function is de activated per owner policy but you can always change the weight of an existing point load on the Mainscreen The View Menu The VIEW menu determines whether hidden tanks and compartments that is spaces whose OPT is H are displayed on the Mainscreen and on most reports It controls the Show_Hidden option There are only three choices Hide Hidden This is the usual choice in which all tanks compartments with a tank OPT of H are not displayed Nor will they appear on any reports 42 CHAPTER 3 THE MAINSCREEN Show Hidden Tanks If this button is selected then all tanks that is all
85. and cannot be used This 0 15 meter figure is much more than a legality If you allow the metacentric height to go much below this during load or discharge then you are taking a substantial risk that it will go negative as the load discharge continues Once that happens you are in a lolling sit uation from which it is nearly impossible to recover without a major lolling casualty However even if GM_corr is above 0 15 meters the loading pattern still may fail to meet the IMO Intact Stability Code Before actually using any loading pattern you must compute the righting arm curves and check the results against the requirements of the IMO Intact Stability Code This is done by selecting Stability from the Reports menu or the STAB button on the Toolbar We repeat Mate does not do this check automatically You must explicitly ask for it 1 In many cases your best chance is to reverse whatever you did to get into this situation but this will only be possible if the terminal is willing to reverse flow 89 90 CHAPTER 9 STABILITY 9 2 Righting Arm Curves If you select Stability from the Reports menu or the STAB button from the Toolbar Mate will compute the port and starboard righting arm curves It will then display these curves in a window which will partially obscure the mainscreen You may move resize iconify etc this window using the Window Manager The port righting arm is shown in red the starboard in green A summary of st
86. and if successful exit via Control C to generate a Log File for emailing 178 CHAPTER 22 ERRORS Appendix A CTX Mate XML Reports CTX Mate s native report format is a dialect of XML This means the report is self identifying human readable and can be easily post processed by any site that has a standard XML parser regardless of the operating system that that site uses See Appendix B for more info The report is modular consisting of a number of sub reports The Mate user can select which of these sub reports he wants included with the exception that all the reports will at a minimum include the Summary sub report A 1 The Summary sub report Figure A 1 shows a sample Summary sub report This is the minimal CTX Mate report but in many design applications it will be all you will need The report is nearly self explanatory The first five lines are meta data identifying the GMT time the report was created Mate version and varient the ship folder the loading pattern and the GMT time the loading pattern file was last modified report_author is the user who created this report load_author is the user who last modified the load file The time the loadfile was last modified or created if it has not been modified since creation can be used to check for stale reports Only if the mod_time of a loading pattern file is the same as the mod_time showing in a report file can you be sure that the report is consistent with that loading pat
87. and display a one line summary for each scenario as it is computed If the scenario results in a violation of Regulation 25 the reason will be displayed in the column labeled PROBLEM If that column is blank the scenario does not result in a violation of Regulation 25 If the PROBLEM column is non blank for any of the scenarios then the loading pattern must be adjusted If your ship is a double hull this function also checks the bottom raking damage specified in Regulation 13F Until the computation is finished your Mate window will be locked You can use Cntl C in the launch window to abort this calculation but if you do you will lose the current Mate session including the loading 99 100 CHAPTER 11 IMO REGULATION 25 pattern unless you have already saved it After Mate is finished you may scroll thru the Regulation 25 window with the scroll bar The command bar at the top of rhe righting arm window has six buttons XML Selecting XML will produce a Regulation 25 report in CTX s XML format See Section A 9 This report is designed for post processing It is included in the EXPORT menu reports if Reg25 or Allis selected If the loadfile name matches the current loading pattern there have been no changes to the loading pattern since you last saved the loadfile then this downflooding report will be filed in reg25_load ctx where load is the load name Otherwise the report will be filed as reg25_nnnnn ctx where nnnnn is th
88. and figure out which one really is the high and which is the low in earth coordinates at equilibrium You can put your two points in either order Nor from a spill perspective need you be very accurate with respect the longitudinal or transverse location of the damage an error of a few meters in these numbers is acceptable The transverse location of a damage point is nearly ignored by Mate from a spillage point of view Mate will figure out the transverse location of the tank boundary from the longitiudi not true 0 57 0 nal and vertical location of the damage The spill part of Mate uses the transverse location only to figure out which side of the compartment is damaged However the transverse location of a damage point especially the inboard location is critical to dam aged structural calculations In doing these calculations at each frame Mate eliminates all primary steel in a box bounded by the top inboard location of the damage the top outboard the bottom outboard and the bottom inboard Normally it is a good idea to err slightly on the bad side that is make sure the inboardmost number is on the inboard side of the damage and the outboardmost number is on the outboard side of the damage But try to be as accurate on the vertical ends of the damage as you can be aiming for an accuracy of 10 cm or better If loss of structural strength is an issue make sure that the lon gitudinal position of the high point and the low poin
89. and have an estimate of how high that damage extends the instead of grouping use outside in flow entering the location of the internal damage and the external tank Outer in the internal tank row The key numbers are HYDROLOSS and EXCHGLOSS The sum of HYDROLOSS and EXCHGLOSS is the total amount of oil lost to the sea at equilibrium for the given loading pattern and damage location Your job will be to manipulate the loading pattern to minimize some combination of these values without causing further damage to the ship You must be familiar with the principles of hydrostatic balance See for example the CTX Paper The Physics of Tank Spillage CTX PTS 77 The basic strategies are 1 Transfer oil from the damaged tanks to bring the Live Bottom up if damage is low or to minimize runoff if the damage is high 2 If the top of the damage is well below the waterline ballast the ship down to bring the Live Bottom up Ifthe bottom of the dam 16 5 MINIMIZING SPILLAGE WHOSE LOCATION IS KNOWN 145 age is high enough so that it can be raised above the waterline deballasting the ship will markedly reduce exchange flow 3 The same effect as in 2 can be obtained by trimming the ship aft if low damage is aft or by heeling the ship toward the damage if it is on one side If the damage is near or above the water line consider trimming or heeling the ship away from the dam age Heeling can be surprisingly effective at reducing spillage if sides
90. and temperatures are entered you are done You can immediately produce the required cargo survey report with a couple of clicks Since Mate uses the tank offsets and surveyors generally insist on using a combination of the generally less accurate tank tables and the almost always inaccurate wedge method there will be_differences between Mate s numbers and the surveyor s calculations But in most cases as long as Mate and the surveyor are using the same trim and heel these differences will be small enough to be acceptable to both parties And when they are not you should consider issuing a Letter of Protest if the surveyor s errors are not in the ship s favor The Cargo menu gives you access to Mate s cargo survey reports There are six choices OBQ ROB Ullage Ullage FAOP Ullage EOP CTX XML The first five are aimed at aping industry practice the last should be used in a true tanker management system Normally you should prepare one of the first five for the cargo surveyor and the last for your office 1 Make sure you are using the same density temperature and VCF rounding options as the surveyor See Section 14 2 111 112 CHAPTER 14 CARGO SURVEY REPORTS 14 2 Rounding Before we can talk about cargo survey reports we need to talk a little bit about rounding Industry practice is to round VCF API or kg m3 and temperature Unfortunately there is a great deal of inconsistency in surveyor s rounding pol
91. are in cluded Summary XML with All The is the same as Summary XML but the results of all four of the above calculations are included 82 CHAPTER 7 SAVING RESULTS Chapter 8 Longitudinal Strength Analysis 8 1 Shear Force and Bending Moment Plots When you select Strength from the Reports menu or the BEND but ton on the toolbar Mate will rebalance the hull compute shear force longitudinal bending moment and hull deflection curves and then display then as a plot on the screen The curves will be displayed in a window that pops up and will partially obscure the Mainscreen Your may move and resize this pop up window the Strength Screen with the normal mouse commands The window shows shear force green bending moment red and hull deflection thin black line Shear force is positive negative if excess buoyancy is aft forward A positive bending moment implies hogging negative implies sagging Similarly positive deflection is hog and negative is sag At user option Mate will plot shear force and bending moment either as a fraction of the allowable at each longitudinal position or it will display the absolute shear force and bending moment together with the absolute allowablesP The relative plot is much cleaner and easier 1 All Mate pop up windows disappear when you change the loading pattern and re balance the hull This prevents a left over pop up screen which is inconsistent with the loading pattern 2 In prelimina
92. are written in Perl Perl has the ability to convert an XML report to a Perl data structure in a single line of code Any value in the report can then be extracted by simply referencing that variable s name See Appendix B This is made possible by the self identifying nature of XML Every useful programming language has similar XML tools So post processor writers can work in just about any language they like 5 If that entity has CTX Mate and the ship data installed it is simpler and more 80 CHAPTER 7 SAVING RESULTS Full XML with Beam This report is the same as Full XML but the frame by frame results of the longitudinal strength calculations are also included Design applications are often interested in this information Full XML with Arms Same as Full XML but the results of the righting arm calculations are included Full XML with Floods Same as Full XML but the details of the downflooding calculations are included Full XML with Reg25 Same as Full XML but the results of the IMO Regulation 25 calculations are included Full XML with All The is the same as Full XML but the results of all four of the above calculations are included Summary XML In some situations the user of CTX Mate results is not interested in the details of the individual tank calculations but only in the information that appears in the Summary section of the Mainscreen The individual tank calculations were only a means to an end This is often the case whe
93. associated with commercial packages Almost all basic functions are accessible from a single Mainscreen most with a single key or mouse click The Mainscreen is scrollable vertically and horizontally so the system can be used on any sized monitor from a laptop on up And the Mate retains the use of his computer for other purposes while running CTX Mate Having said this CTX Mate is not a program that can be intelligently used or even learned by simply starting it and clicking away Mate is a serious tool for professionals who are responsible for up to several hundred thousand tons of petroleum and more importantly thirty or more lives It can only be learned by serious study including careful and repeated readings of this manual For example you must know exactly when Mate assumes no liquid has entered or left a tank and preserves the tank liquid mass and when it assumes the amount of liquid in the tank has changed See Section B 7 In addition to use the Damage Mode spill calculations intelligently you must understand the principles of hydrostatic balance This subject is NOT included in this manual ctx_hull The Mate package includes a command ctx_hull which pro duces a standard hull hydrostatics table for any given heel and trim Optionally a table of bonjean curves may be produced as well This can be used as a hull design tool like any other hydrostatic program Since ctx_hull computes the hull properties using the same code as Mate i
94. at effect 13 2 THE HOTSPOT SCREEN 109 with the design wave incorporated should replicate a portion of the analysis which produced the ship s bending moment allowables 0 8 Design Wave This is the standard JTP design wave bend ing moment except the wave height is 80 of the JTP wave Some Classification Societies call this the Short Voyage or Short Sea wave 0 5 Design Wave This is the standard JTP design wave bend ing moment except the wave height is 50 of the JTP wave Some Classification Societies call this the Harbor or Pro tected Waters wave Calm Water Zero wave bending moment Profile This option allows you to directly enter a longitudinal wave profile It is not implemented in this version of Mate In this version of Mate this button is not implemented You can only change the wave bending moment via the Design Wave option in the Options menu PLOT Clicking on this button will simply print out a hardcopy of the hotspot screen Earth Section Clicking on this button will popup a screen showing a drawing of the worst case frame The drawing will be in earth coordinates that is with the sea level horizontal The drawing also contains some tabular data on the results for that frame The drawing is actually a PDF file You can print out a hardcopy or save this file by clicking on the printer icon Ship Section Clicking on this button will popup a screen showing a drawing of the worst case frame The drawing also cont
95. ate will be onboard which is the only place it can really do us any good in the event of a big spill The loading pattern at the time of damage will already be on the computer and ready to go And the crew will be using a program that it knows and trusts Turn ing to a program the crew doesn t know and have rarely if ever used in the middle of a crisis simply won t work Since Mate is an everyday tool its use in a damaged situation is merely an extension rather than a whole new ball game at a time when the ship cannot afford to fight thru all sorts of learning and teething problems 1 1 CAPABILITIES 11 item Hotspot analysis The standard strength calculation based on Class approved allowables is appropriate only if both the structure is undamaged and the heel is small For salvage situations where this may not be the case Mate also offers a calculation which adjusts the hull section modulus both for loss of steel and for heel and identifies the points with the highest indicated stress to yield stress We call this Hotspot analysis This feature uses the same description of dam age as that for the oil outflow calculations so it requires only a single button push This approach assumes classical beam theory It has some very important limitations and must be used with a great deal of judgement Read Chapter 13 carefully before using User Interface CTX_Mate is equipped with a user interface which is at least as easy to use as those
96. ays the angle of heel at convergence failure is well outside the range of interest for tankers and no harm is done The portion of the righting arm shown will be correct However in such situations some of the stability in dicators such as the GZ mode and max and areas under the GZ curve may err on the low side perhaps drastically so Convergence failure outside the stability analysis is extremely rare But if it does happen you will be given a fairly complete error message in the launch window indicating whether the problem is balancing the hull or inability to determine the level of the waterline in the tank If it s the latter which it almost certainly will be the error message will tell you which tank failed to converge the liquid volume the program needed and the difference between that volume and the volume it reached You will then be asked if you want to go ahead anyway Answering yes Y to this prompt is acceptable only if it is a tank problem If this is going to happen it will usually involve a tank that is nearly empty or very small fresh water tank Failure to converge in 176 CHAPTER 22 ERRORS a nearly empty tank or very small tank will usually have no significant impact on the overall strength or hull balance calculations so you can answer yes In such a situation a better solution is to rerun setting OPT for the nearly empty tank to E That is assume it is actually empty As long as the tank is very small or nea
97. braries that Mate s GUI software needs to use CTX Mate But that is not its real purpose 18 3 EMBEDDING CTX_MATE_CMD WITHIN A BIGGER ANALYSIS 159 reports S o P H T b B A F f This option allows you to tell Mate which sub reports you want included in your report If the reports option is omitted you will get only the main results summary Often that s all you need Any or all of the individual letters my be specified e S will include the main results summary See Section AI e o will include the user options that were in effect when the report was created See Section P will include the parcel details See Section AA H will include the header stuff See Section A3 T will include the individual tank results See Section A5 b will include the longitudinal strength results but only at the major frames the short table B will include the longi tudinal strength results at every frame B overrides b See Section A 6 A will include the stability righting arms See Section A7 F will include the downflooding details See Section A 8 p will include the point load details See Section EI The letters can be in any order And the sub reports will be in that order 18 3 Embedding ctx_mate_cmd within a bigger analysis By itself ctx_mate_cmd is hardly an improvement over the standard GUI based Mate The real power of ctx_mate_cmd comes when it is included within a larger analysis Going back to the task of running a tank
98. by the Section button which will display a transverse view of the situation at Mate s guess at the worst case frame The drawing will be in earth coordinates with the horizon level The drawing is actually a PDF file You can print it out or save it via clicking on the Printer icon on this window This button is the same as the Worst Section option on the Drawings menu Frequently Mate s guess at the worst case frame is not very good in which case you should pick out the frame s you really want to see via the Section with liquids option from the Drawings menu 3 The Reg_25 button is replaced by Unused Since the assumptions underlying IMO Regulation 25 are inconsistent with CTX_Mate s Damage mode Mate will not allow you to do Reg 25 analysis while in Damage mode 3 5 3 The Auto Mode Buttons In Auto Mode the Redo button is replaced with Normal which will switch you back to Normal mode The Print Bend Stab and Quit buttons function like they do in Normal mode but be aware that long running calculations e g Stab will interrupt the standard Auto mode update until they are complete All the other buttons are marked Unused If you need to do anything unusual go back to Normal mode first You can always return to Auto mode as soon as you have finished whatever you need to do 3 6 THE TITLEBAR 53 3 6 The Titlebar For Mate the Titlebar is more than decoration It is the only way that the user can be reminded of which opti
99. can happen Fortunately all the other calculations including the amount spilled are insensitive to this problem and the spill numbers can be trusted in a grounding situation This is where Mate s grounding capability can be truly valuable However in a casualty that combines grounding and damage remember that Mate s numbers will be based on the equilib rium situation in the tanks after all hydrostatic and exchange flows have taken place Until this equilibrium is reached Mate s estimate of the grounding reaction and corresponding bending moments and shear forces will be incorrect even if the given drafts and heel are perfectly exact A key issue in grounding is the effect of the tide This effect can be simulated by adding minus if the tide is ebbing the expected tidal change to the observed fore and aft depths The assumption here is 154 CHAPTER 17 STRANDING that the ship s heel and trim will not change as the tide changes The effect of an ebbing tide on hydrostatic loss can be startling Each meter the tide goes out will result in an increase in hydrostatic loss of about 1 15 meter For a ULCC this can more than double the amount spilled as happened in the case of the Exxon Valdez If you ground on an outgoing tide you must move very quickly Conversely if the tide is rising and you are on a flat soft bottom it may make excellent sense to ballast the ship down and let nature improve your Live Bottom height This could gi
100. cel the pop up with Alt C in which case the loading pattern will not be saved Mate does not automatically save loading patterns If you change a loading pattern and don t save it that loading pattern will be lost when you change the loading pattern again or when you end your Mate session whichever comes first 6 2 The Loadfile Format Strictly speaking understanding of this section is not needed to use CTX Mate But knowing just what is in the load file will make you a better tanker officer Figures 6 I and 6 2 show an abbreviated example of a loading pattern file All the left and right arrows take a little getting used to but basically the file is self identifying and with a little practice fairly easy to read Throughout the loadfile each variable is given in a name value fashion where name is the name of the variable and value is its value in this loading pattern The variable names for the most part are self explanatory and the same names that we use in this manual The first four lines simply identify the file and the Mate version that was used to create it The rest of the file consists of seven sections The Header Section This section contain a bunch of variables that Mate itself does not really use but which can be critically impor tant to a good Tanker Management System See Section A 3 for details The Options Section The Options section shows the user options that were in effect when the loading pattern was saved
101. ch to Normal mode first You can Why also select Damage from the Normal_mode Toolbar but this will also unhide all tanks and compartments Normally this will be overkill in which case using the Mode menu is the better alternative Once in damage mode you can then set any tank or compartment to damaged by setting the tank option for those tank s to D or d Notice that the current loading pattern presumably the loading pattern just prior to damage is already loaded and ready for analysis If a loading pattern is saved while in Damage mode and you ask for that loading pattern when beginning your Mate session you will auto matically be in Damage mode on start up If tanks or compartments which are not in the current loadfile are or may be damaged then you must select the correct SHOW_HIDDEN option from the View Menu so that you can include those spaces in the analysis Mate s damage mode is totally different from and incompatible with the hypothetical flooding scenarios called for by IMO Regulation 25 which is treated in Chapter I Mate s damage analysis is aimed at analysing actual specific damage and the resulting spillage and testing 1 This is insurance against a mouse failure 131 132 CHAPTER 16 DAMAGE MODE means for minimizing and recovering from that damage In that sense it is a salvage program Parts of this chapter and the next assume the reader is familiar with the principles of hydrostatic balance For exampl
102. come part of the damaged tank The tank whose code is entered into the Group column is known as the lead tank of the Group You must first mark a tank as damaged D or S before it can become a lead tank When you re balance after grouping the grouped tank s OPT will switch to G You un group a tank by putting its own code in the Group column and then you can reset the tank s OPT Any damage location specified for a grouped tank is ignored OUTER Grouping does a good job of modelling certain forms of in ternal damage but not others Grouping assumes the two tanks act as a single tank This will happen if the internal damage is high in the tank or the internal flows are much faster than the external ship to sea and sea to ship flows This is known as inside out flow However if the internal damage is low in the tanks and the external flows are faster than the internal flows grouping will usually over estimate spillage In the extreme case the external tank will reach equilibrium with the sea before there is any sig nificant internal flows This is knows as outside in flow Mate 16 1 THE DAMAGE MODE MAINSCREEN 135 models inside out damage and outside in damage but nothing in between Inside out flow is handled by grouping as we ve seen If you wish to use outside in flow to model internal damage then you must put the tank code of the external tank in the Outer field For example if there is damage between 2P cargo and 2B_P ballast low
103. counter flooding If a righting arm curve has an area less than 0 01 meter radians or the calculation won t converge stability is a very real concern Counter flooding should be considered and tested The drafts resulting from this check can be used to assess grounding potential This free flooding check which ignores hydrostatic balance will usu ally not be very accurate In particular it will slightly under estimate the vertical center of the liquids in loaded tanks which reach hydro static equilbrium And it will usually be completely wrong and mis leading for the purposes of minimizing cargo spillage However it will almost always be close enough for survivability concerns Mate can give no indication of how rapidly the flooding will occur Depending on the extent of the damage it may take minutes or hours or even days to reach the indicated equilib rium situation The Master will have to use his own judge ment as to how much time he has to affect counter measures 140 CHAPTER 16 DAMAGE MODE 16 3 Using Hotspot analysis to estimate loss of strength If the Section 6 2 checks indicate that the ship is not in danger of loss by flooding or capsize but the structural damage is extensive then en ter the location of the damage in each damaged tanks or compartment per Section 16 6 and then return here In Damage Mode the Toolbar will contain a button labeled HotSpot F6 Clicking on this button or selecting Hotspot from
104. ctx_Beam gt frame ctx_Spike gt name var_i_want report gt xxxxx gt yyyyy gt zzzzz gt var_i_want where zrxzx yyyyy if necessary and zzzzz if necessary are the names of the enclosing XML elements For example to extract a variable from the Header sub report all you need is report XMLIN xml_file var_i_want report gt ctx_Header gt var_i_want where xml_file is the name of the report filel The parcel stuff is two more levels down and the individual parcel key is the two character parcel code For example to extract the sulfur content of a parcel whose code is AL use report XMLIN xml_file forcearray gt ctx_Parcel keyattr gt ctx_Parcel gt code sulfur report gt ctx_Parcels gt ctx_Parcel gt AL gt sulfur The forcearray option instructs XML Simple to treat every ctx_Parcel element as an array even if it only contains one parcel The keyattr option tells XML Simple that the key to the Parcel table is the two character parcel code The individual tank results follow exactly the same pattern The en closing elements are ctx_Tanks and ctx_Tank and the key to the indi vidual tank is the tank name For example to extract the ullage of tank 1C use report XMLIN xml_file forcearray gt ctx_Tank keyattr gt ctx_Tank gt name ullage report gt ctx_Tanks gt ctx_Tank gt 1C gt ullage In most cases you will be looping over ev
105. ctx_Beam frame FRO40 xs 35 150 show sf 8512 bm 128782 hog 0 133 sf_allow 12043 bm_allow 171142 gt lt ctx_Beam frame FRO41 xs 36 050 show Y sf 8490 bm 136294 hog 0 135 sf_allow 12342 bm_allow 176450 gt lt ctx_Beam frame FR115 xs 351 150 show Y sf sf_allow 15000 bm_allow 147400 gt lt ctx_Beam frame FR129 xs 363 050 show Y sf s _allow 5405 bm_allow 29281 gt lt ctx_Beam frame FP xs 366 000 show Y sf lt ctx_Beam_Curve gt 5299 bm 45576 hog 0 072 1062 bm 3562 hog 0 032 630 bm 1267 hog 0 022 gt GOT SLIOdHYA TWX ALVW V XIUNHAdAV A 7 THE STABILITY SUB REPORT 193 A 7 The Stability sub report If you need the righting arm curves include an A in the sub report op tions There is no difference between CTX Mate s intact and damaged stability calculations If the ship is damaged the righting arms will reflect not only the equilibrium flooding and petroleum outflows but also the flooding associated with the heel imposed in order to calculate the righting arms Figure A7 contains an excerpt from a sample Sta bility sub report The sub report is divided into two sub sections one for each righting arm Each sub section begins with a header showing the overall results for that righting arm The header variables are area_to_30 The area under the righting arm curve to 30 degrees in the direction of heel i
106. d 1cb_xs at equilibrium need not be the same but they will be on the same earth vertical line tcg ys Transverse center of gravity off centerline measured parallel to the flat bottom Port is positive starboard is negative tcb_ys Tranverse center of buoyancy measured like tcg_ys forward of the Aft Perpendicular measured parallel to the ship s centerline The tcg_ys and tcb_ys at equilibrium need not be the same but they will be on the same earth vertical line wp_tmoi Waterplane transverse moment of inertia in m4 wp lImoi Waterplane longitudinal moment of inertia in m4 wp_area Waterplane area in m A 1 THE SUMMARY SUB REPORT 181 wetted_surf Wetted surface in square meters blind_zone Blind zone forward of bow mani_stbd_ze The height of the center of the starboard manifold above sea level measured parallel to gravity mani_port_ze The height of the center of the port manifold above sea level measured parallel to gravity roll_rog Roll radius of gyration pitch_rog Ptich radius of gyration prop_imm The earth vertical distance between the tip of the pro peller and sea level Negative means the tip is above water low_ze The height of the lowest point on the hull relative to sea level measured parallel to gravity Negative means below sea level flood_ze The height of the lowest downflooding opening above sea level If negative the lowest opening is immersed flood_name The name of the lowest downflooding ope
107. d is removed or added while the temperature changes and the change in mass just happens to match the change in density is so astronomically unlikely that Mate does not have a special OPT to handle this case However you can change V to P and P to V see below and volume will be preserved The practical reality is that if the amount mass of liquid in the tank is changing the tank s OPT should be set to U or I 3 7 PRESERVING LIQUID MASS 57 tank s parcel or the parcel s characteristics Finally if you have changed the tank OPT to U I V or P since the last rebalance then Mate assumes that you did this because you want to preserve the corresponding measurement In this situation as well the mass of liquid in the tank will change 58 CHAPTER 3 THE MAINSCREEN Chapter 4 Liquid Parcels CTX Mate and its associated commands deal with liquids Mate thinks of each of these liquids as a parcel A parcel may be a cargo a bunker fuel or other engine room liquids or ballast Each such parcel will at a minimum have a standard density If the liquid is a petroleum in most cases it will also have a method for adjusting the standard den sity for temperature And in some cases such as bunker stems the liquid will have a number of other attributes as well including Vapor Pressure Sulfur Ash and Water content 4 1 Editing Parcel Data Every Mate loading pattern has its own set of parcel data Selecting Edit Parcels from the E
108. desktop 2 Typing a mate command into a terminal window Using the command line is more flexible and often quicker especially when you are repeating similar runs But for untrained people clicking on the icon is easier Section 2 1 describes the icon method section E 2fhe command line method If you don t have a Mate icon on your desktop you will have to turn to Section 2 2 2 1 Launching Mate from the Desktop Icon When you double click on the Mate icon you will be presented with the Mate start up f orm This form allows you to choose a fleet a ship a voyage or TEST and an initial loading pattern Mate attempts to pre select these values in a manner such that most of them should already be the ones you want For each such variable you can check out the alternatives via clicking on the arrow When you do this a list of the possibilities will drop down and you can select one of these by clicking on it The following values need to be selected Fleet Select a fleet from the drop down list In most on board cases you will have only one choice the fleet to which your ship belongs 1 On most systems the icon can be drag and dropped onto the panel or dock Then it is always visible and you can launch Mate with a single click 17 18 CHAPTER 2 GETTING STARTED in which case you can ignore this box Ship Select a ship from the drop down list In most on board situa tions you will have only one choice your own ship in
109. ding moment at every frame regardless of which table is selected That s why the maximal frames in the Short table need not be one of the bulkheads or other major frames Dismiss Selection Dismiss will destroy the Strength Screen Or you can simply click on the Mainscreen 8 3 Longitudinal Strength Reports The command bar along the top of either the short table or long table window offers six choices XML Selecting XML will produce a strength report in CTX s XML format This format is discussed in detail in Section A6 It is ideally suited for computerized post processing but also human readable If the Short Table is showing and you have made no changes since last saving the loading pattern the report will be filed in mom_load ctx where load is the current load name It will contain the strength results at only the major and maximal frames If the Long Table is showing and you have made no changes since last saving the loading pattern the report will be filed in moml_load ctx It will contain the strength results at every frame If the current loading pattern is unfiled then load will be replaced by the process ID number This report will be included in the overall XML report in the Export menu if BEAM or ALL is sleclected LATEX LATEX produces a strength report in Latex markup This format produces reasonably good looking tables and can be used to include a strength report within other documentation that uses the Latex markup langu
110. dit menu or clicking on the Parcels button in the Toolbar will pop up the Parcels Screen You can change the parcel data by editing the Parcel Screen and clicking on Change If and only if you subsequently save the loading pattern the next time that loading pattern is read in it will be read in with the new parcel data If you change a loading pattern s parcel data during a session this is logically the same as changing an ullage or innage in the loading pat tern Therefore until you actually save the loading pattern with the new parcel data Mate will mark all the output reports as UNFILED in exactly the same way it treats an unfiled change in tank data It will not put the loading pattern s name on any such reports Therefore 59 60 CHAPTER 4 LIQUID PARCELS if you see an Mate report that does have a loading pattern name on it you can be confident that if you ran that loading pattern file as it stood as of timestamp you will get the same results In other words the situation with respect to parcel data is exactly the same as it is with tank data There are two basic rules when it comes to changing parcels 1 In adding a parcel add the parcel in the Parcel Screen before assigning any tank that parcel on the Mainscreen Mate will not allow you to give a tank a parcel code that is not in the current parcel data except for the predefined parcel code sw 2 In deleting a parcel delete that parcel from all tanks on
111. e s stranded strength calculations can be grossly inaccurate Once you enter the drafts or depths Mate will then calculate the grounding reaction and the center of this reaction This is the force that the bottom is exerting on the ship to make up for the lost buoy ancy This force is shown as GRNDFORCE in the Summary If this number is negative Mate believes the ship should be afloat If the draft depth numbers are accurate this is a strong sign that you have more flooding more damage than is in the current loading pattern The longitudinal and transverse center of this force is shown in the Summary as GRNDxs and GRNDys The Summary also shows the longitudinal and transverse location of the lowest point on the hull as LOWxs and LOWys If there is a significant difference between the position of the ship s low point and the center of the grounding reaction then something may be amiss Possible explanations are an uneven bottom or the low point is floating or the low point has penetrated into the bot tom or the low point has buckled But if the bottom really is flat it may simply be a small error in reading the drafts or heel If the ship 1 If GRNDFORCE is negative GRNDxs and GRNDys are a weak hint as to the location of the missing flooding 17 1 STRANDED DRAFTS AND HEEL SPECIFIED BY USER 153 is at or close to zero trim and heel on a flat level bottom then the ship s low point doesn t have much meaning for a very slig
112. e oo 11 12 12 13 VCB 5091 0281 547 067 586 1061 6251 144 6621 1811 7001 2191 739 2601 783 307 8321 3591 887 4161 946 476 0051 5351 064 TPC 171 181 187 01 195 198 200 202 204 192 205 207 214 216 220 224 229 230 541 461 62 42 20 491 411 24 981 691 209 211 213 401 161 ool 93 97 219 951 222 05 821 621 226 227 228 101 451 63 64 531 MTC 2957 3329 3581 3768 3914 4036 4135 4216 4301 4388 4478 4572 4674 4785 4906 5040 5181 5308 5439 5567 5670 5763 5844 5913 5974 01304 8 1162 21 5l 51 41 7 6l 21 21 7 3l 21 31 6 3l 9 3l 9 1l 5l 1l 6 7 41112 86 71 60 53 48 44 40 38 36 34 33 32 31 30 30 29 29 28 28 28 28 28 0 000 KM 9031 2391 1821 597 199 952 687 307 200 990 446 404 7561 4201 334 448 727 139 663 281 977 742 564 433 344 o0o0o0000000000000000000000O Heel is CB 638 6661 685 7001 7121 7221 7301 738 744 7501 7561 7611 7661 7701 7751 7791 784 788 793 797 801 8051 8091 8121 8161 ws 16890 18167 19191 20111 20978 218191 22643 23458 24263 25067 25873 26684
113. e process ID number LATEX Clicking on the Latex button will file the Reg 25 report in the Latex mark up language The file naming rules are the same as for the XML report except that the file extension will be tex Troff Clicking on the Troff button will file the Reg 25 report in the Troff mark up language The file naming rules are the same as for the XML report except that the file extension will be trf PDF Clicking on the PDFf button will file the Reg 25 report in PDF Adobe Page Description Format The file naming rules are the same as for the XML report except that the file extension will be pdf PRINT Clicking on the Print button or hitting the Alt P key with the cursor in the Reg25 window will print out the Reg 25 report DISMISS Clicking on the DISMISS button will destroy the Reg 25 window or you can simply click on the Mainscreen This window must be dismissed before you can do anything else If you ship is double hull this function will also check the IMO Regu lation 16 Raking Requirement However the current version of Mate does not check stability at intermediate stages of flooding IMO Reg 25 analysis has nothing to do with and is inconsistent with Mate s Damage mode see Chapter I6 You cannot do Reg 25 analysis in Damage mode An attempt to do so will pop up an error message Scen ario 00001 00002 00003 00004 00005 00006 00007 00010 00011 00021 00051 00101 00102 00201 00202 00203 00204 0020
114. e you should know the meaning of the terms Hydrostatic Flow and Exchange Flow See for example the CTX document The Physics of Tank Spillage Mate s damage mode spill calculations are of almost no use unless you understand what Mate is calculating and why In Damage Mode the Mainscreen will extend to the right of the normal Mainscreen and contains the additional columns shown on the next page You will have to scroll the screen to see all these columns In this case 1P and 2P have damage extending 10 m up the side shell Notice that the FREEWTR column has been replaced by a column labeled IGS_mm and the NONLIQ column has been replaced with a column called HBL_m You cannot generate cargo survey reports when in Damage Mode All the other commercially oriented columns GSV GOV etc are gone as well In damage mode all temperatures are Celsius and all volumes cubic meters even for Table 6A and Table 6B parcels The new columns are IGS_mm Unless tank Opt is S Damaged Sealed this column con tains the unsealed ullage space gas pressure in millimeters of wa ter gage for each tank Normally for cargo tanks this will be the inert gas pressure If a tank is vented either by design or by damage then set this entry to zero If tank Opt is S this column contains the initial pre damage ullage space pressure Normally for cargo tanks this will be the inert gas pressure HBL_m This column shows the degree of hydrostatic over under bal
115. e AT SEA PCT ABS BM SF This option allows you to choose beteen displaying shear force and bending moment as a fraction of the allowable or in absolute terms This option can also be controlled from the Strength Screen See Section 8 1 Loadline This option controls which loadline Summer Tropic Winter will be shown in the Summary Force Metric This options allows you to force Mate to display all volumes in cubic meters and all temperatures in Celsius even for Table 6A and 6B parcels Most design applications prefer all metric This options will automatically be in effect in Damage mode Zero Innage Zero Volume This option controls how Mate han dles the ambiguity associated with a zero innage and a heel and trim such that the zero innage point is not the lowest point in the tank See Section 143 Design Wave Hotspot analysis requires that you specify a lon gitudinal wave profile for which the longitudinal stresses are computed See Chapter 13 for details Show Cargo This option controls whether the current loading pattern is shown in the tank plan drawing See Drawings below Show Wide This option controls whether the tank plan draw ing is artifically broadened to allow more information to be included See Drawings below Show Text This option controls the amount of textual infor mations which shows up on certain drawings See Drawings below CHAPTER 3 THE MAINSCREEN Show Grid This options controls whether certain drawin
116. e of sw for a tank then that tank will be given a parcel whose density is the current sea water density Be aware that the density of this parcel changes if you change the sea water density 4 1 EDITING PARCEL DATA 61 In many cases it is better to specify a fixed ballast density For example if you ballast off Pascagoula where the sea water density is about 1 015 and then move to the Red Sea where the sea water density is about 1 030 you will be making a signficant mistake unless you create a ballast parcel with a density of 1 015 you might give this parcel a code of bw or maybe bP and then give the tanks that are ballasted with Pascagoula ballast this parcel code Mate will not accept a parcel code of sw on the Parcel Screen With this exception you can use any two character parcel code you like provided it is different for each parcel on the screen Whatever code you choose this code must match the parcel code in the Mainscreen of any tank which contains this particular liquid Typically ships try to come up with meaningful parcel codes for example AL for Arab Light But if you have two physically different Arab Light parcels on board then you must give them different codes for example A1 and A2 Some owners reserve the codes F1 F2 F3 etc for bunker fuel oil stems D1 D2 for diesel fuel and L1 L2 for lubes But as far as Mate is concerned this is matter of preference What is important is that the Name
117. e proposition that the information cre ated by a CTX Mate run is not a dead end It can and should be post processed but Mate must dictate neither the post processor functions nor the software required to perform those func tions For example the reports created by Mate during a discharge can be combined to evaluate the ship s discharging performance create a pumping log defends cargo claims prepare freight invoices compute bunker s received etc etc Truly useful output is merely input to the next stage in an information processing system But Mate cannot say what that next stage is nor lock in Mate users to any particular in formation processing system To this end Mate has the capability of preparing reports in a variety of formats Whenever you call for a Mate report Mate will scan the Mainscreen and re balance the ship which insures that all the results are consistent with the loading pattern currently on the screen However that loading pattern is not automatically saved If there have been any changes to either the tank data or the parcel data since the last time you saved the loading pattern per Section the current loading pattern will be unfiled If the current loading 1 It is also designed to be integrated into tanker design and evaluation packages in which case Mate results are almost always post processed 77 78 CHAPTER 7 SAVING RESULTS pattern is unfiled it has no name In this case Mate will make up a re
118. e shipli Except for legalties it is unnecessary to send anything other than the loadfile to the office or anywhere else that has CTX Mate capability for your ship The load file alone is a complete record of the situation The load files are reasonably compact so transmission and memory requirements are almost negligible Despite this compactness the loadfiles are self identifying and human readable See Figures 6 1 and 6 2 for a sample loadfile When you select Save Load a pop up form will be displayed request ing a load file name two title lines a loading pattern type a voyage number a leg code a port name and a berth name All these fields will be filled in with whatever was in the last loading pattern Mate only requires the file name If you don t change the file name the old loading pattern file will be over written and lost foreverl 1 This also avoids any possibility of a stale report See Section ZI 2 Normally Mate will not allow you to over write a loadfile that was created by someone 71 72 CHAPTER 6 THE LOAD FILE Mate silently enforces the rule that load file names always start with 1f_ by replacing the first three characters of whatever name you enter with 1f_ For actual loading patterns in operational environments you should fill in all the other values according to your owner s rules Mate does not need these variables but any good Tanker Management System does In the CTX Tanker Management Sys
119. e straddles the frame This is the best way Mate has of visualizing damage In addition this drawing has a little table showing key data for the compartments in the drawing If the frame displayed includes damaged tank s but the frame is forward or aft of the damage box you won t see any damage However the key damage level for each dam aged tank top of the damage in the tank if all the damage is below ship s waterline will always show in the little ta ble on the drawing All the distance numbers in this little 3 4 THE MENUBAR 47 table are relative to sealevel 3 456 is 3 456 meters above sea level in the direction of gravity 9 876 is 9 876 meters below sea level If the damage is all below sea level the difference between the Live Bottom the oil sea water interface and Damage Key the highest point of damage is the cushion you have against leakage due to current or wave action Worst Section If you select any of the top three Drawings op tions Mate will popup a list of all the ship s frames and ask you to select a frame from that list after which it will dis play the drawing for that frame If you select Worst Section Mate will attempt to guess the worst case frame and dis play the Section with liquids drawing for that frame Often Mate s guess is not very good in which case you must manu ally select the frame s of most interest To make this a little easier Mate remembers the last frame you displayed and p
120. e with the mouse by positioning the mouse pointer over a cell and clicking on it The highlight will move to the cell that you just clicked on But you can t scroll the table with the mouse The Tank Table also scrolls horizontally via the LEFT ARROW and RIGHT ARROW keys but this is usually necessary only in damage calculations At the bottom of the Tank Table there will be one row for each point load Point loads are weights that count against deadweight but are not treated as liquid These include such things as crew stores fluids in engine room piping and possibly very small tanks It is by making changes to the Tank Table that you will create new loading patterns to study This process is described in Section BJ Summary The fourth section of the Mainscreen is the Summary This area displays the main results from the most recent re computation of the hull balance Most of the entries are self explanatory However if in doubt check the Glossary for a com plete set of definitions The Summary is described in Section B 3 You cannot change any part of the Summary section directly If you change the loading pattern by editing the Tank Table the Summary will not change until you rebalance the ship Until this 2 Mate s tanks include all the major compartments in the hull As far as Mate is concerned an Engine Room or a Pump Room is a perfectly good tank and such tanks can be crucially important in damaged situations Howv
121. e_ 37 64 flood_deg 1000 00 flood_name gt lt ctx_Arm_point heel 0 14 gz 0 000 area 0 000 margin 12 311 gt lt ctx_Arm_point heel 2 64 gz 0 387 area 0 008 margin 12 403 gt lt ctx_Arm_point heel 5 14 gz 0 785 area 0 034 margin 12 484 gt lt ctx_Arm_point heel 7 64 gz 1 198 area 0 077 margin 12 548 gt lt ctx_Arm_point heel 10 14 gz 1 624 area 0 139 margin 12 594 gt id more points lt ctx_Arm_point heel 40 14 gz 4 563 area 2 051 margin 8 260 gt lt ctx_Arm_point heel 42 64 gz 4 495 area 2 249 margin 7 514 gt lt ctx_Arm_point heel 45 14 gz 4 382 area 2 443 margin 6 741 gt lt ctx_Arm_point heel 47 64 gz 4 232 area 2 630 margin 5 946 gt lt ctx_Arm_point heel 50 14 gz 4 048 area 2 811 margin 5 128 gt lt ctx_Arm gt 196 APPENDIX A MATE XML REPORTS A 8 The Downflooding sub report If you need the downflooding sub report include an F in the sub report options Figure A 8 contains an excerpt from a sample Downflooding sub report The downflooding report is very simple It contains one line for each opening The openings are sorted in order of their height above the sea level lowest first The variables are name The name of the downflooding opening type The type is either C closable or U unprotected The down flooding report contains all openings regardless of type You may want
122. eads and side shell Mate will claim that certain loading patterns violate shear requirements when in fact they do not The program should modify shear allowables according to the transverse loading per Rule Although Mate correctly positions all loads and buoyant forces trans versely as well as longitudinally Mate currently does not have any transverse strength capability The long range plan is to give Mate a Finite Element capability which will take advantage of this capability Mate is limited to trim and heel angles less than 80 degrees Mate assumes a rigid body It estimates the vertical hull deflection longitudinally but hull deflection does not affect the hydrostatic or oil outflow calculations For the most part this error is small and conservative However in conditions involving large hull deflection e g sag of 2m or more Mate will underestimate the outflow from the tank in the high portions of the deflection curve the ends for sag and overestimate the outflow for tanks in the low portions of the 1 2 10 11 12 LIMITATIONS AND BUGS 13 deflection curves This error can have a quite noticeable impact on equilibrium spillage In damaged situations Mate computes the equilibrium spillage for the equilibrium rigid body hull orientation and divides it into hydrostatic and exchange flow But Mate gives the crew no guidance as to how rapidly that spillage will occur This spillage can often be reduced
123. ee the CTX Preliminary Tanker Design Package Chapter 19 Volume Correction factors 19 1 Using the ctx_vcf Command The command ctx_vcf has been provided to allow you to obtain Table 6A 6B 54A and 54B Volume Correction Factors and the Density in Air for any crude or petroleum product covered by these tables The default is Table 6A ctx_vcf takes the following optional command line options method m The method option sets the VCF table to be used m must be C F c or P C means use Table 6A F use Table 6B c use Table 54A and P use Table 54B In other words m should match the parcel method code in the Parcel Screen The default is Table 6a If method is either C or F then the standard density should be entered in API degrees at 60F and the temperature in degrees Fahrenheit Otherwise the standard density should be entered in specific gravity at 15C and the temperature in degrees Celsius round_temp x This option sets the temperature rounding policy x must be N A or H N will round round input temperature to the nearest tenth of a degree for Fahrenheit and nearest hundreth of a degree for Celsius These are the CTX Mate defaults A will round round input temperature to nearest tenth of a de gree for Fahrenheit and nearest twentieth of a degree for Celsius These are the ASTM recommendations H will round round input temperature to nearest half of a degree for Fahrenheit and nearest twentieth of a degree for Celsius
124. een is a single character parcel method code which must be either C F c P N or B This code specifies the Volume Correction Table to be used for this liquid that is how the parcel density varies with temperature C indicates a crude oil using Table 6A F indicates a petroleum product using Table 6B c indicates a crude using Table 54A P indicates a petroleum product using Table 54B N means the density is fixed but the liquid is petroleum B means the density is fixed but the liquid is not petroleum usually a sea water or fresh water The distinction between parcel methods N and B is critical in spillage and Effective Oil Spill number calculations Note case is important here In actual petroleum tanker operations you should not use method N parcels except possibly for minor engine room tanks Some owners make this policy in which case your CTX Mate will not accept N in the method column Mate allows you to mix parcels based on English units methods C and F with parcels based on metric units In fact thanks to the backward state of our industry this is normally required if you want to have both cargo densities and bunker fuel densities corrected for temperature But don t mix cargo parcels with different units unless you absolutely must If you do MATE will not be able to prepare an ROB report DENSITY AT STANDARD TEMPERATURE The third col umn contains the parcel density at standard temperature If Par cel
125. een rounded to four decimal places the latter says the VCF has been rounded to five decimal places See Section 4 2 for a discussion of all these rounding options e The next option will be either 0_Inn 0_Vol or 0_Inn Wedge The former indicates that zero or negative innage tanks should be assumed to be empty The former indicates that zero or negative innage tanks should be assumed to be full up to the given innage 54 CHAPTER 3 THE MAINSCREEN This option applies to situations where the zero innage point is not the lowest point in the tank See Section 4 3 for a discussion of this issue The remainder of the Titlebar displays the ship name and the full path name of the current loading pattern if that pattern has been filed Otherwise the Titlebar will end with UNFILED This is supposed to warn you that you have not yet saved the current loading pattern See Section 6 1 3 7 PRESERVING LIQUID MASS 55 3 7 Mate s rules for preserving liquid volume and mass Mate has one disconcerting feature until you get used to it The pro gram is very precise about the meaning of ullage and innage It recog nizes that as the ship heels and trims the observed ullage and innage will change even though the liquid volume in the tank stays the same When you change an ullage or innage Mate will adjust the volume to match the new ullage or innage at the new trim and heel Nor mally this is what you want only if you have just changed the ulla
126. ees Celsius even for Table 6A and Table 6B parcels wtr free water innage and nonliq non liquid innage are stored in meters If the user has specified a damage location the high and low points of the damage in a particular tank or compartment this is stored as well If the user has grouped a tank or compartment with another space the lead tank in the group is given by the grp variable The Spikes section The Spikes section contains one line for each point load The variables are name of the load weight in tons and the load s longitudinal transverse and vertical position on the ship That is all there is to a loadfile But it is everything that is needed to completely document the loading pattern If you send this file to any site that has the same version of Mate and the ship s data installed they will be able to replicate any Mate report or analysis based on this loading pattern Figure 6 1 Sample Loadfile top lt ctx_Load path cfs ctx job mate 0 18 1d al98dep mate_version 0 18 0 mate_varient BASE ship_dir U al DATA MATE scant_dir gt lt ctx_Header fleet U ship al shipname Hellespont Alhambra imo_number 9224752 voy_num leg type X port xxxx berth titlei this is a template for loading pattern files as used by 0 25 and later title2 based on tfs u NLOAD 1 92 LF al98dep mod_time 2006 06 14T14 43 30Z author root gt lt ctx_Header gt lt ctx_Options LIVWYOd HUAUVOTHHL
127. egy 0 3 Test Conditions 1_Overvie 11 Capabilitiegy 1 2 Limitations and Bugg 13 Basic Methodology 14 About this Manua 2 Getting Started 4 2 1 From the desktop 2 2 From the command ling 2 3 Mate Folders 2 4 Using Mate outside the Tanker File System 3_ The Mainscree 3 1 The Five Sections 3 2 The Tank Tabla 3 3 The Summary 3 4 The Menubay 3 5 The Toolbar 3 6 The Titlebad 3 7 Preserving Liquid Masa 0 00 0 0004 Liquid Parcels 4 1 Editing Parcel Data ili 12 14 15 17 17 19 22 24 25 25 30 38 Al 50 53 59 59 5_ Point Loads 5 1 Editing Point Load Data 10 Flooding 10 1 The Downflooding Repor 11 IMO Regulation 25 11 1 Invoking the Reg 25 Functio 11 2 Discussion of IMO Reg 2 12 Sloshing 13 Hotspot Stress Analysis 13 1 Obigatory Warning 13 2 The Hotspot Scree Resonance 14 Cargo Survey Reports 14 1 The Cargo Men 14 2 Rounding 14 5 The Ullage Survey Repor 14 6 The Ullage FAOP Report 14 7 The Ullage EOP Report 14 4 The After Discharge or ROB Report CONTENTS 67 67 71 71 73 77 77 78 83 83 85 87 89 89 90 95 95 CONTENTS v 15 Auto Mode 127 15 1 Entering Auto modd 127 152 Auto Mode functiong 0 a eee 128 15 3 Gauging System Errorg
128. eive all your input not Mate So you can activate and deactivate the Mate screen by moving the pointer on and off of it While the Mainscreen is showing anyone who has access to the key board can use any of these commands potentially wiping out a valu able file If the Chief Mate leaves the keyboard he should move the mouse off the Mainscreen to make this a little more difficult Of course if the Chief Mate is going to leave the Cargo Control Room he should save the current loadfile and log off Otherwise not just Mate but the entire portion of The File System to which working group CMATE has access is open to anyone who wanders into the CCR It will only take a few seconds to bring Mate back when he returns If you haven t done so already start a Mate session and play around with the above commands Do this in fleet ship V TEST to avoid interfering with the real loading patterns Figure 3 1 Simplified Normal Mode Mainscreen CTX MATE 0 40 BASE using AT SEA API SG 01 0001 F C 1 01 O_Inn Wedge for HELLESPONT TARA on X uldh V DEMO 1f al98dep NONLIQ GSV File Edit View Export Cargo Reports Mode Options Rounding Sort TANK O PTICGO API TEMP SG ULLAGE INNAGE FULL VOLUME WEIGHT FREEWTR 1c PIULIAL 34 56 60 010 8502 26 301 6 549 20 001 51752 6995 3 0 0 2c PIULIAL 34 56 60 010 8502 1 140131 716 98 00 299519 40485 9 0 0 3C PIULIALI 34 56 60 010 8502 1 138131 710 98 0
129. en from the ship s Loading Manual These test patterns are in the Read Only directory X uldh DATA MATE MAN These tests should be done on every Chief Mate handover in the presence of both mates and the results logged in the Chief Mate Handover Report They should also be done any time the Master or Chief Mate is suspicious of Mate s results The Class Surveyor will also run these tests for Survey purposes The procedure for running these tests is 1 Change directory to X uldh V TEST 2 Carefully issue the command X uldh DATA MATE MAN ctx_mate_tests sh This will delete any existing files in the TEST directory related to the above test patterns which were left over from previous tests You may get some warning messages if these files don t exist Ignore these mes sages Next the read only test loading patterns from X uldh DATA MATE MAN will be copied into the TEST directory You can tell that these test load ing patterns have been freshly copied by using 1s ltr and looking at the modification times 3 Then issue mate loadfilename where loadfilename is the first loadfile 0 3 TEST CONDITIONS 5 name in Table Bl and generate the required reports for this loading pattern 4 Repeat for each of the test patterns in Table 5 Occaisionally Surveyors will run a test pattern change it and make a run and then return to the original test pattern and run it again expecting to see exactly the same numbers as in the first run They need
130. er design thru a large combination of loading patterns and dam age scenarios and collecting spillage numbers here s how we might proceed 1 We make two lists one of the loading patterns we want to run and the other of the damage scenarios we want to run 2 We write a little program call it A that converts a combination of loading pattern and damage in these lists into the corresponding Mate loadfile If we have a template loading pattern which this script copies and modifies this can usually be done in less than 30 lines of code Need an example 160 CHAPTER 18 NON GUI USE OF MATE 3 We write a little program that extracts the resulting hydrostatic and exchange loss from the Summary report Thanks to Mate s use of XML this can be done in less than 10 lines of code For an example see Section 4 We write a master script that loops thru our two lists first us ing script A to create the corresponding loadfile then executing ctx_mate_cmd on that loading and damage pattern and then us ing script B to extract the hydrostatic and exchange loss which it combines with the other outflows to collect such statistics as averages standard deviations and so forth Once we have done this for one tanker design it is a fairly straight forward matter to put this whole process inside another loop which ranges through a number of possible designs The Center for Tanker Excellence has used this approach in a number of applications S
131. ery tank or every parcel or every whatever in the sub report It is not necessary to know the keys eg the tank names to do this The following code will compute the total observed volume in all cargo tanks 1 Meta data is a slight exception There are no enclosing sub sections so use metadata_iwant report gt metadata_i_want B 1 POST PROCESSING WITH PERL 201 total_tov 0 for tank_name keys report gt ctx_Tanks gt ctx_Tank 4 tank report gt ctx_Tanks gt ctx_Tank gt tank_name if tank gt type cGs total_tov tank gt tov The Strength sub report has both header variables e g max_moment and a table containing the results for each frame in the report The latter is keyed by the attribute frame the frame name Therefore for the header variables use report XMLIN xml_file keyattr gt ctx_Beam gt frame var_i_want report gt ctx_Beam_Curve gt var_i_want And for the individual frame stuff var_i_want report gt ctx_Beam_Curve gt ctx_Beam gt frame gt var_i_want where frame is the frame name The Stability sub report is really two sub reports one for each right ing arm The individual righting arm points are keyed by the heel Therefore you need either XMLin reportfile XMLIN xml_file keyattr gt ctx_Arm gt side keyattr gt ctx_Arm_point gt heel var_i_want report gt ctx_Arm gt stbd port gt var_i
132. es not force you to enter any of these fields But your owner might A 4 THE PARCEL SUB REPORT 187 A 4 The Parcel sub report If you need the parcel details include a P in the sub report options Here s a sample Parcel sub report lt ctx_Parcels gt lt ctx_Parcel code sw method s density 1 0234 color name test sea water sulfur 0 0000 ash water vp comment gt lt ctx_Parcel code AL method C density 34 56 color name test arab ligh sulfur 0 0000 ash water vp comment gt lt ctx_Parcel code f1 method P density 0 9876 color name test 54b sulfur ash water vp comment gt lt ctx_Parcels gt Each liquid parcel is described by a ctx_Parcel element everything between a lt ctx_Parcel and the next gt The first parcel is always ambient seawater It will always be present even if there are no liquids on board Here are the definitions code A two character parcel code See Section 4 1 method A single character code which specifies how the parcel den sity varies with temperature See Section 1 density Density at standard temperature Depending on method this will either be in API degrees or specific gravity See Section I color Not currently used name A free form name for the parcel sulfur Sulfur content in percent mass Mate does not require But other programs might For example ctx_Rob estimates bunkers NCV from density sulfur as
133. ever as we shall see an empty dry tank compartment may be hidden in which case that compartment will not be displayed in the Tank Table unless the proper show hidden option is ineffect 3 1 THE FIVE SECTIONS 27 is done the Summary will not be consistent with the Tank Table loading pattern When this happens the background color of the Summary will switch to yellow to warn you of that fact Toolbar The final section of the Mainscreen is a Toolbar that runs along the bottom It contains 12 buttons which match the 12 Function keys at the top of your keyboard The most common and or critical Mate functions can be accessed with a single click via the Toolbar You may tell Mate which Toolbar function you want by either clicking on that button in the Toolbar or by hit ting the corresponding Function key The Toolbar is discussed in Section 5 5 You can exit a Mate session several ways 1 Selecting Quit from the File menu or directly from the Toolbar 2 Hitting Shift F12 3 Clicking on the X button in the Title bar 4 Typing Cntl C in the Launch window In the first case you will be warned if the current loading pattern has not been saved Mate will ask if you really want to quit Hitting Shift F12 ends the Mate session without asking for confirmation The current loading pattern will be lost unless you save it first Quit will not work until Mate finishes whatever it is doing If you start a very long computation that you want to
134. fore Mate will recalculate the loading pattern If any of the tanks have become overfilled as a result of a reduction in density Mate will incorrectly blame the problem on the tank data not the parcel data You will have to reduce the weight in any tanks that have been over filled go back to the Parcel Screen correct the density and then come back to the Mainscreen and restore the weight Remember to save any new parcel data you must Save the loading pattern after returning to the Mainscreen Table 4 1 Simplified Parcel Screen w N 0999 special water PP CP CCS t Noso std dame hfo iP SY Fdo N 0 9300 std ase mado i Po Noso stm A i S o r 09300 pasa o O OOO O O oeae S pr P 0 9300 e 2 6000 0 0500 ooo OOOO Orig se was 09031 D P 09300 fase O TO O Wes D P os0 aa O Sd SAW is guess 2 coe oso Jaa O aos from castrol manual Eso P oso ha o o density rom castrol mama 99 STAOUVd CINOIT YALAVHO Chapter 5 Point Loads 5 1 Editing Point Load Data Point loads are weights that count against deadweight but are not treated as liquid Mate regards such loads as being concentrated at a single point in 3 D space Point loads are used for such things as crew weight stores liquids in engine room piping and possibly very small tanks You can change the weight of an existing point load on the Mainscreen by altering the point load s Wt column But you cannot add or delete
135. fore it is very important to compare the damaged charac teristics of a section with the undamaged If the loss in section moment of inertia is small say less than 5 and the worst case stress is well below yield then further tensile failure is indeed unlikely The larger the change in section moment of inertia the larger the margin required to be comfortable that this is the case 16 3 USING HOTSPOT ANALYSIS TO ESTIMATE LOSS OF STRENGTH141 Fortunately in may tanker casualties you will find that although the damage appears extensive in fact the relative loss in section moment of inertia is 10And if there is little or no wave bending moment which is the case in most near shore casualties the mar gin between max stress and yield is often quite large or can be made so by proper cargo transfers and or ballasting 2 Mate s hot spot analysis accounts for the impact of trim on both the earth vertical section characteristics and the maximal fiber distance to the neutral axis In this regard hot spot analysis is far superior to the standard analysis based on bending moment allowables However currently the analysis does not account for transverse in earth coordinates forces or moments The only moment that is applied to the structure is the earth vertical lon gitudinal moment 3 If your tanker has a double bottom and the ship is in sagging condition which will normally be the case for a ship damaged near midships in the loaded condition
136. from the tank offsets and the ullage innage pct volume etc This process is known as direct integration Every time it needs a tank volume or mo ments it re does the calculation that produced or should have produced the corresponding tank tank table entry In so doing it treats each tank as a little ship and calculates the volume and moments of that little ship up to the current liquid level in the tank The fact that a hull displaces liquid and a tank or compartment retains it is almost irrelevant to Mate It uses the same code to compute the volumes and moments of the volume under the current hull tank waterlines in both cases 3 This computationally costly procedure has at least four big advantages 1 There is no limit on heel and trim as long as they are less than 80 degrees Mate s computations are as accurate at very high heel and trim as they are at zero heel and trim Most commercial programs do not even adjust tank centers for trim In fact many assume the 3 CTX offers a companion program called CTX_Surveyor which can use tank tables for its volume calculations The purpose of this program is to satisfy cargo surveyors who insist on using tank calibration table figures in survey reports For small trim and heel there s usually a slight difference normally less than a cubic meter between the tank table numbers and Mate s more accurate direct calculations for the same tank readings draft trim and heel Both CTX_Mate and CT X_Survey
137. g point gauging system opt Same as OPT on the Tank Table temp Average tank temperature in degrees Celsius to one hundreth of a degree This number is prior to any temperature rounding called for by the round_temp option sg The calculated specific gravity of the tank liquid at the tank tem perature excluding free water and non pumpables This will be shown to five significant figures but may have only been calcu lated to four depending on the rounding options vcf The computed Volume Correction Factor This will be shown to five significant figures but may have only been computed to four See the Options sub section wl_ze The height of the top of the tank liquid above sea level in meters Height in this case is always measured in the direction of gravity ullage The tank ullage as measured by the selected dipping point gauging system in meters The direction will depend on the dipping point type innage The tank innage as measured by the selected dipping point gauging system in meters The direction will depend on the dipping point type freewater_m The freewater innage as measured by the selected dip ping point gauging system in meters non liq_m The non liquid innage as measured by the selected dipping point gauging system in meters freewater_v The calculated freewater volume in cubic meters nonliq_v The calculated non liquid volume in cubic meters tov The total observed volume in cubic meters gov The gross ob
138. gative HBL_m they will not be sources of bottom leakage ULL_m This column shows the equilibrium ullage space pressure in meters water gage Unless tank Opt is S this will be the same as IGS_mm except it will be in meters rather than millimeters If tank Opt is S tank is damaged and sealed it will be less than IGS mm in meters for tanks with net outflow reflecting the vacuum created in the top of the tank If tank Opt is S and there is net inflow then ULL_m will be higher than IGS_mm In this case at least from a spill reduction point of view it is normally a good idea to partially vent the tank TANK_WL The equilibrium level of the top of the liquid in each tank relative to the sea after any leakage 0 000 in this column indicates that the top of the liquid in the tank is at sea level plus means the level in the tank is higher than sea level and 5 000 would indicate that the level in the tank is 5 meters below sea level INTRFACE For damaged tanks this column contains the level of the oil water interface in the tank relative to sea level after the tank has become hydrostatically balanced and all exchange flow has taken place If there is no oil in the tank at equilibrium this number will be the same as TANK_WL HYDROOUT For damaged tanks this column contains the amount of hydrostatic outflow required for the tank to become hydrostat ically balanced that is the pressure at the critical damage level KEYLEVEL in the tank is
139. ge or innage However if you didn t change Tank A s ullage or innage between the last balance and this balance Mate assumes no liquid has been loaded into or discharged from this tankPA In this case the weight of the liquid in the tank did not change But if you made a change in some other tank s that changes the ship s trim or heel the ullage and innage in Tank A will in general change In short you will see the ullage and innage move around in tanks for which OPT is I or U even though you have not changed the ullage or innage The basic rule is if you ve changed the ullage innage since the last balance Mate will adjust the amount of liquid to that ullage innage If not Mate keeps the weight of the liquid in the tank constant A very important implication of this rule is that if the tank tempera ture changes for a U or I tank but nothing else then Mate preserves mass rather than ullage or innage Once again Mate assumes no liquid has entered or left the tank Once in a very rare while the new ullage is the same as the old This will happen if the change in the ullage due to the change in the amount of liquid in the tank just happens to be matched by the change 23 If you measured the ullage innage at an old trim and heel or any trim and heel other than the new trim and heel then Mate s resulting tank volume will be wrong This could happen if there was a delay between the actual measurement and Mate calc
140. ge FAOP report is designed to be used on arrival at the dis charge port The Ullage EOP report is exactly the same as the Ullage report except that in the summary section for each parcel the apparent In Transit Gain Loss is calculated and displayed In order to do this calculation Mate needs to know each parcel s FAOP TCV Unfortu nately currently Mate does not know this number When you select Ullage EOP Mate will pop up a little form asking you to fill in the needed TCV s The prefix for this Ullage EOP report is uld_ 14 7 THE ULLAGE EOP REPORT 123 14 7 1 The CTX Cargo Survey Report All of Mate s cargo survey reports ape industry practice except one the Tank report This report is designed to be post processed It contains all the information required to generate any of the preceding cargo survey reports as well as the information to prepare freight invoices defend cargo claims prepare bunker receipts and a hundred other uses It is a totally complete record of the condition of each tank bunkers as well as cargo at the time of the cargo survey The idea is that each post processor will extract the data it needs to do its particular function When you select Tank from the Cargo menu the Tank report will be displayed in a scrolling window The Command bar on this window has only two options Save and Dismiss If the load pattern has been filed Save will save the report with a file name of tank_load ctx where load is the cu
141. ging systems In this case Mate will change the OPT to I with a warning telling you why it had to make this change 3 2 THE TANK TABLE 33 character and there are only a few legal values Anything else will be rejected Depending on the value of OPT only changes in certain columns have any impact on the rebalance If OPT is U only ullage counts and changes in the INNAGE FULL VOLUME and WEIGHT columns will have no effect and are rejected Similarly if opt is P then only FULL counts and changes in ULLAGE INNAGE VOLUME and WEIGHT are rejected In short always check the OPT column when making a change to a particular tank If you want to change the FULL and OPT is U you must change OPT to P or p before entering the percent full For point loads OPT has no meaning and is blank PT The third column contains a two character code specifying the Gauging Point Measurement System which was used in mak ing the reading Mate allows each tank to have multiple dip ping points measurement systems which means you must specify which one you are currently using The code must match one of the dipping points in the tank s CTX file Case is important WH and wh are different If you try to enter a dipping point code that why not allow lower case in does not exist for a particular tank Mate will reject it and give Put easier to type less mis you an error message which include the list of legal codes takes The conventional dipping poi
142. gov 3458 2 gsv 3458 2 wt 3501 7 l1lcg_xe 44 948 tcg_xe 21 638 vcg_xe 0 132 moi_m4 u 5944 gt lt ctx_Tank gt a more tanks lt ctx_Tanks gt lt ctx_Report gt Chapter 15 Auto Mode 15 1 Entering Auto mode Many modern ullaging systems have the capability of exporting their measurements If the Auto button on the Mode menu is not disabled your Mate has the capability of reading in those measurements This is done in Auto mode To enter Auto mode select Auto from the mode menu You must do this from Normal mode You cannot go directly from Damage mode to Auto mode As soon you do this Mate will start taking tank input ullages innages temperature ullage space pressure from the gauging system and it will ignore whatever data you enter on the Tank Table including data for those tanks that are not connected to the gauging system You can tell you are in Auto mode because the Tank Table will have a blue background rather than the normal grey Every so often usually about every 10 seconds the Tank Table will flash all red This tells you that Mate has just updated itself by reading in the data from the 1 Mate uses a separate process whose job is to convert the gauging system output to an intermediate CTX XML file which is then read by Mate This separate process is not a CTX responsibility It is not automatically included when Mate is installed on your computer Because of the idiosyncracies
143. grees to a tenth of a degree Otherwise the temperature will be shown in degrees Celsius to one hundreth of a degree The user may change the temperature as desired within reasonable limits but temperature will only affect the density of those liquids whose parcel method is C F c or P DENSITY This is a read only column showing Mate s computed density for each tank For parcel s whose method is C this will be computed by using Table 6A For parcel s whose method is F this will be computed by using Table 6B For parcel s whose method is c this will be computed by using Table 54A For par cel s whose method is P this will be computed by using Table 54B For other parcel methods the density is fixed and indepen dent of temperature and this column will simply show the density given on the Parcel Screen Be aware that the computed density can be affected by the round ing options that are in effect at the time Mate implements a number of different rounding options with respect to VCF stan dard density API and temperature These are described in Sec tion 14 21 Regardless of the rounding options Mate shows the standard density API and temperature as the user entered them 36 CHAPTER 3 THE MAINSCREEN ULLAGE This column displays the tank ullage in meters Changes to this column have no effect on the rebalance unless OPT is U or u INNAGE This column displays the tank innage in meters Changes to this column have no effect
144. gs are displayed with a grid or not See Drawings below Rounding In order to comply with the range of cargo surveyor prac tice Mate implements a number of different rounding options with respect to parcel standard density tank temperature and VCF This menu allows you to control these options They are discussed in Section 14 2 Sort This menu allows you to change the order of the tanks on the Mainscreen Your options are Sort by Tank Type Cargo First Sort by Tank Type Ballast First Sort by Parcel then Tank Type Cargo first Within each sort category the tank and compartments are sorted by tank name The cargo parcels will be sorted in the same order that they appear on the Parcel Screen Drawings This menu allows you to create and display a number of drawings Your options are Section Ship This produces an outline of the hull and tank boundaries for a selected frame with the flat bottom hori zontal It is used mainly for checking hull and tank offsets during ship data preparation Section Earth Same drawing as Section Ship except the hori zon is horizontal Not very useful by itself Section with Liquids This is a very useful drawing especially in damage situations It is the same drawing as Section Earth except that it shows the tank liquids including any flooding in the case of damage Petroleum is shown in a tan color Non petroleum usually sea water in a blue color It also shows the damage box provided the damag
145. gure out what to do with a window will pop up with an usually unhelpful error message Most of the time this is a harmless nuisance which can be corrected by dismissing the error window and reentering the input On rare occasion it can force a user out of his Mate session Graphical output is limited to bending moment and righting arm curves and 2 D tranverse views of selected sections A 3 D visual ization capability is in preparation 14 CHAPTER 1 OVERVIEW 1 3 Basic Methodology The most important difference between Mate and most commercial pro grams is its basic methodology Like most loading programs Mate balances the hull via a trial and error process That is it guesses the ship s midship draft trim and heel computes the hull buoyancy for this condition and the centers of that buoyancy Mate then checks to see if this buoyancy and these centers match the weight and centers of the lightweight and all the liquids in the tanks and compartments If there is a discrepancy the program adjusts the depth trim and heel and repeats the process This continues until the buoyancy and the weights and the longitudinal and transverse centers of the hull and the weights match or the program gives up with an error message Where Mate differs from most loading programs is in the way it handles liquid loads For each trial in the trial and error process Mate recomputes the volume of liquid in each tank and the centers of that volume directly
146. h and water ash Ash content in percent mass water Water content in percent volume Mate does not require vp Vapor pressure in bar Mate does not currently require comment Free form description of parcel Some owners put Bill of Lading number here 188 APPENDIX A MATE XML REPORTS A 5 The Tank sub report If you need the individual tank results include a T in the sub report options Figure T 4 7 1 contains an excerpt from a sample Normal mode Tank sub report Figure A 5 shows an excerpt for a sample Damage mode Tank sub report in which 2C is intact 1P is damaged and 1C is grouped with 1P The intact tank variables are discussed in Section 11 71 The definitions of the additional Damage mode variables arel igs mm The equilibrium pressure in the ullage space in millimeters water gage hbl The amount of hydrostatic over balance in meters A positive value indicates the tank is over balanced and would have to_be drawn down this amount to become hydrostatically balanced f A negative value indicates the tank is under balanced and could be filled this amount before it will become hydrostatically balanced An under balanced tank will not lose cargo from damage that is confined to the flat bottom hydroloss The net hydrostatic outflow of petroleum from the tank group in cubic meters This variable applies only to the lead tank in a group exchgloss The net exchange flow loss of petroleum from the tank group in cubic meters This va
147. he rep_dir option is almost always a bad idea 7 2 The EXPORT Menu The EXPORT menu allows you to select a report and a format for your overall results The choices are 2 The Process ID is an essentially meaningless five digit number produced by the operating system which Mate uses to keep one Mate user s temporary files from over writing another users 3 This system can be fooled Suppose you create a report based on a properly filed loading pattern then change the loading pattern re file it again under the same loadfile name but don t redo the report The report is no longer consistent with the loading pattern in the report s file name This is called the stale report problem In this situation you must either file the new loading pattern under a different name or redo all the reports based on that loading pattern Post processors may catch the fact that the loadfile and report file timestamps don t match but you can t count on that 7 2 THE EXPORT MENU 79 Print This button will print out a hard copy of the current Main screen This is not a complete report since it does not contain all the parcel data nor all the options in effect It is intended to be an aid for the crew rather than a formal report This format is not useful for post processing This is the same function as the Print item in the File menu and the Print button in the Toolbar Latex This button will generate a copy of the Mainscreen in the Latex
148. he Troff button will file the stability report in PDF Adobe Page Description Format If the loadfile name matches the current loading pattern there have been no changes to the loading pattern since you last saved the loadfile then the sta bility report will be filed in arm_load pdf where load is the load name Otherwise the report will be filed as arm_nnnnn prd XML Selecting XML will produce a stability report in CTX s XML dialect See Section A7 for a detailed description of this format This report is designed for post processing It is included in the EXPORT menu reports if ARMS or ALL is selected DISMISS Clicking on the DISMISS button or hitting the Alt D key with the cursor in the righting arm window will wipe out the righting arm window Some of the numbers in the Stability Report require explanation The top table shows the port and starboard righting arm curves in tabular form The Heel is in degrees and the table starts at the equilibrium heel which need not be zero The righting arm itself is in the GZ column This is the transverse distance in earth coordinates hence horizontal between the Center of Buoyancy and the Center of Weight A positive number implies positive stability The column labeled AREA is the area under the righting arm curve in meters radians up to that heel This is a measure of the energy that would be required to heel the ship to that angle Under IMO Rules area beyond the downflooding 92
149. he draft marks Few programs correctly account for this fact 40 CHAPTER 3 THE MAINSCREEN readings at the draft marks can be used to estimate hull deflection Your ship may not have this option implemented in which case the draft marks fields will show CANT_DO Be aware that no remote draft gauging system of which we are aware correctly corrects for heel in converting from the readings at the gauging system points to draft at either the perpendiculars or the marks If a Summary value is illegal the background for that field switches to red 4 You cannot change any part of the Summary section directly 16 There is no legal maximum on trim However if the trim is such that it would cause serious problems in the Engine Room controlling boiler water level for example Mate will show the trim in red This should be regarded as a warning 3 4 THE MENUBAR 41 3 4 The Menubar In Normal mode the menubar at the top of the screen has 12 menu buttons The FILE menu The FILE menu has four options Rebalance This option will re balance the hull bringing the Summary up to date with the Tank Table This is the same as the Redo function in the Toolbar Save Load Selecting Save Load will rebalance the ship and save the current loading pattern in CTX Mate s native XML for mat See Section 6 1 for details Print Screen Selecting Print Screen will rebalance the hull and print out a hardcopy of the current Mainscreen This is the s
150. hell damage is all high heel away from the damaged side and if sideshell damage is all low heel toward the damaged side Normally the worst thing you can do for low damage is discharge cargo from intact tanks or deballast the ship unless the decrease in draft is more than compensated by the increase in trim or heel at the damage See CTX PTS for a complete discussion The point is whatever loading pattern you choose to examine Mate will immediately tell you what the results will be at equilibrium Sometimes these spill numbers can be counterintuitive so playing with the program in hypothetical damage situations is highly recommended Unfortunately Mate can tell you almost nothing about how rapidly this equilibrium will be reached Mate doesn t know the extent of the damage only the high point and the low point in each tank Obviously if the damage is a thin crack extending from that high point to that low point the flow rates will be much much smaller than if the damage is a rectangle in which the high point and low point represent the ends of the rectangle s diagonal Take soundings to get an idea about how fast things are progressing In so doing remember that the Hydrostatic Outflow will occur much faster usually an order of magnitude faster than the Exchange flow Also it is very important to remember that in coming up with a number for Hydrostatic Outflow and Exchange Loss Mate is comparing a pre damage intact situation
151. ht change in trim can move the calculated low point from near the bow to near the stern By the same token in this situation a very sight change or error in the measured drafts and heel can move the calculated center of the grounding reaction all over the place This is not really criti cal except in computing longitudinal strength For purposes of longitudinal strength Mate assumes that all the grounding re action is concentrated at the calculated center This is always incorrect the only question is how incorrect If the calculated center is the actual center of the grounding reaction Mate will generally overestimate longitudinal bending moment and shear force both because the actual bottom reaction in spread out and because local deformation and structural failure will tend to spread the reaction out further In that sense the numbers will be conservative possibly grossly so However the real problem is that when heel and trim are close to zero there is necessarily a great deal of uncertainty as to where the center of the reaction really is and therefore the bending moment and shear force numbers must be treated with a great deal of caution If the center is markedly different from that calculated the calculated bending moments and shear forces may be grossly in error and that error can go either way If the ship s low point is grossly different from the center of the grounding reaction then you are probably in a situation where this
152. ics tables TCB Tranverse center of buoyancy Port is positive VCB Vertical center of buoyancy above baseline measured parallel to aft perpendicular TPC Tons per centimeter immersion MTC Moment ton meters to Trim one Centimeter The calculation of MTC assumes BM and GM are equal This approximation can lead to errors of up to 2 in the MTC This error has no effect on Mate which makes no use of MTC KM Height of transverse metacenter CB Block coefficent WS Wetted surface in square meters LCF Longitudinal center of floatation forward of midships measured parallel to ship centerline The XML output Figure BLI is similar but some of the variables are a little more fundamental Also the longitudinal numbers except for wp_Imoi are relative to the aft perpendicular not mid ships See Appendix B for some hints on post processing this file CTX MATE 0 40 BASE Hydrostatics Table Fleet code is X Ship code is uldh Trim is Water density is 1 025 LBP 366 000 Beam 68 000 GMT is 2006 11 01T12 51 47 DEPTH_MID DRFT_FP DRFT_AP oowoo eA UNE NNNNNNE E pl BBR BBB ONOPWNRFPOOANODAREWNR OS 000 000 000 000 000 000 000 0001 0001 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 000 oono AUNE NNN N N N errr rrr RP RB BRB 0o PePe WNFPOOAN AOA PWNHRO 000 000 000 000 000 000 000 000 000 000 000 000
153. icy Mate does the best it can to cater to these idiosyncracies The rounding options are accessed thru the Rounding menu With respect to temperature Mate offers three possibilities Round F C to 0 1 0 01 degrees If this option is chosen Mate will round Fahrenheit Table 6A and 6B parcels to the nearest 0 1 degree Celsius will be rounded to the nearest 0 01 degrees Few surveyors use this policy but this in Mate s default Internally Mate stores all temperatures as Celsius to the nearest hundreth of a degree Round F C to 0 1 0 05 degrees If this option is chosen Mate will round Fahrenheit Table 6A and 6B parcels to the nearest 0 1 degree Celsius will be rounded to the nearest twentieth of a de gree This is the ASTM recommendation and the policy used by most surveyors Round F C to 0 5 0 05 degrees If this option is chosen Mate will round Fahrenheit Table 6A and 6B parcels to the nearest half of a degree Celsius will be rounded to the nearest twentieth of a de gree Some American surveyors round Fahrenheit to the nearest half of a degree This is completely inconsistent with and makes a mockery of their attempts to compute volumes to six or more sometimes 9 decimal places If you run into a surveyor who uses this strange policy run the numbers both with F rounded to 0 1 and 0 5 degrees If the error associated with 0 5 degrees works against the ship the CTX recommends issuing an LOP On the Tank Table Mate always show
154. igured to accept an effectively unlimited number of point loads To Mate a containership is simply a tanker with thousands of point loads the containers and a small number of tanks But in normal tanker applications you should keep the number of point loads to a small handfull 5 1 EDITING POINT LOAD DATA 69 RETURN The only way of leaving the Point Load Screen and re turning to the Mainscreen is via the RETURN button When you click on RETURN you will immediately be put back to the Mainscreen and any changes you made to the Point Load screen since the last CHANGE will be lost Until you hit RETURN you will not be able to do anything in the Mainscreen When you hit RETURN but not before Mate will recalculate the loading pattern Remember to save any new point load data you must Save the loading pattern after returning to the Mainscreen 70 CHAPTER 5 POINT LOADS Chapter 6 The Load File 6 1 Saving a Loading Pattern Selecting Save Load from the File Menu or the Save Ld button on the Toolbar will save the current loading pattern in CTX Mate s native XML format This is known as the loadfile Files saved in this format can be used as input to CTX Mate anywhere For example you can email this saved file to the office and assuming they have CTX Mate and the ship data properly installed they can replicate not only the run but produce any of the reports and the results will be exactly the same as those produced on th
155. in obq_load tex where load is the current load name overwriting any existing file of the same name If you have changed the loading pattern without updating the loadfile then the report will be saved as obq nnnnn tex where nnnnn is the five digit process ID number There is little point in preparing Survey reports for unsaved loading patterns so Mate regards all such reports as temporary files which it will delete when you exit the Mate session troff Selecting troff will produces a file containing the OBQ report in troff mark up This produces the best looking tables and allows the OBQ report to be included in a larger document that uses trof The file naming conventions and rules are the same as for Latex except the file extension is trf PDF Selecting PDF produces a file containing the OBQ report in PDF Adobe Page Description Format This is a good format for sending to third parties since just about everybody has the capability of displaying and printing PDFE It is useless for post processing 2 The OBQ report is a simplified report used by surveyors only when the ship is empty of cargo or nearly so This is different from the OBQ load pattern type which applies to any arrival at a load port including situations where the ship is already partially loaded The proper report in the latter case is Ullage 3 Such as this manual Some sites may not have a Latex capability in which case you will get a pop up saying can t produce
156. indow which allows you to select the desired format Hotspot Selecting Hotspot will determine the point with the maxi mum stress to yield at each frame for which the scantlings are given You may view the results of these calculations for the worst such section in either ship coordinates up is parallel to the Aft perpendicular or earth coordinates up is perpendicular to the sea surface See Chapter 3 for details Be aware that the Hotspot calculations are based on classical beam theory and must be used with considerable judgement Mode This menu allows you to move from Normal to either Auto mode input from automatic ullaging system or Damage mode From Damage mode it allows you to move only to Normal and then only if no tanks are marked damaged See Chapter I6 for a 20 Tn fact Mate will not allow you to do the IMO Reg 25 analaysis in Damage Mode 3 4 THE MENUBAR 45 complete description of Damage mode In Auto mode this menu allows you to move only to Normal mode In Auto mode this is the only menu that will appear on the Menubar In Auto mode you must first return to Normal mode in order to have access to all of CTX Mate s functions See Chapter 5Jfor a full description of Auto mode Options This menu allows you to change a number of miscellaneous but important options Allowables This option allows you to select either AT SEA or HARBOR allowables Obviously unless you are in well protected water you must choos
157. ine 5 exact_vcf N author root gt use_si N rigid Y round_temp N low_grnd N gt use_harbor N bend_mom_pct Y round_api N zero_inn_zero_vol N phony_vertical N show_hidden N grounded N lt ctx_Options gt lt ctx_Tilt draft_fp 24 01539 draft_ap 24 90727 heel_deg 0 13887 gt lt ctx_Tilt gt lt ctx_Parcels gt lt ctx_Parcel code sw method s density 1 0234 color name test sea water 0000 ash water vp method C density 34 56 sulfur 0 comment gt lt ctx_Parcel code AL color name test arab ligh sulfur 0 0000 ash water vp comment gt lt ctx_Parcel code f1 method P density 0 9876 color name test 54b sulfur ash water vp comment gt lt ctx_Parcels gt lt ctx_Tanks mode N gt lt ctx_Tank name 1C type C par AL dip_pt UL opt P temp 15 56 sg 0 85019 vcf 1 00000 wl_ze 10 576 ullage 1 404 innage 31 439 freewtr_m 0 000 non_liq_m 0 000 freewtr_v 0 0 non_liq_v 0 0 tov 40316 4 gov 40316 4 gsv 40316 4 wt 47420 3 lcg_xe 318 138 tcg_xe 0 050 vcg_xe 5 128 moi_m4 60247 gt lt ctx_Tank gt more tanks lt ctx_Tank name 1F0_P type f par f1 dip_pt UL opt P temp 15 00 sg 0 98760 vcf 1 00000 wl_ze 8 516 ullage 2 472 innage 23 650 freewtr_m 0 000 non_liq_m 0 000 freewtr_v 0 0 non_liq_v 0 0 tov 3458 2
158. ing at the section Normally the only such section for which such data in provided is the midship section which is applicable only to the parallel mid body If the damage is not located within the frames for which this data is available hot spot analysis is not much use The hotspot plot will show a red dot for every frame for which it was able to do hot spot analysis If there is no red dot at a frame it means that no analysis could be done Similarly the line on the hot spot tabular report for that frame will be blank The missing dots and the blank lines most certainly do not mean that there is no problem They only mean no information Despite all these dire warnings hot spot analysis can be useful In most real real world situations it will reveal that even allowing for the above errors progressive structural failure is not a problem and the crew can concentrate on minimizing spillage 16 4 MINIMIZING SPILLAGE WHOSE SOURCE IS UNCERTAIN 143 16 4 Minimizing spillage whose source is un certain Tankers especially loaded tankers can usually sustain a remarkable amount of damage and survive In almost all damage situations the primary concern will be minimizing oil spillage There are two situa tions here 1 the location of the leak is uncertain usually because it s on the bottom somewhere 2 the location of the damage is known In the first case call for a diver and switch to Damage mode with the current loading patte
159. ing you to enter the drafts at the FP and AP and the heel If the ship has a lot of heel it may be better to enter water depths rather than drafts The drafts Mate needs are the draft at the Forward Perpendicular and the draft at the Aft Perpendicular which can be significantly different from the numbers showing on the forward and 151 152 CHAPTER 17 STRANDING aft draft marks especially when there is a lot of heel As long as the bottom is reasonably flat locally water depth measurements taken near the AP and the FP for example with a leadline will probably be more accurate than averaging the draft marks In this case select Ship stranded depths Mate will display a form allowing you to enter the forward and aft water depth and the heel Mate will convert the depths to drafts for you assuming the depths that you entered are at the FP and AP Mate does not really handle the situation where the ship is partially aground for example the bow is grounded but the stern is not How ever if in this case you accurately put in the floating draft aft Mate will figure out that it does not need any grounding force aft and the calculations will be reasonably accurate You cannot enter water depths in this situation These draft depth numbers need not be consistent with the water depth specified on the Parcel Screen The grounding reaction calcula tion is independent of the actual bottom contours Unfortunately this also means that Mat
160. l However if the ship is hogging the draft at the ends of the ship will be larger than that obtained by simply adding the deflection curve to the Summary drafts In this case a conservative estimate can be obtained by adding the maximum hog to the draft at the deepest end of the ship Be aware that while Mate handles very high trim and heel correctly from the point of view of hydrostatics and stability the standard longi tudinal strength calculations can be misleading for high angles of heel The loads are correct but the stresses associated with these loads are different from those upon which the shear force and bending moment limits were based This is due to the shift in neutral axis and the fact that the mostly highly stressed fibers the gunnel on the high side and the bilge on the low side are farther away from the neutral axis when the ship is heeled These effects can increase the max fiber stress by 15 for 15 degrees heel If the heel is more than 5 degrees and the stresses are near the allowable you should probably perform a Hotspot stress analysis Hotspot analysis will give you the maximum fiber stress accounting for both the actual distance to the neutral axis and the shift in the earth vertical section moment of inertia with heel See Chapter 3 8 2 The Strength Screen Command Bar The command bar along the top of the Strength Screen offers five options ABS PCT This button allows you to toggle between the absolute and f
161. line in the Parcel Screen You must add a parcel to the Parcel Screen before you can assign that parcel s code to any tank on the Mainscreen The Parcel Screen had three buttons at the bottom TEST After you have entered parcel data you can test the validity of the data by clicking on the TEST button This will check that the data is all within range and make sure that you have not deleted a parcel that is being used It does not check for over filling of constant weight tanks TEST does nothing other than make these checks The loading pattern s parcel data has not yet 4 1 EDITING PARCEL DATA 65 been changed But it is always a good idea to use TEST before using the CHANGE button CHANGE This button will do the same checks as TEST and if the data looks OK it will also change the attached parcel data for the current loading pattern This change will not be per manent until you save the loading pattern When you do this SAVE the old parcel data attached to this loading pattern will be lost unless you have previously saved it under a different loadfile name RETURN The only way of leaving the Parcel Screen and returning to the Mainscreen is via the RETURN button When you click on RETURN you will immediately be put back to the Mainscreen and any changes you made to the Parcel Screen since the last CHANGE will be lost Until you hit RETURN you will not be able to do anything in the Mainscreen When you hit RETURN but not be
162. ll not be present sf_allow The relevent shear force allowable in tons If allowables are not available or this frame is outside the range of assigned allow ables this field will not be present bm_allow The relevent bending moment allowable in ton meters This will be the hog allowable if the frame is in hog the sag allowable otherwise Same comment as sf_allow 3 The maximal shear force and bending moment both absolute and relative to the allowables are in the Summary report That may be all you need Figure A 2 Excerpt from Strength sub report lt ctx_Beam_Curve allowables AT SEA moi_curve Y shear_max 19843 shear_max_frame FR105a shear_max_xs 292 449 shear_error 0 moment _max 1614795 moment_max_frame FRO90 moment_max_xs 204 400 moment_error 134 hog_max 0 416 hog_max_frame FRO87 hog_max_xs 186 790 shear_max_pct 70 7 shear_max_pct_frame FRO40 shear_max_pct_xs 35 150 moment_max_pct 148 1 moment_max_pct_frame FRO90 moment_max_pct_xs 204 400 gt lt ctx_Beam frame TRNSM xs 6 500 show Y sf 0 bm 0 hog 0 000 gt lt ctx_Beam frame AP xs 0 000 show Y sf 553 bm 1681 hog 0 021 gt lt ctx_Beam frame FRO17 xs 14 450 show Y sf 2831 bm 21751 hog 0 067 s _allow 7500 bm_allow 64600 gt lt ctx_Beam frame FRO29 xs 25 250 show Y sf 5256 bm 64966 hog 0 101 sf_allow 8750 bm_allow 112750 gt lt
163. lly dry The wedge problem does not exist 3 For damaged tanks the program can adjust the liquid volume to the assumed draft and trim and heel and correctly compute both the flood ing runoff and the amount of oil outflow at hydrostatic balance in the tanks and then feed the effect of this change into the determination of the equilibrium draft trim and heel The amount and composition of liquid in a damaged tank or compartment is not fixed but depends on the ship s draft and trim and heel and in turn helps determine what that draft trim and heel will be Mate s brute force approach allows it to handle the fact that tanker loads are not fixed but rather both depend on and determine the ship s orientation 4 Important numbers such as the roll and pitch radii of gyration which are crucial to the ship s dynamic response to a particular set of sea conditions come almost for free A standard loading program cannot compute these numbers 1 4 About this Manual This manual can be displayed on your terminal by seleting Manual from the Help menu It is in PDF format After you have displayed the manual you can search for a particular phrase or print out all or a portion using the tools on the display window This manual has several companion documents The Physics of Tank Spillage Understanding this CTX Technical Re port is essential to handling damage in a manner that minimizes oil Not yet available Not yet available
164. lumn contains the water content in per cent volume If this is not known leave it blank Reid Vapor Pressure The ninth column is the parcel s Reid Vapor Pressure RVP in bar absolute This is needed by the S tank opt tank damaged and sealed If you do not enter a value here and a tank containing that parcel is damaged and sealed Mate will silently and incorrectly assume that the parcel has zero va por pressure which could generate a significant under estimate in the amount spilled Make a practice of looking up and entering the RVP whenever you receive a new cargo parcel Reid Vapor Pressure is the vapor pressure as measured by a particular labora tory procedure at a particular temperature Reid Vapor Pressure has been measured and tabulated for just about all the world s crudes Mate will convert this to true vapor pressure TVP at the tank temperature for you Comment The tenth column is a freeform comment which can be up to 30 characters MATE makes no use of this field and will accept all blanks in this field You may use or not use this field however you see fit One common use of this field is to document where the standard density came from In the case of most cargos this 64 CHAPTER 4 LIQUID PARCELS can be done by giving the Bill of Lading number For bunker fuels it might be the FOBAS test ID or equivalent Currently only the ctx_chief command makes real use of the Sulfur Ash and Water fields to compute the NCV
165. method is either C or F the standard density must be in API degrees at 60F If Parcel method is either c or P the standard density must be specific gravity at 15CH If Parcel type is N or B 2Mate accepts API to a hundreth of an API degree and specific gravities to 0 1 kg m3 An API of 34 567 will be rounded to 34 57 An SG of 0 87654 will be rounded to 0 8765 4 1 EDITING PARCEL DATA 63 then the density must be in specific gravity and the temperature field on the Mainscreen will be ignored COLOR The fourth column contains a two character color code which MLOAD uses in coloring certain output reports such as the tank plan Currently this is not implemented and you can ignore this column NAME The fifth column is a descriptive name for the parcel which can be up to 14 characters The name can be as simple as Basrah Light Mate makes no use of this name other than to put it on certain reports if given This field also helps the crew to remember which parcel has which code Mate will accept all blanks in this field but this is a very bad idea Two character parcel codes by themselves are often close to meaningless Without a good name confusion and mistakes will result Sulfur Content The sixth column contains the sulfur content in per cent mass If this is not known leave it blank Ash Content The seventh column contains the ash content in per cent mass If this is not known leave it blank Water Content The eigth co
166. mmediately changed to the same value as the last cell which was left by hitting Return This can be a big time saver in the early stages of searching for the best loading pattern 3 2 2 The Tank Table Columns Making changes is easy but what are we changing Here starting from the left are the columns in the Tank Table and their meanings TANK The leftmost column contains the tank compartment code You cannot change the tank code column This means that you cannot add a tank or compartment that is not already in the initial loading pattern from the Main Screen To do this you must either select the SHOW HIDDEN option from the View 5 This example assumes that OPT has been set to P for all these tanks but the same trick works for ullages and innages provided the OPT is properly set 6 These are the Normal and Auto mode columns Damage mode has a somewhat different set of columns See Chapter T6 7 But you can re order the tanks via the Sort menu 32 CHAPTER 3 THE MAINSCREEN menu See Section 3 4 or edit the loadfile directly See Chapter 16 At the bottom of the Tank Table most loading patterns will have one or more tanks for which the CGO third column is fi Each such row is not a tank but a point load that is regarded as fixed in space Such loads include stores crew and effects minor tanks which are not explicitly included in the tanks listed in the loading pattern etc OPT The second column is labeled OPT This is a
167. more extensive than the external Cargo will flow from the cargo tank into the Forepeak tank lowering the oil level in the cargo tank and drasti cally raising the Live Bottom In short transferring cargo from a damaged cargo tank to a damaged ballast tank is not necessarily a bad idea Un grouping a tank is a little messy The first step is to change the tank s GROUP back to its own tank name Attempt to re balance You will get a pop up saying tank OPT G is impossible Click on go ahead anyway then change the tank OPT to P and re balance again Obviously the GUI needs improvement here 150 CHAPTER 16 DAMAGE MODE Chapter 17 Stranding Mate has a limited but useful grounding capability Mate can be used in two different ways in a stranding You may either set drafts and heel to the observed values and Mate will compute the grounding reaction or you may use Mate normally to study different re float alternatives 17 1 Stranded Drafts and Heel Specified by User If you are stranded and you know your drafts forward and aft and the heel you may simply fix these variables and Mate will compute the grounding reaction required to generate these drafts and heel To do this you must be in Damage mode in which case the Menubar will contain a Grounded menu The Grounded menu has only three choices e Ship afloat e Ship stranded drafts e Ship stranded depths When you select Ship stranded drafts Mate will display a screen allow
168. most column displays the drafts at the six draft marks that is what a person looking at the draft marks will read _If a draft mark is completely submerged Mate will show ALL wETE If a draft mark is completely out of the water Mate will show ALL DRY Mate unlike most Trim and Stability Booklets cor rectly handles non zero heel in converting from the drafts at the For ward and Aft Perpendiculars to the draft marks However Mates s numbers are NOT adjusted for sag hog or any hull deflection Thus the difference between Mate s numbers and those taken from careful 12 Mate is very precise about depth and draft Depth is in the direction of gravity Draft is in the direction of the ship s aft perpendicular Thus in cases where the ship has significant trim or heel the depth of the hull low point may be smaller say 21 8 m than the larger draft say 22 1 m 13 Mate extends the draft marks all the way to the deck so it is possible that Mate s draft mark number is larger than the highest number actually painted on the hull 14 Mate extends the draft marks all the way down to the baseline so it is possible that Mate s draft mark number is smaller than the lowest number actually painted on the hull 15 Draft marks are wiggly lines on the hull Unless the ship is at zero heel there is no simple relationship between the drafts at the AP and FP two numbers that can t be measured directly and the drafts that will be read off t
169. n Key F8 The Damage Function Key forces the Show_Hidden option to ALL so all tanks and com partments appear on the Tank Table Mate does this since it is possible that any space might be damaged and without a mouse there is no way to change Show_Hidden The Damage Toolbar button forces the Show_Hidden option to TANKS so all tanks ap pear on the Tank Table but any hidden non tank compartments will remain hidden For most damage situations this is all you will need If even this is overkill you can go to Damage mode via the Mode menu Of course once in Damage mode you can change the Show_Hidden options as required Visual Display a 3 D Model of the ship This function is not imple mented in this version Reg 25 Rebalance and then do the IMO Regulation 25 analysis This is the same function as IMO Reg 25 from the Reports menu See Section 1I for more information Walk Thru Rebalance and prepare the Walk Thru section drawings This is the same function as the Walk Thru button on the Draw ings Menu See Section 5 4 for more info Quit End Mate sessions Warns only if current loading pattern is not filed Same function as Quit from the File menu 3 5 2 The Damage Mode Buttons The Damage Mode buttons are the same as Normal mode except 1 The Damage button is replaced by the Hotspot button which accesses CTX_Mate s Hotspot Stress capability See Chapter 3 52 CHAPTER 3 THE MAINSCREEN 2 The Visual button is replaced
170. n Mate is being used as a tanker design or evaluation tool The Summary XML report is the same as Full XML but without the individual tank data It contains the information shown in the Summary section of the Mainscreen plus Options and Header data The file is called sum_load ctx where load is the current load name if this loading pattern has been filed or the Process ID number if not Summary XML with Beam The is the same as Summary XML but the frame by frame results of the longitudinal strength cal culations are also included Summary XML with Arms The is the same as Summary XML but the results of the righting arm calculations are included Summary XML with Floods The is the same as Summary XML but the details of the downflooding calculations are included flexible to send that entity the loading pattern file which is also in XML They can then regenerate whatever results they need This also avoids the possibility of a stale report But even here legalities may require that the ship s calculations be frozen in which case the ship will need to use the Export function and send the output as well as the input One of XML s strengths is that it allows reports to be nested The actual Full report is made up of a series of sub reports with the user selecting which sub reports should be included 7 2 THE EXPORT MENU 81 Summary XML with Reg25 The is the same as Summary XML but the results of the IMO Regulation 25 calculations
171. n meter radians Thanks to an overly literal interpretation of IMO A 749 Class requires that this number be based on 30 degrees absolute rather than 30 degrees from equilibrium This generates some anomolous numbers in cases of very high equilibrium heel See Section 9 2 In such situations ignore the area_to variables and concentrate on the righting arm itself area_to_40 The area under the righting arm curve to 40 degrees in the direction of heel in meter radians Same comments as above a fortiori gz_max The maximum righting arm in meters gz_mode The location of maximum righting arm in degrees flood_deg The heel at which an Unprotected downflooding point is immersed For the purposes of this calculation all Closable down flooding points are considered to be closed and watertight flood_name The name of the downflooding point that resulted in flood_deg Within each righting arm sub section there will be a ctx_Arm_point element for each angle of heel in the report The ctx_Arm_point vari ables are heel The point s heel in degrees Positive is heel to starboard nega tive is heel to port Heels start at equilibrium and go as far as 50 194 APPENDIX A MATE XML REPORTS degrees off equilibrium but if GZ goes negative the curve stops at this point 4 gz The righting arm in meters at this heel gz is measured in earth coordinates parallel to the sea level area The area under the curve up to this point If the point is
172. n terms of GSV Mate operates exclusively in metric units with the exception that cargo volume and temperature will be shown in barrels and degrees Farenheit if the parcel VCF method is C Table 3 3 THE SUMMARY 39 6A or F Table 6B On the right side of the parcel section the Summary shows the blind zone in front of the bow in meters the vertical distance above the waterline of the starboard and port manifolds the Displacement the maximum absolute vertical shear force excess buoyancy aft is posi tive the maximum absolute bending moment hogging is positive and the maximum hull deflection hog is positive sag is negative In the next column the top row displays the depth of the lowest point on the huli fE The second row shows the user specified water depth If the top row is larger than the second row the ship is aground The converse is not necessarily true You will need some margin Mate s low point does not account for hull deflection squat or wave action The third and fourth rows display the distance above the waterline of the lowest downflooding point and the name of that downflooding point If the distance is negative then the ship is subject to pro gressive flooding In NORMAL mode you are shown only the lowest downflooding point To see all the downflooding points click on the Flood Button The final three rows show the LCB TCB and VCB of the hull in ship coordinates In Normal and Auto modes the right
173. n these policies work against the ship e ctx_vcf computes both the VCF rounded to four decimal places called the VCF for printing purposes by API and the VCF rounded to five significant figures which API calls the VCF for calculation purposes The first number is shown as PVCF and 164 CHAPTER 19 VOLUME CORRECTION FACTORS the second is called CVCF on the ctx_vef output In practice the VCF is based on the printed tables which implies the four digit VCF However Surveyors who are using calculators or laptops could come up with the five digit VCF ctx_vcf shows the density in air for both of these VCF s Chapter 20 Single Tank Analysis 20 1 The ctx_tank Command The ctx_tank command is a computerized tank table The usage is ctx_tank tankcode dipcode You may also specify fleet ship draft_fp draft_ap heel and help on the command line If you specify help ctx_tank will print a usage message including Version and Varient and exit tankcode is the name of the tank for which you want volumes etc that is the tank code in the first column of the Mainscreen dipcode is the dipping point code for the dipping point you are using For ctx_tank to function completely your ship must have a computerized tank ta ble and trim heel correction table which matches this combination of tank and dipping point If these files do not exist ctx_tank will still compute volumes etc via Mate s Direct Integration
174. nd volume in barrels for Table 6A and 6B parcels use_harbor If Y use harbor allowables otherwise use at sea zero_inn_zero_vol Y if zero innage means zero volume otherwise compute volume normally loadline S is use Summer Loadline T means use Tropic Loadine W is Winter Loadline non_rigid Y feeds hull deflection back into hydrostatics NOT IM PLEMENTED IN THIS VERSION show_hidden N T A show no hidden all hidden tanks all hidden tanks and compartments wave_opt Determines longitudinal wave bending moment used in Hotspot analysis D is IACS design wave S is 0 8 design wave H is 0 5 design wave C is zero wave bending moment use_exact_vcf Y means VCF computed to 5 decimal places other wise rounded to 4 round_api Density rounding policy H A N for API round to 0 5 0 1 0 01 for kg m3 round to 0 5 0 5 0 1 A is ASTM recommendation A 2 THE OPTIONS SUB REPORT 185 round_temp Temperature rounding policy H A N for degrees F round to 0 5 0 1 0 1 for degrees C round to 0 05 0 05 0 01 A is ASTM recommendation show_bend_mom_pct Y will display shear force bend moment as percent of allowables else absolute grounded N is ship afloat Y is ship grounded user entering drafts V is ship grounded user entering water depths 186 APPENDIX A MATE XML REPORTS A 3 The Header sub report In most tanker operational and regulatory situations it is a good idea to include the Header sub report The Header variables are not
175. nded to nearest 0 01 degrees Using Table 6A PARCEL test arab hvy API 60F 29 00 TYPE None LOAD PATTERN lIf_al98dep 2parcel HEEL 0 14 DATE 2006 10 05T16 08 49Z DRAFT fwd aft 24 01 24 91 TRIM 0 89 PORT XXXX VOYAGE LEG DEMO AUTHOR root BERTH TANK PT ULLAGE TOV Free Water GOV TEMP VCF GSV W CODE PT OBS Corr BBLS CM BBLS BBLS F Print BBLS 1C UL 2 459 245069 0 0 O 245069 60 0 1 0000 245069 D 2C UL 2 459 289463 0 0 O 289463 60 0 1 0000 289463 D 3C UL 2 452 289463 0 0 O 289463 60 0 1 0000 289463 D 4C UL 2 466 289463 0 0 O 289463 60 0 1 0000 289463 D 5C UL 2 461 262853 0 0 O 262853 60 0 1 0000 262853 D TOTALS 1376311 0 1376311 60 0 1376311 GROSS STANDARD VOLUME G S V 1 376 311 BBLS FREE WATER F 0 BBLS TOTAL CALCULATED VOLUME T C V 1 376 311 BBLS SURVEYOR CHIEF OFFICER 14 6 The Ullage FAOP Report The Ullage FAOP report is designed to be used on completion of load that is departure from the load port The Ullage FAOP report is exactly the same as the Ullage report except that in the summary section for each parcel the TCV received is calculated and displayed In order to do this calculation Mate needs to know each parcel s pre loading OBQ Unfortunately currently Mate does not know this num ber When you select Ullage FAOP Mate will pop up a little form asking you to fill in the needed OBQ s The prefix for the Ullage FAOP report is ull 122 CHAPTER 14 CARGO SURVEY REPORTS 14 7 The Ullage EOP Report The Ulla
176. ne time warning that you should check this tank s ullage innage The definition of too many is set by your owner s policy for the ship but it should be less than 15 of the number of tanks connected to the 130 CHAPTER 15 AUTO MODE ullaging system The most effective way of handling individual ullaging system errors is to take a tank offline If the gauging system for a particular tank is not functioning or the readings for that tank are known to be wrong then switch to Normal mode and put a Y in the OFF column for that tank Also set the ullage or innage or whatever of that tank to the correct numbers When you return to Auto mode that tank s row will remain gray Mate will ignore whatever the ullaging system says about that tank Rather it will use the numbers you manually entered Of course it the numbers for an offline tank change significantly you will have to go back to Normal mode and enter the new numbers As long as a tank is marked offline Mate will act as if that tank is not connected to the auto ullaging system You can put a tank back on line by going to Normal mode and blanking out the Y in the OFF column Chapter 16 Handling Damage 16 1 The Damage Mode Mainscreen Mate has extensive damage analysis and salvage capabilities The most straightforward way to invoke these capabilities is by selecting Damage from the Mode menu You can only do this from Normal mode If you are in Auto mode you must swit
177. ning shear_max The largest shear force in tons Positive means excess buoyancy forward moment_max The largest bending moment in ton meters Positive means hog negative means sag hog_max The largest hull deflection in meters Positive means hog negative means sag Only in Summary if hull moment of inertia curve is available shear_max_pct The largest ratio of shear force to allowable as a percent More than 100 is illegal but beware allowable may be In Port allowable Need Options sub report to be sure Only in Summary if allowables are available moment_max_pct The largest ratio of bending moment to allowable as a percent Same comments as shear_max_pct hydroloss Net hydrostatic petroleum outflow to sea in cubic meters Only in Summary if in Damage mode exchgloss Net exchange flow to sea in cubic meters Only in Sum mary if in Damage mode grndforce The grounding reaction force Only in Summary if ship is stranded See Chapter 17 182 APPENDIX A MATE XML REPORTS grnd_xs The longitudinal center of the grounding reaction force for ward of the AP Only in Summary if ship is stranded See Chapter iki grnd_ys The transverse center of the grounding reaction force port of centerline Only in Summary if ship is stranded See Chapter 7 Al THE SUMMARY SUB REPORT 183 lt ctx_Report opts S time 2006 10 24T13 39 57Z version 0 40 varient BASE path X uldh V DEMO sum_al98dep_grp2 ctx ship_dir X uldh DAT
178. nk line on the Point Load screen You can have as many point loads as there are rows on the Point Load screen but in most tanker contexts you should not need more than three or four point loads Otherwise the reports get cluttered up with insignificant detail The Point Load Screen has three buttons at the bottom TEST After you have entered point load data you can test the va lidity of the data by clicking on the TEST button This will check that the data is all within range TEST does nothing other than make these checks The loading pattern s point load data has not yet been changed But it is always a good idea to use TEST before using the CHANGE button CHANGE This button will do the same checks as TEST and if the data looks OK and site policy allows point load editing it will also change the point load data for the current loading pattern This change will not be permanent until you save the loading pattern When you do this SAVE the old point load data attached to this loading pattern will be lost unless you have previously saved it under a different loadfile name If your owner s policy is to not allow adding or deleting point loads or changing their location when you try to use the CHANGE button you will get a warning message but no changes will be made In this case you can still change the weight of an existing point load from the Mainscreen 2 Mate s point load capability is effectively unlimited Mate may be conf
179. nker designs damage scenarios and loading patterns we are interested in without any inter action from the user This can be done with the help of the ctx_mate_cma 18 2 The ctx_mate_cmd The ctx_mate_cmd has a simple job It reads in a ship s data and a loading pattern which may include damage balances the ship ac counting for all the internal and external flows prepares a report of the results in easily post processable format and exits ctx_mate_cmd does what the standard mate command does at start up but after the initial ship balance instead of displaying the Mainscreen it immedi ately prepares a report and quits The usage of this command is ctx_mate_cmd options loadfile where the available options are shipdir shipdir This option tells Mate to take the ship s data from shipdir shipdir can be either in absolute or relative path The shorthand is Sshipdir You must have read permission on shipdir loaddir loaddir This option tells Mate to look in loaddir for the load file loaddir can be either in absolute or relative path The shorthand is Lloaddir You must have read permission on load dir repdir repdir This option tells Mate to put the report in repdir If this option is omitted Mate will use loaddir as the report folder repdir can be either in absolute or relative path The shorthand is Rrepdir You must have write permission on loaddir ctx_mate_cmd also allows sites that do not have the li
180. nking cursor indicates where you are in the cell You can overwrite individual letters or numbers by hitting the Insert key The blinking cursor will change color and become fat ter While in this mode any legal character you type in will overwrite the character under the cursor To move the blinking cursor without destroying anything use Ctrl Left Hold the Con trol key down and press LEFT ARROW and Ctrl Right To revert to the normal mode hit the Insert key again Mate will reject entries which it can see are illegal for example a letter in a cell which should be a number In this case it will beep and ignore your entry It will reject any attempt to enter data into a column which is display only and sometimes will automatically move you to what it thinks is the proper column For example if you have specified tank option U user enters ullage and you attempt to change the Innage column for that tank Mate will reject the entry and move to the Ullage column 4 When you are satisfied leave the cell either by hitting Return labeled Enter on some key boards or by using the arrow keys The change has no effect until you leave the cell or hit one of the commands that rebalance the ship When you leave a changed Sometimes Mate will move to a column which is not in the currently visible portion of the Tank Table This is a nuisance for it will appear that you have lost the highlighted cell Either click on another cell or
181. non V type compartments are displayed And they will show up on most reports as empty tanks even if their OPT is H Show Hidden All If this button is selected then all tanks and all compartments are displayed even if their OPT is H and they will show up on most reports This option has two main uses 1 On many voyage legs only a subset of the tanks are of inter est On a loaded leg all or almost all the ballast tanks are known to be empty and expected to remain so These empty tanks clutter up the Mainscreen unnecessarily Similarly on ballast legs all or almost all the cargo tank are of little inter est Getting rid of these unnecessary tanks allows you to see more of the interesting tanks without scrolling and shortens all the reports based on that loading vatten A 2 For damage situations you must have access to all the com partments not just the tanks The Engine Room is of little interest in normal cargo loading patterns but can be crit ically important in damaged situations The Show Hidden option allows us to display these compartments when we need to and only when we need to To hide a tank or compartment you set its OPT to H But you can only do this if the tank or compartment is already marked as Empty That is to hide a tank compartment you must first set its OPT to E and rebalance Only then will Mate allow you to change that tank s OPT to H This is to make it difficult for you to inadvertantly hide a tank y
182. nt coding is UL Ullage lid and in most case the official tank table gauging point WH Whessoe Gauge SA Saab Radar D1 UTI point 1 D2 UTI point 2 But this is just a convention which can be altered by owner or yard policy Notice a dipping point is a combination of both a location and a method As far as Mate is concerned a tank could have multiple radar gauges each with its own location The advantage of multiple dipping points is that the Chief Mate never has to compute a trim or heel correction as he moves from one dipping point measuring system to another The Dipping Point code performs one other function Some gaug ing systems work in earth coordinates that is they point down ward toward the center of the earth regardless of the ship s trim 34 CHAPTER 3 THE MAINSCREEN or heel A surveyor s tape will do this provided it doesn t hit any structure Other systems are tied to the ship and their idea of down is really parallel to the ship s bulkheads Whes soe gauges and Saab radars fit into this category as does reading draft marks Still others such as sounding pipes follow a wig gly path while pressure sensors work in earth coordinates but the fixed point is near the bottom of the tank rather than the top The PT code tells Mate which category the gauging system fall into Another example of this nitpicking is the difference between draft and depth Mate reports the draft as measured by the ship s draft ma
183. of different ullaging systems this process usually has to be customized to match the characteristics of the gauging system on each ship or at least each Class of ship CTX does not do this although it offers detailed templates and instructions for systems using the Saab Radar protocol See CTX Mate System Adminstrator s Manual Unless someone has installed the separate process on your ship you will not have a functioning Auto mode 127 128 CHAPTER 15 AUTO MODE gauging system Everytime this is done the Summary section will change accordingly You may also see some new tanks on the screen Mate ensures that all tanks that are connected to the automatic gauging system are un hidden And it changes the OPT of each of those tanks to U or I depending on whether the gauging system reports ullage or innage for the tank Finally all tank temperatures are in Celsius and all volumes in cubic meters even for Table 6A and Table 6B parcels 15 2 Auto Mode functions You will also notice that the Menubar and Toolbar have changed dras tically In Auto mode the menubar contains only one Menu Mode and that menu will allow you to do only one thing switch back to Normal mode On the Toolbar the Redo button is now labeled Normal Selecting this button will switch back to Normal Mode Most of the other buttons are now labeled Unused Auto mode is a very limited mode You cannot enter any data to the Tank Table Even tanks which are not
184. oleum Measurement Standards Chapter 11 1 Volume Correction Factors lst Edition August 1980 as corrected by the October 1980 Editorial Amplification The Editorial Amplifica tion indicates that this algorithm may generate discrepancies of 1 in the fourth decimal place as compared to the printed Tables 6A and 6B at arate of about 0 008 You will have to be awfully unlucky to hit the three or four entries out of 87 000 for which this is the case However Mate s treatment of VCF has two non standard features you must be aware of e By default Mate rounds API to the nearest hundreth of a de gree standard specific gravity to four decimal places Farenheit to nearest tenth of a degree and Celsius to nearest hundreth of a degree This matches the display on the Mainscreen Industry practice with repect to rounding is all over the place Most sur veyors round API to nearest tenth of a degree and specific gravity to nearest 0 5 kg m3 But some American surveyors round API to nearest half degree which is totally inconsistent with attempts to be accurate to five or more significant figures elsewhere and could easily result in a 500 barrel error on a ULCC cargo Simi larly most surveyors round degree F to nearest tenth of a degree and degree C to nearest twentieth of a degree But some survey ors round F to nearest half degree ctx_vcf allows you to quickly study the impact of different round ing policies and issue a letter of protest whe
185. omewhat cryptic options are explained in Section 5 6 You can use the Titlebar to move the Mainscreen around resize it and iconify it just like any other window Menubar Just below the Titlebar you will find the Menubar from which all Mate functions can be accessed via dropdown menus The individual menus are discussed in Section BA 1 Figure B1 shows Mate in Normal mode In Damage and Auto modes the Main screen will look a little different These differences are discussed in Chapters 16 and 15 respectively 25 26 CHAPTER 3 THE MAINSCREEN Tank Table Most of the Mainscreen is taken up by the Tank Table The Tank Table contains one row for each tank compartment You probably cannot see all the tanks at once Fortunately the Tank Table is scrollable One of the cells in the Tank Table is highlighted The highlighted cell is shown in a different color from the other cells and it contains a blinking editing cursor You can change the highlighted cell with the arrow keys moving about the Tank Table at will When you attempt to move the highlighted cell off the table the table will scroll if the table extends beyond that edge Therefore if you want to scroll the table up move the highlighted cell down to the bottom with the DOWN ARROW key When it hits the bottom line of the Tank Table the next DOWN ARROW press will scroll the table up one line if lines at the bottom are currently obscured You can also move about the tabl
186. omputes and displays both hydrostatic loss and exchange loss This capability can serve as a ship specific hydrostatic balance trainer through which the crew can study a variety of potential damage scenar ios and the outflow which result from alternative response strategies Without such training effective use of hydrostatic balance in a real spill is unlikely With such training the amount of spillage can often be reduced by a factor of three or more and in some cases eliminated by simply triming and heeling the ship properly Stranding Mate has a limited but useful grounding capability For any given grounded situation Mate will compute the ground reaction force and centers All other calculations including oil outflows are available when grounded The relationship between grounding and spillage can be crucial For a given damage oil spillage will generally be much larger in stranded situations than in unstranded especially if the tide is dropping Mate always keeps track of the lowest point on the hull to alert the crew to potential grounding situations Immediately Available Damage and spill analysis is an extension of the normal use of CTX_Mate There is no need to change to an unfamiliar at best incompletely tested program in the middle of a crisis There are no delay prone error prone communication and data translation problems associated with using a totally different data format on a computer thousands of miles from the scene M
187. omputes the shear force and bending moment at all the longitudinal stations shown in X uldh DATA MATE frames xml The allowables shown in Table 4 are translated to these stations by linear interpolation To examine the lightweight distribution used by Mate for DEMO ULCC display X uldh DATA MATE 1twt xml The hull Moment of Inertia curve is in X uldh DATA MATE secmod xml NAME FR_17 FR_29 FR 41 FR_59 FR_65 FR_67 FR_70 FR_75 FR_80 FR_85 FR_90 FR_95 FR100 FR105 FR110 FR115 FR129 Table 4 Allowables for DEMO ULCC ALLOWABLES IN TONS SHEAR FORCE AND TON METERS BENDING MOMENT FRAME FRAME FWD OF AP 14 450 25 250 36 050 52 250 57 650 69 390 87 000 116 350 145 700 175 050 204 400 233 750 263 100 292 450 321 800 351 150 363 050 SHEAR AT SEA AFT UP 7500 8750 12342 23000 23000 24000 25500 28000 27500 27000 28500 30000 29500 29000 22000 15000 5405 SHEAR AT SEA FWD UP 7500 8750 12342 23000 23000 24000 25500 28000 27500 27000 28500 30000 29500 29000 22000 15000 5405 MOMENT AT SEA HOGGING 89400 156275 244500 500913 595600 801500 1100300 1510100 1510100 1510100 1510100 1510100 1389100 874400 359800 91900 18236 MOMENT AT SEA SAGGING 64600 112750 176450 361588 429900 600000 840000 1090000 1090000 1090000 1090000 1090000 990880 730100 438767 147400 29281 SHEAR PORT AFT UP 8214 10257 1464
188. on the difference between the free water and the non liquid innage If there is no free water above the non pumpables then the freewater innage must be the same as the non liquid Innage 118 CHAPTER 14 CARGO SURVEY REPORTS Table 14 2 Sample ROB Report HELLESPONT TARA IMO Number 9235268 CTX_MATE 0 37 BASE ROB REPORT Temp rounded to nearest 0 1F API rounded to nearest 0 01 degrees LOAD PATTERN If_al98dep HEEL 0 14 DATE 2006 06 14T14 43 30Z DRAFT fwd aft 24 02 24 91 TRIM 0 89 PORT XXXX VOYAGE LEG AUTHOR root BERTH TANK CGO DIP TEMP TOV FREE WTR NON LIQ GOV GSV W CODE PT F CM BBLS CM BBLS CM BBLS BBLS BBLS 1C AL UL 60 0 3143 9 253583 0 0 0 0 0 0 253583 253583 D 2C AL UL 60 0 3144 5 299519 0 0 0 0 0 O 299519 299519 D 3C AL UL 60 0 3144 4 299518 0 0 0 0 0 O 299518 299518 D 4C AL UL 60 0 3144 5 299518 0 0 0 0 0 O 299518 299518 D 5C AL UL 60 0 3144 9 271983 0 0 0 0 0 O 271983 271983 D 1P AL UL 60 0 3095 3 137464 0 0 0 0 0 O 137464 137464 D 1S AL UL 60 0 3095 6 137464 0 0 0 0 0 O 137464 137464 D 2F_P AL UL 60 0 3074 5 93801 0 0 0 0 0 O 93801 93801 D 2F_S AL UL 60 0 3076 5 93801 0 0 0 0 0 O 93801 93801 D 2A_P AL UL 60 0 3074 0 93801 0 0 0 0 0 O 93801 93801 D 2A5 AL UL 60 0 3076 7 93801 0 0 0 0 0 O 93801 93801 D 3P AL UL 60 0 3076 2 187601 0 0 0 0 0 O 187601 187601 D 35 AL UL 60 0 3078 7 187601 0 0 0 0 0 O 187601 187601 D 4F_P AL UL 60 0 3074 5 93801 0 0 0 0 0 O 93801 93801 D 4F_S AL UL 60 0 3077 0 93801 0 0 0 0 0 0 93801 93801 D 4A_
189. on the rebalance unless OPT is I or i When you switch from ullage to innage in the last stages of discharge make sure you change OPT FULL This column displays the ratio of tank TOV Total Observed Volume to the nominal capacity of the tank at 100 Changes to this column have no effect on the rebalance unless OPT is P or p or the tank is damaged in which case it refers to the pre damage situation FULL is the normal way of trying out loading patterns when you are planning the voyage FULL is also often used in design studies VOLUME This column displays the TOV of the tank If the tank parcel s method is C Table 6A or F Table 6B the volume will be shown in barrels to the nearest barrel Otherwise it will be displayed in cubic meters to the nearest tenth of a cubic meter The diffence in the decimal point tells you which unit is being used for a particular tank Changes to this column have no effect on the rebalance unless OPT is V or v V is often used in entering bunker and engine room tank data WEIGHT This column displays the tank weight in metric tons Changes to this column have no effect on the rebalance unless OPT is W or w Point loads weights are entered in this column FREEWTR This column displays the free water innage in cm This number should be the distance from the sounding plate to the oil water interface The free water volume that will be calculated is the tank volume at this innage less any non liquid volume
190. ons are in effect Unfortunately to save space the description of the options is awfully cryptic Here s how to read the Titlebar e The Titlebar starts with the Mate Version and Variant This is important documentation for Class surveyors e The next word using begins a lists of options The first option is either AT SEA or HARBOR indicating which set of allowables is being used If the ship has no allowables assigned this option will be missing This must never happen when Mate is used as a Loading Instrument e The next option labeled API SG indicates the standard density rounding option in effect The possibilities are 01 0001 API rounded to nearest hundreth of a degree kg m3 rounded to nearest tenth of a kg 1 0005 API rounded to nearest tenth of a degree kg m3 rounded to nearest fifth of a kg 5 0005 API rounded to nearest half of a degree kg m3 rounded to nearest fifth of a kg e The next option labeled F C indicates the temperature rounding option in effect The possibilities are 1 01 Fahrenheit rounded to nearest tenth of a degree Celsius rounded to nearest hundreth of a degree 1 05 Fahrenheit rounded to nearest tenth of a degree Celsius rounded to nearest twentieth of a degree 5 05 Fahrenheit rounded to nearest half of a degree Celsius rounded to nearest twentieth of a degree e The next option will be either VCF_4 or VCF_5 The former indi cates that the VCF Volume Correction Factor has b
191. or training purposes run Mate from the F ss V TEST directory Load files in V TEST cannot be protected Any work you do in V TEST will eventually be over written and lost In non operational environments for example when Mate is being used as a tanker design or evaluation tool Mate may be run in non voyage directories See Section 24 20 CHAPTER 2 GETTING STARTED the documents for this voyage s load discharges should be filed in this directory You will need a loadfile containing an initial loading pattern If a file containing a suitable such pattern does not already exist in the current directory copy one in Usually the initial loading pattern will be a loading pattern similar to the one you intend to use but it can be any loading pattern that has all the tanks that you will be using If no other pattern exists you may copy F ss DATA MATE 1f_ltwt Then to run Mate simply issue mate 1f_1twt amp And a large window called the Mainscreen will appear To repeat to run Mate 1 Switch to the directory appropriate for the load discharge to be analyzed 2 Type mate loadfile amp where loadfile is the name of a loading pattern file which must be in the same directory That s all there is to it The window in which you type the mate command is called the launch window The ampersand at the end of the above command is optional but it allows you to be able to use the launch window while you are running Mate If yo
192. or use the same format for loading pattern files which allows loading patterns to be passed back and forth The cargo survey reports that are generated use the same format so post processing software can handle either And they both have a similar user interface However CT X_Surveyor is not a Loading Instument It cannot check strength It cannot check stability The drafts and heel need not be consistent with the loading pattern CTX_Surveyor merely automates the calculations that a cargo surveyor does In a rational world CT X_Surveyor would be completely unnecessary 1 4 ABOUT THIS MANUAL 15 LCG of a tank is the same regardless of ship orientation and tank ullage Gravitational forces remain earth vertical regardless of the ship s orientation 2 For intact tanks the shift in the tank liquids and its effect on trim and stability are computed directly There is no need to make any assumptions about the form of the free surface This is important because the normal assumptions based on waterplane moments can be grossly wrong at the high heels and trims that may be encountered in a damage situation and for the unusually shaped ballast tanks of a double hull tanker With double hulls intact tanker stability is once again a real issue and the normal treatment of free surface can be fatally in error It also implies that Mate s computations in no way depend on the bottom of the tank being totally flooded nor the top of the tank being tota
193. ou are having problems check the launch window You can do this by sliding the Mainscreen to the right Sometimes the messages usally the bottom message in the launch window will tell you what causing the problem 22 2 Missing or Inconsistent Input Mate is unusual among loading programs in that the input e g load files can be edited from outside the program by standard editors This is a powerful tool and allowing us among other things to transfer in put files among ships and offices However it also means that Mate cannot check these files for completence and consistency until the in put is read into the program At that point it does a large number of checks on the input If it finds something wrong with the data it will issue an error message in the launch window and abort Usually you will be able to tell what file is at fault from the message Go into that file with the editor and see if you can spot the problem and fix it If you are unable to determine what is wrong with a particular loading pattern start from scratch by copying fleet ship DATA MATE MAN 1f_selftest into the working directory If you believe your data is correct but Mate won t accept it fill out a bug report see Section 22 5 22 3 Convergence Failure Mate uses a trial and error process At each step in attempting to balance the hull it makes a guess at draft heel and trim and for that 22 3 CONVERGENCE FAILURE 175 draft heel and trim then gue
194. ou shouldn t When you hide a tank or compartment it s parcel code is set to sw ambient sea water 9 This means if you hide a cargo tank and then bring it 17 Any normally dry compartment on your ship will have been assigned a type of V V is short for Void but it applies to any non tank hull compartment Some cargo survey reports are based on cargo parcels To ensure that a formerly hidden tank appears on these reports you must change the tank OPT to E Empty and assign the tank one of the cargo parcels 18 Some charterers require explicit documentation that a tank is empty in which case you will have no choice but to set the empty tanks OPT to E 19 Mate must do this because it cannot be sure that the tank s old parcel will still be on board when the tank is unhidden But it also has the advantage of properly pre setting the parcel code for damage situations 3 4 THE MENUBAR 43 back you will almost always have to reset the parcel code When a tank is marked Empty on the other hand the parcel code does not automatically change To unhide a tank or compartment select the relevent Show_Hidden option from the VIEW menu and then reset that tank s OPT on the ensuing Mainscreen to something other than H You can then reset the Show_Hidden option to Hide Hidden to get rid of the tanks compartments you don t need to see Repeated use of this process can result in the tanks ending up in a strange and or confusing order You
195. ownflooding point and sea level at equilibrium If this number is negative progres sive flooding can occur However remember that for the purposes of this calculation closable downflooding points are regarded to be open Where The label of the worst case downflooding point Area The area under the flooded righting arm curve up to 20 degrees from equilibrium in the direction of heel Max_GZ The maximum of this righting arm curve within the 20 degree range If a flooded condition fails to meet more than one of the IMO REG 25 requirement Mate will state only one of the reasons in the Reason column The other columns may reveal other problems Chapter 12 Sloshing Resonance Sorry Tank sloshing analysis is not implemented in this version of Mate 105 106 CHAPTER 12 SLOSHING RESONANCE Chapter 13 Hotspot Stress Analysis 13 1 Obigatory Warning CTX Mate has the capability of estimating longitudinal stress via clas sical beam theory This is known as hotspot analysis The name comes from the fact that the analysis focuses on the points with the highest tensile and compressive stress and the point with the highest stress to yield Tf the ship has a a great deal of heel more than 5 degrees then the worst case stress can be considerably higher than that assumed by the Classification Society in determing the allowables Thus in this case it is a good idea to use hotspot analysis to check the worst case stress Hotspot anal
196. package includes a command called ctx_hull ctx_hull prepares a standard hydrostatics table for the subject ship ctx_hull has at least two purposes e to compare CTX Mate offsets and the resulting hydrostatics char acteristics with the yard or other sources of similar data for test ing purposes e as a preliminary design tool in evaluating a candidate hull form like any other hydrostatics program Since ctx_hull uses the same offsets as CTX Mate and the same programming to determine the hull displacement and centers of the displaced volume for a given hull orientation the results are the same as those generated internally by CTX Matel ctx_hull can be executed for a particular ship by issuing ctx_hull fleet ship where fleet is the ship s fleet code and ship is the ship s ship code ctx_hull will immediately display the hydrostatics table and put a copy of that table in ctx_hull txt in the current directory provided you have write permission on that directory It will also put an XML version of the table in ctx_hull ctx The XML format is far better suited for post processing 1 In this version ctx_hul1 is limited to ship with a single hull consisting of a single sub body Unfortunately most current tanker designs meet this criteria 167 168 CHAPTER 21 HULL HYDROSTATICS ctx_hull supports the following command line options ship dir xxxxwxw This option allows you to specify the ship s Mate data folder directly rr
197. past the downflooding angle then area will be constant margin The earth vertical distance between the lowest Unprotected downflooding point and the sea level 4 It is possible that Mate s calculations will fail to converge in which case the righting arm will stop at the last heel for which convergence was obtained A 7 THE STABILITY SUB REPORT 195 Figure A 3 Excerpt from Stability sub report lt ctx_Arm side stbd area_to_30 1 274 area_to_40 2 067 gz_max 4 614 gz_mode_ 37 36 flood_deg 43 18 flood_name LIFTDOORA gt lt ctx_Arm_point heel 0 14 gz 0 000 area 0 000 margin 12 311 gt lt ctx_Arm_point heel 2 36 gz 0 386 area 0 008 margin 11 951 gt lt ctx_Arm_point heel 4 86 gz 0 783 area 0 034 margin 11 566 gt lt ctx_Arm_point heel 7 36 gz 1 194 area 0 077 margin 11 166 gt lt ctx_Arm_point heel 9 86 gz 1 618 area 0 138 margin 10 752 gt more points lt ctx_Arm_point heel 39 86 gz 4 600 area 2 056 margin 1 460 gt lt ctx_Arm_point heel 42 36 gz 4 535 area 2 256 margin 0 364 gt lt ctx_Arm_point heel 44 86 gz 4 426 area 2 320 margin 0 745 gt lt ctx_Arm_point heel 47 36 gz 4 278 area 2 320 margin 1 863 gt lt ctx_Arm_point heel 49 86 gz 4 096 area 2 320 margin 2 988 gt lt ctx_Arm gt lt ctx_Arm side port area_to_30 1 253 area_to_40 2 040 gz_max 4 582 gz_mod
198. point loads nor change their location on the Mainscreen Do do this you much choose Edit Point Loads from the Edit menul When you select Edit Point Loads a five column window the Point Load Screen will appear The columns are NAME The name of the load as it will appear on the Mainscreen and in the reports This must be no more than 8 characters and no less than 2 with no embedded blanks use underscores Each point load must have a different name WT The weight of the point loads in tons XS The longitudinal position of the load forward of the Aft Perpen dicular in meters Aft of the AP is negative YS The transverse position of the load This is distance off the center line in meters Port of centerline is positive starboard is negative 1 Some owners have a policy of allowing crews only to change the weight of existing point loads in which case the Change button see below will be disabled 67 68 CHAPTER 5 POINT LOADS ZS The height of the load above the baseline in meters There is one row in the table for each point load You edit the Point Load Screen in almost the same way that you edit the Mainscreen Move around with the arrow keys and simply type in the changes Insert and Overwrite mode works the same way as in the Mainscreen However there are two important differences 1 If you want to delete a point load simply blank out the point load name 2 You can add a new point load by typing a name in any bla
199. port filename of the form type_nnnnn fmt where the type prefix indicates the kind of report nnnnn is the process ID number and the fmt extension indicates the report format These isn t must point in keeping reports based on unfiled loading patterns so Mate regards any such files as temporary Such files will be automatically deleted when you quit your Mate session If there have been no changes to either the tank data or the parcel data since the last time you saved the loading pattern per Section then the current loading pattern on the screen will be properly filed in the loadfile named on the Titlebar In this case Mate will make up a report filename of the form type_load fmt where the type prefix indicates the kind of report load is the name of the current loading pattern file without the leading 1f_ and the fmt extension indicates the report format Thus if your current loading pattern is filed as 1f_rast1_faop the reports based on that loading pattern will be named type_rast1i_taop fmt The loadfile name without the leading 1f_ is called the loadname Such report files are not deleted when you quit the Mate session 3 Normally all of Mate s reports are filed in the same folder where the loadfile upon which the report is based resides See Section 2 3 How ever if the user has specified the rep_dir command line option the reports will be filed in that directory See Section 2 4 Onboard in actual tanker operations use of t
200. prompted for a crude API at standard conditions 60F and vacuum Enter the API of the crude or product you are interested in You will then be prompted for a temperature Enter the temperature in degrees F If method is c or P you will prompted for a density in kg m3 at standard conditions 15C and vacuum Enter the density of the crude or product you are interested in You will then be prompted for a temperature Enter the temperature in degrees C After you respond to the density and temperature prompts ctx_vf will display the the Volume Correction Factor the ratio of the density at your ambient temperature to that at 60F 15C to five significant figures then the VCF rounded to four decimal places the Table 13 WCE for this API and the resulting densities in air using the four and five decimal places VCF s respectively 19 1 USING THE CTX_VCF COMMAND 163 ctx_vcf will then ask you if you want to enter another combination of density and temperature and continue to do so until you answer no If the print option is set a hardcopy of your ctx_vcf session will be printed out when you quit This command uses the same VCF computation as Mate so it will duplicate Mate s density calculations for parcels with the same parcel type standard density temperature and rounding options Mate s Table 6A 6B VCF calculation is based on the algorithm out lined on pages X 100 to X 102 X 122 to X 125 in API Standard 2540 Manual of Petr
201. r as I know is all of them Class s assumption that a loading program should return to exactly the same solution is just plain incorrect Commercial loading programs use a number of devices to hide the fact that the results are not exactly the same CHAPTER 0 TESTING MATE Chapter 1 Overview of CTX_Mate 1 1 Capabilities CTX_Mate is a combination tanker loading program cargo survey report generator and salvage and oil spill reduction package Loading Instrument Mate does standard tanker loading and longitudinal strength calculations based on shear force and bending moment allow ables but more accurately reflecting impact of trim and heel on cargo location Mate understands the difference between earth vertical and ship vertical and keeps all weight and buoyant forces earth vertical re gardless of the ship s trim and heel Mate is not limited to symmetric loading patterns Mate automatically estimates hull deflection Survey Report Generator Mate can prepare fully filled out cargo survey reports for each of the four standard cargo survey situations a tanker can face 1 before load OBQ 2 after load 3 before discharge and 4 after discharge ROB Mate implements Tables 6A 6B 54A and 54B allowing a fairly full range of Volume Correction Factors This saves ship and crew time and insures that all survey reports are free of calculation errors These reports may be post processed to obtain in transit loss gain etc Mate s
202. ractional displays If the screen is showing the absolute shear force and bending moment curve then selecting this button will flip you to the fractional and vice versa PLOT Selecting PLOT will print out a hard copy of the Strength Screen Short Table Selecting Short Table will display a pop up showing the actual shear force and bending moment numbers at the ship s major frames tranverse bulkheads AP FP etc as well as the frames at which the shear force and bending moment obtained their absolute maximum and their fraction of the allowable max imums All the frames at which Class requires that the shear 86 CHAPTER 8 LONGITUDINAL STRENGTH force and bending moment be checked are included in this table These are also the frames that are marked on the strength plot The command bar along the top of this screen allows you to save this table in a variety of formats See Section 8 3 The strength table contains eight columns Frame The Frame name Actual Shear Force The shear force at that frame in tons Plus implies excess buoyancy forward Shear Force Allowable The relevent shear force allowableB The column header indicates whether this is the At Sea or Harbor allowable Percent of Allowable The ratio of the actual shear force to the allowable as a percent Actual Bending Moment The bending moment at the frame in ton meterss Plus implies hog negative sag Shear Force Allowable The relevent bending moment allow able This
203. re selects it So if you want to see the same frame again simply click on OK on the list of frames Walk Thru Thus is perhaps the most useful of the drawing but tons Clicking on the Wazlk Thru button will prepare a set of transverse section drawings all with the the tank liquids displayed and the sea level horizontal The actual set will de pend on how your ship s data was set up But if your ship was set up per CTX recommendations there will be at least one drawing for each set of cargo tanks across Each such draw ing will show the section one frame forward from the aft end of those tanks which is normally close to the main gauging points for those tanks The drawings will be arranged from forward to aft You can click through these drawings with the forward arrow on the pop up window and go backward with the back arrow Thus you can quickly walk thru through each set of tanks checking the situation fairly close to the ullaging point Tank Plan CTX Mate has a limited ability to prepare loading pattern plans Clicking on the TankPlan button will generate a plan view of the ship slightly below the deck level The contents of this drawing will depend on the following Options which are set via the Options menu Show Cargo If this option is set to N the tank plan will 21 The TankPlan button is not available in Damage mode 48 CHAPTER 3 THE MAINSCREEN simple show an outline of the ship and the bulkheads Tf this option i
204. re sent in from the ships in folders which are read only for office personnel to prevent the office from inadvertantly or otherwise changing these patterns Tha real intended use of this form of the Mate command is in non operational applications where the fleet ship voyage breakdown is not appropriate But it can used operationally by owners who for whatever reason do not think this is a logical structure However if they do so they will not be able to launch Mate from the desta 12 Unless they write a specialized start up script This is not a big job See the Mate Programmer s Manual Chapter 3 The Mainscreen 3 1 The Five Sections When you start Mate either by clicking on Go in the start up form or with a mate command it will take Mate a few seconds to read in all the hull and tank offsets and then balance the ship for the initial loading pattern If all goes well Mate will then display a large window which is known as the Mainscreen FigurelB 1 show a highly simplified Mainscreen J To see the Mainscreen in all its glory fire up a Mate session The Mainscreen will stay on your terminal until you end this Mate session To activate the Mainscreen the mouse must be somewhere in this window The Mainscreen consists of five sections Titlebar Along the top of the window you will find a Titlebar which shows the ship s name and the key options being used in this run including the name of the current loading pattern These s
205. riable applies only to tanks that are grouped 190 APPENDIX A MATE XML REPORTS Figure A 1 Excerpt from Damage Mode Tank sub report lt ctx_Tanks mode D gt lt ctx_Tank name 1C i temp 15 56 tovintact 40316 4 lt ctx_Tank gt lt ctx_Tank name 2C E temp 15 56 wl_ze 12 022 tov 47619 7 leg_xe 262 710 lt ctx_Tank gt lt ctx_Tank name 1P di temp 15 56 wl_ze 1 736 tov 39958 6 hydroloss 22212 8 dam_hi_xs 300 000 dam_lo_xs 300 500 leg_xe 317 619 type C par AL sg 0 85019 grp 1P gt type C par AL sg 0 85019 ullage 1 436 wt 40485 9 tcg_ye 0 489 type C par AL sg 0 85019 oil_sw_ze 11 467 wt 36274 8 exchgloss 13292 1 dam_hi_ys 30 100 dam_lo_ys 25 350 tcg_ye 5 796 lt ctx_Tank gt more tanks lt ctx_Tanks gt dip_pt UL opt G vc 1 00000 dip_pt UL opt P vcf 1 00000 innage 31 425 igs_mm 510 vcg_ze 3 671 dip_pt UL opt D vc 1 00000 ullage 12 178 igs_mm ml 510 tovintact 21855 0 dam_hi_zs 10 000 dam_lo_zs 3 300 vcg_ze 8 633 hbl moi_m4 innage hbl crit_ze moi_m4 7 938 79913 gt 20 234 0 000 11 467 81822 gt A 6 THE STRENGTH SUB REPORT 191 A 6 The Strength sub report If you need the longitudinal strength results include a b short form or a B long form in the sub report option
206. riable applies only to the lead tank in a group oil_sw_ze The height of the oil sea water interface above sea level in the tank This in measured in the direction of gravity crit_ze The height above sea level of the damage location that deter mines the outflow This will be the lowest point of the damage if the damage is entirely above sea level the highest point of the damage if the damage is entirely below sea level otherwise it will be the waterline 0 000 dam_hi_xs The distance forward of the AP of the high point of the damage measured along the ship centerline dam_hi_ys The transverse location of the high point of the damage Port is positive 1 A number of Normal mode tank variables are not applicable in Damage mode These are not included in the Damage mode sub report 2 Not quite true since drawing down the tank will change the ship s drafts and heel slightly Down in this case is in the direction of gravity A 5 THE TANK SUB REPORT 189 dam_hi_zs The distance of the high point of the damage above the baseline measured parallel to the Aft Perpendicular dam_lo_xs The distance forward of the AP of the low point of the damage measured along the ship centerline dam_lo_ys The transverse location of the low point of the damage Port is positive dam_lo_zs The distance of the low point of the damage above the baseline measured parallel to the Aft Perpendicular grp The lead tank with which this tank is grouped This va
207. rks which are parallel to the ship s transverse bulkheads Mate reports depth for example the hull s LOW_PT as measured by a plumb bob Therefore if the ship has substantial heel and or trim the maximum draft might be 22 m and the low point might be 21 8 m 21 8 m below waterlevel For normal heel and trim the difference is usually negligible but in damage situations the difference can be very significant For point loads Mate ignores ithe PT column CGO The fourth column is the tank s parcel code which must be one of the two character codes in the first column of the loading pat tern s Parcel Screen see Section A I or sw if the tank liquid is sea water whose density is the same as the external sea water Blanks are allowed in this column only if the tank is empty hid den or free flooding This column tells Mate which liquid is in each tank If you want to switch parcels around simply change the corresponding parcel codes Case is important The Parcel Screen screen is the only way the user can specify a parcel den sity For example if the charterer wants to load two batches of Arab Light with differing API s there must be two lines in the Parcel Screen one called say A1 and another say A2 and Mate will handle the situation correctly For damaged tanks this column must be the pre damage parcel or sw if the tank was empty prior to damage 9 Tf this is your first experience with Mate click on the Parcels button
208. rly empty the overall results with respect to draft and trim and longitudinal strength will be usable If the tank is sizable and not nearly empty check the difference between the volume required and the volume reached if this difference is small the overall results will be usable but file a bug report See Section 17 5 If Mate is able to get convergence in each tank then it has never failed to obtain convergence in hull balance If this occurs it is a good sign that the situation is truly unstable This can be checked by re running with the drafts and heel fixed This can be done by switching to damage mode and clicking on Grounded When Mate prompts you for the drafts and heel enter the approximate drafts and heel and then run the Stability analysis If the loading pattern is unstable change it or don t use it If the pattern is stable file a bug report 22 4 Other Error If you encounter any other type of problem it is probably hardware or operating system related Switch to the back up computer When time permits fill out a complete bug report If despite all the redundancy you can t get any of the hardware working call email the office with the loading pattern s you need and use the office s computer s to make the runs Another option is to contact a sistership with the same request maybe we should have a server independent backup 22 5 Bug Reports CTX Mate maintains a Log File of every session The contents of
209. rm area between equilibrium and 20 degreese is less than the IMO REG 25 mimimum of 0 0175 meter radians LOW_GZ Righting arm maximum is less than the IMO REG 25 mimimum of 0 1 meters UNPROTECTED An unprotected downflooding point would be immersed by a heel of 20 degrees or less from equilibrium For the purpose of this calculation all downflooding points which can be closed are regarded to be closed Also points which flood the spaces that are already assumed to be flooded are ignored This is an entirely different criterion from that labeled FLOOD ING FLOODING has to do with openings that will be immersed at the damaged equilibrium draft trim and heel The UNPRO TECTED criterion has to do with openings that would only be immersed at the non equilibrium heels which Mate artificially in duces in order to calculate the righting arm curve NO_CONVERGENCE Mate was unable to converge probably be cause the ship is unstable The remaining columns in Figure LJJin order are Heel Equilibrium Heel in degrees after Flooding is too starboard It is possible that the ship will heel away from the damage If a 104 CHAPTER 11 IMO REGULATION 25 fully loaded cargo tank is regarded as free flooding the weight of the liquid in the tank after flooding is often less than the weight before Draft_FP Flooded draft at the Forward Perpendicular Draft_AP Flooded draft at the Aft Perpendicular Min_Mgn The lowest vertical distance between a d
210. rmat for saving that report The naming conventions for the ROB report are the same as for the OBQ except that the report file names start with rob_ rather than obq The ROB report is normally used only after the final discharge but in many respects it is the most useful and flexible of all the standard industry cargo survey reports Table T1 2 shows a sample ROB report The ROB report is similar to the OBQ report except that it uses the tank temperatures to convert any remaining observed oil volumes to standard volumes and summarizes the results by parcel Because of the format used Mate cannot prepare an ROB report for loading patterns that have both English and Metric unit cargo parcels If you try you will get an error message to this effect The cargo survey reports are the only Mate functions which make use of the FREEWTR and NONLIQ columns on the Mainscreen All the other functions include the FREEWTR and NONLIQ quantities in the cargo Mate assumes the Non Liquid sometimes known as Unpumpables quantity underlies the free water Mate further assumes the top of the non liquids is parallel with the ocean This implies that the free water innage must be at least as great as the non liquid innage An attempt to enter a free water innage which is smaller than the non liquid innage will be rejected by Mate This means that free water and non liquid innages must usually be entered in that order Mate computes the free water volume based
211. rn Make sure the IGS_mm column is cor rect Examine the HBL_m column Any tank whose HBL_m number is comfortably negative cannot be the source of bottom leakage Con centrate on the tanks with positive HBL_m If the IGS pressure is positive and it is prudent vent these tanks or at least drop the IGS pressure as far as you prudently can It then may be a good idea to seal off these tanks if you can in an attempt to generate a vacuum in the tank that is leaking Start ballasting the ship down see next section and begin transferring from the tank most likely to be the source to any tank either known to be undamaged or having a comfortably negative HBL_m Continue until the HBL_m of the tank being drawn down goes negative it is not holed on the bottom and then switch to the next most likely If at any time in this process the leakage stops the tank that was being drawn down at the time is the source of the leak If you have enough pumps and space you may choose to draw down more than one tank at a time The trade off is possibly halting the leakage sooner but then being left with some uncertainty as to which tank is leaking You can accomplish both goals by staggering the draw down that is drawdown multiple tanks at once but make sure that the drawdown is uneven so that when the leakage stops a minimum number of tanks hopefully only one have an HBL_m that has just gone from positive to negative That tank is the culprit Pay almo
212. rrent load name the load file name without the leading 1f_ Otherwise the report will be placed in a temporary file tank_nnnnn ctx where nnnnn is the process ID Figure T14 7 1 shows an abbreviated Tank report The format is in self identifying XML and follows the same rules as for the loadfile Section 6 21 The Header Options Tilt and Parcels sub sections are exactly the same as for a loadfile The difference is the Tanks sub section where the report contains a lit tle paragraph for each non hidden tank and compartment everything between CON lt ctx_Tank and lt ctx_Tank gt Within that paragraph is just about everything you need to know about that tank especially when combined with the parcel data The ctx_Tank variables are name The tank compartment name type The tank compartment type which will be one of C G S Cargo Gale Ballast Slops which are all treated as cargo tanks B bal last f Heavy fuel oil d Diesel oil c Cylinder oil s other lube oil w fresh water L liquid not specified V non tank compartment The format is also the same as the ctx_Tanks section in the Full report from the Export menu Section 72 The only difference is that in the Tank report the post processor can but need not assume the tank is undamaged 124 CHAPTER 14 CARGO SURVEY REPORTS par The parcel code which will match one of the codes in the ctx_Parcels sub section dip_pt The currently selected dippin
213. ructural strength 2 If ship survivability is not an issue and all the damage is below the waterline the tank with the highest damage should be the lead tank of the group 3 If ship survivability is not an issue and all the damage is above the waterline the tank with the lowest damage should be the lead tank of the group 4 If ship survivability is not an issue and the damage strad dles the the waterline any tank whose damage straddles the waterline can be the lead tank Pick the tank with the most extensive damage near the waterline It is quite possible to have internal damage that is not fully com municating An obvious case is when the damage in a wing ballast tank extends much higher than the the damage in the adjacent cargo tank In the extreme if very unlikely case where the wing ballast tank is damaged all the way up to the waterline while the cargo tank is damaged only on the cargo tank bottom In this case outside in flow will be much more accurate Once again see CTX PTS for a complete discussion The problem arises in intermediate cases where the damage in the wing ballast tank is more extensive vertically than that in the adjacent cargo tank but not dramatically so The rules here 4 Tf the liquid density in the two tanks is the same then any connection down low will be fully communicating However if one tank contains water and one contains oil then two tanks will be fully communicating only if the internal d
214. ry design applications allowables for the ship may not yet be available After all they are an output of the design process In this case only the absolute plot will be available and it will not show any allowables Similarly early in the design process 83 84 CHAPTER 8 LONGITUDINAL STRENGTH to read the absolute plot contains more information The user can switch back and forth as he desires See Section 8 2 on controlling this option The allowables in question may be either the At Sea condition allow ables or the Harbor condition allowables at user option This option is controlled from the options menu Section 5 4 The currently selected condition is shown in the top left corner of the screen The relative plot shows the the ratio of the actual shear force and the actual bending moment to the allowable shear force and bending moment at each station If the absolute value of that ratio is larger than 1 00 at any point above the 1 00 line or below the 1 00 line on the plot then the loading pattern is illegal This plot extends only over that portion of the ship for which the allowables are actually assigned normally the pump room to the aft end of the forepeak tank When using this plot remember that a jump in either curve may be the result of a change in the allowable not necessarily a change in shear force or bending moment The absolute plot shows both the absolute value of the bending mo ment ton meters and shear
215. s Figure contains an excerpt from a sample Strength sub report The sub report begins with a header section showing the size and location of the maximal shear force bending moment and deflection All these values are self explanatory with the exception of shear_error and moment_error These are the shear force and bending moment imbalances at the bow Mate works aft to forward They should be near zero There will be a ctx Beam element for each frame in the report If the b option is specified then only the major frame and the maximal frames will be included This includes all the frames that Class requires so in many cases this will be all you need If the B option is specified then every frame in the ship will be included A large tanker may have as many as 200 frames In many situations this will be over kill In either case the ctx Beam variables are name The frame name xs The longitudinal location of the frame foward of the AP in meters show A flag which indicates whether the frame is included in the short form report If this field is Y the frame will also be delineated on the shear force bending moment plots sf The shear force at the frame in tons Plus is excess buoyancy forward bm he bending moment at the frame in ton meters Plus is hog hog The vertical hull deflection at the frame relative to the baseline in meters Plus is hog negative is sag If a hull Moment of Inertia curve is not available this field wi
216. s Fahrenheit to the nearest tenth of a degree and Celsius to the nearest hundreth of a degree regardless of the currently selected rounding policy The API density rounding options are similar Round API SG to 0 01 0 0001 If this option is chosen Mate will round API Table 6A and 6B parcels to the nearest 0 01 degree kg m3 will be rounded to the nearest 0 1 kg m3 Few surveyors 14 2 ROUNDING 113 use this policy but this in Mate s default Internally Mate stores API s to the nearest hundredth of a degree and specific gravity to the nearest 0 0001 Round API SG to 0 1 0 0005 If this option is chosen Mate will round API to the nearest 0 1 degree kg m3 will be rounded to the nearest 0 5 kg m3 This is the ASTM recommendation and the policy used by most surveyors Round API SG to 0 5 0 0005 If this option is chosen Mate will round API to the nearest 0 5 degree kg m3 will be rounded to the nearest 0 5 kg m3 Some American surveyors round API to the nearest half of a degree This is completely inconsistent with and makes a mockery of their attempts to compute volumes to six or more sometimes 9 decimal places If you run into a surveyor who uses this strange policy run the numbers both with API rounded to 0 1 and 0 5 degrees If the error associated with 0 5 degrees works against the ship the CTX recommends issuing an LOP On the Tank Table Mate always shows API to the nearest hundreth of a degree and SG to the nearest 0
217. s case Mate will report area numbers for the high side which are smaller possibly zero for 30 to 40 than actual As a practical matter we are only interested in the righting arm on either side of equilibrium especially if we have 10 or more degrees of heel In these situations ignore the A749 high side areas and focus on the righting arm curves in the top half of the report which are correct The seventh line contains the Metacentric Height GM uncorrected for free surface The eight line contains the GM corrected for free surface This correction is based on the conventional assumption that the effect of the free surface is equivalent to raising the liquid in the tank by the ratio of the tank waterplane moment of inertia to the hull displaced volume This is usually an accurate assumption but can be over conservative if the tank is nearly full The ninth line labeled GM_Corr 1 is the metacentric height computed by dividing the righting arm at 1 degree heel by the sine of 1 degree This calculation assumes the righting arm curve is linear or nearly so be tween 0 and 1 degree which will almost always be the case Usually in intact situations there will be nearly no difference between GM_Corr and GM_Corr 1 However if the tank is full or nearly full GM_Corr may be somewhat lower than GM_Corr 1 This is an indication that the free surface effect is actually smaller than that based on the tank waterplane due to the fact that the tank is
218. s set to T tank type the cargo tanks and only the cargo tanks will all be fully colored If this option is set to Y a portion of each cargo tank will be colored That portion is proportional to the tank s percent full Thanks to a bug in preparing this drawing for certain tank arrangements a line will extend from one tank into a neighboring tank Fortunately it s pretty obvious what s happening Each parcel has its own color The color is chosen by Mate on the basis of the parcel s standard density Lighter cargos are lighter and more yellow Heavier cargos are darker and more purple Mate tries to pick colors that will show up differently even if the parcel densities APIs are nearly the same as is often the case This means that the colors of all the parcels will change if you change any of the parcel densities API sE Despite this if the APIs densities are close enough it can still be difficult to see the difference in colors In this case choosing the Ver bose option in the Options Menu will display the parcel code on each tank You may need to also choose the Ex pand Beam option to keep the text for each tank within the tank boundaries Show Wide If this option is Y the beam dimension will be trebled relative to length This can be useful if you are putting a lot of text onto the drawing or using it as a scratch pad Show Text This option controls the amount of text which will be shown on the tank plan N
219. served volume in cubic meters This is the TOV less freewater and non liquid volume gsv The gross standard volume in cubic meters This is the GOV converted back to the parcel s standard temperature wt The weight of the GOV liquid in the tank in tons 14 7 THE ULLAGE EOP REPORT 125 Icg_xe The longitudinal center of gravity of all liquids in the tank in earth coordinates tcg ye The transverse center of gravity of all liquids in the tank in earth coordinates vcg_ze The vertical center of gravity of all liquids in the tank in earth coordinates moi_m4 The transverse waterplane moment of inertia The last four variables are used only in tanker design applications and may be ignored in tanker operations Notice that internally Mate stores temperature and volume in metric units even for Table 6A and Table 6B parcels 126 CHAPTER 14 CARGO SURVEY REPORTS Figure 14 1 Excerpt from CTX style cargo survey report lt ctx_Report opts HOtPT time 2006 10 08T16 12 45Z version 0 37 varient BASE path X uldh V DEMO obq 1d al98dep xm1 ship_dir X uldh DATA MATE scant_dir gt lt ctx_Header fleet U ship al shipname Hellespont Alhambra imo_number 9224752 voy_num leg type None port xxxx berth titlei this is a template for loading pattern files as used by 0 25 and later title2 based on tfs u NLOAD 1 92 LF al98dep mod_time 2006 06 14T14 43 30Z lt ctx_Header gt lt ctx_Options mode N loadl
220. so full that the liquid is not free to flow from one side of the tank to the other In such cases GM_Corr 1 will be more accurate However in intact situations you may not legally use a loading pattern for which GM_Corr is less that 0 15m In damaged situations the IMO 749 requirements do not apply the righting arm curve itself is the key In such situations Mate correctly accounts for flooded spaces so the righting arm curves represent the residual stability 94 CHAPTER 9 STABILITY Figure 9 1 Sample Righting Arm Table LOAD PATTERN DRAFT fwd aft DEMO ULCC IMO Number 9235268 CTX_MATE 0 40 BASE STABILITY REPORT If_al98dep HEEL 19 59 26 89 TRIM DEMO AUTHOR MARGIN 12 311 12 403 12 484 12 548 12 594 12 618 12 618 12 556 12 394 12 130 11 778 11 347 10 845 10 278 9 651 8 975 8 260 7 514 6 741 5 946 5 128 HEEL 0 14 2 36 4 86 7 36 9 86 12 36 14 86 17 36 19 86 22 36 24 86 27 36 29 86 32 36 34 86 37 36 39 86 42 36 44 86 47 36 49 86 0 14 DATE 7 30 PORT root BERTH STARBOARD GZ m AREA MARGIN 0 000 0 000 12 311 0 386 0 008 11 951 0 783 0 034 11 566 1 194 0 077 11 166 1 618 0 138 10 752 2 056 0 219 10 319 2 507 0 318 9 866 2 954 0 437 9 364 3 363 0 575 8 769 3 710 0 729 8 079 3 988 0 897 7 307 4 206 1 076 6 464 4 373 1 263 5 559 4 497 1 457 4 597 4 578 1 655 3 587 4 614 1 855 2 537 4 600 2 056 1 460 4 535 2 256 0 364 4 426 2 320 0 745 4 278 2 320
221. sses the ullage in each tank It adjusts this guess of the ullage until the results for that tank match the volume in the tank It does that for each tank in turn It then checks to see if the resulting weights and positions of all the tank liquids match the hull s buoyancy and longitudinal and transverse centers If not Mate adjusts its guess and repeats the process until everything is in balance If Mate is unable to reach a balance after a large number of tries it will give up and generate a series of error messages in the launch window This is known as a convergence failure Almost always the problem is not the overall hull balance but rather the determination of the position of the liquid level within an individ ual tank The most difficult problem Mate faces is the combination of a nearly empty tank and very large heel or trim This combination occurs most often during the righting arm computation when doing stability analysis In this computation Mate must assume very large angles of heel up to 50 degrees At such large heels the guessing process which the program uses to zero in on where the waterline is within the tank can become confused especially if the tank is nearly empty If the stability calculation fails to converge you will not only get warning messages in the launch window but the analysis will stop at the last heel angle which did converge This will show up in error messages on the stability plot and report Almost alw
222. st no attention to where the oil seems to be coming up I have been involved in three cases of a leak whose location was uncertain In all of these the apparent location of the leak was misleading Oil leaking on the bottom gets caught by the bilge keels and then gets 144 CHAPTER 16 DAMAGE MODE pushed forward or aft by the current and the flow under the hull The result is that HBL_m numbers are far more important that the apparent source of the leak 16 5 Minimizing spillage whose location is known As soon as the the location of the damage is known proceed as follows 1 If the ullage pressure is positive vent the damaged tank s or at least lower the IGS pressure as far as you prudently can If the pressure is negative do your utmost to seal off these tanks to maintain the vacuuum Enter the Mate IGS pressure for these tank s accordingly 2 Go to Damage mode Using the current loading pattern change tank OPT for the externally damaged tanks to D for the externally damaged tanks that you are unable to seal off and to S for the externally damaged tanks that you are able to seal off 3 Enter the high point and the low point of the damage in each externally damaged tank See Section 16 6 for details 4 If there is sufficient internal damage between two tanks so they are effectively communicating then group the non externally dam aged tank with the externally damaged 5 If you are sure the internal damage is low in the ship
223. sverse Position The distance of the opening off the centerline Port is positive starboard is negative The last two columns are aimed at identifying the opening in the unlikely case that the opening name is not meaningful or ambiguous Thus these two numbers are in ship coordinates However the height above waterline is measured in the direction of gravity and will be quite different from the vertical location of the opening above the baseline when the ship is at even keel The command bar at the top of rhe righting arm window has six buttons XML Selecting XML will produce a downflooding report in CTX s XML format See Section A 8 for details This report is designed for post processing It is included in the EXPORT menu re ports if FLOODS or All is selected If the loadfile name matches the current loading pattern there have been no changes to the loading pattern since you last saved the loadfile then this downflooding report will be filed in flood_load ctx where load is the load name Otherwise the report will be filed as flood_nnnnn ctx where nnnnn is the process ID number LATEX Clicking on the Latex button will file the flooding report in the Latex mark up language The file naming rules are the same as for the XML report except that the file extension will be tex Troff Clicking on the Troff button will file the flooding report in the Troff mark up language The file naming rules are the same as for the XML report e
224. t can be used to quickly compare Mate s hull numbers with any standard hydrostatic table ctx_tank The Mate package includes a command ctx_tank which serves 12 CHAPTER 1 OVERVIEW as a computerized set of tank tables No need for any interpolation or trim heel correction The program will correct for temperature by Tables 6A 6B 54A 54B if desired Unlike normal tank tables ctx_tank s numbers are good even when the tank is almost dry and there is a great deal of trim and heel ctx_tank computes the tank volume and centers using exactly the same code as Mate So it can be used to compare Mate tank volumes for a given ullage innage and trim and heel with those of standard tables ctx_vcf The Mate package includes a command ctx_vcf which calculates VCF WCF and density for a given standard density or API and temperature according to API Tables 6A or 6B or 54A or 54B Various rounding options are available ctx_secmod The Mate package includes a command ctx_secmod which calculates the section moduli and other cross sectional strength num bers for any scantling cross section given in the ship s Mate data base This command is an integral part of the CTX Tanker Design Package 1 2 Limitations and Bugs Mate currently has at least the following limitations 1 Mate does not attempt to model shear flow Therefore the shear allowable must be based on a worst case distribution of shear force between longitudinal bulkh
225. t straddle at least one frame Otherwise the Hotspot stress anaylsis will fail to pick up the damage as it moves from frame to frame To Group or not to Group Two tanks are communicating if liquid can flow from one to the other internally either via damage or the ship s systems e g sluice valves In general the problem of communicating damage is very complex and there is really only two cases that Mate can handle Inside Out That is when the internal damage between two tanks is such that they are fully communicating Two tanks are fully communicating if the internal damage or other con nection between them is such that the equilibrium waterline 148 CHAPTER 16 DAMAGE MODE within each tank will be the samel Effectively the same thing will happen if the internal flows are much faster than the external flows Outside In The internal damage is low in the ship and the external flows are much faster than the internal flows If two or more tanks are fully communicating then the solution is simple they should be grouped If two or more of these tanks is also externally damaged the question arises as to which tank should be the lead tank of the group Here are the rules 1 If ship survivability due to structural failure is the primary concern and more than one tank is badly damaged don t group Put in the damage locations of all such tanks The spillage results will be wrong but this will give you the best estimate of remaining st
226. tem the voyage number is a three digit integer with leading zeros that is 001 002 and so onf The leg code is of the form ppppn where pppp is the leg s four digit FAOP port code and n is the leg index with the initial leg of the voyage having an index of 0 the next leg 1 and so one See the CTX Tanker Filing System Manual for details The berth field can either be the berth number or name eg SBM203 or the name of a lighter or mothership The loading pattern type is one of OBQ Arrival at load port There should be exactly one of these for each load port Load Intermediate loading pattern FAOP Departure from load port There should be exactly one of these for each load port EOP Arrival at discharge port There should be exactly one of these for each discharge port or lighter Dsch Intermediate discharging pattern ROB Departure from discharge port There should be exactly one of these for each discharge port or lighter B_BFO Before Bunkering A_BFO After Bunkering NOON Noon Report None Unspecified This type should be used only in non operational contexts Pick the appropriate type via the spinbox else If you run into this situation you will have no choice but to use a different file name Loadfiles in the V TEST folder do not have this protection 3 Or TEST Each voyage has its own sub directory The TEST voyage is used for training and Class survey tests 6 2 THE LOADFILE FORMAT 73 You can can
227. tern file host is the hostname of the computer on which the report was generated 179 180 APPENDIX A MATE XML REPORTS The ctx_Summary element contains the main results Each value is sandwiched in an element which shows the name of the value All weights are in metric tons All linear dimensions are in meters reas are in square meters volumes in cubic meters moments in ton meters Most of the values in the Summary are self explanatory However a few need a little explanation displacement Buoyancy in tons This is also the weight of the ship fixed loads and all liquids in tanks and compartments less any grounding reaction bfo_dwt Tons of liquid in the ship s main fuel tanks Does not include MDO marine diesel oil unless that is the ship s main fuel other_dwt Does include MDO draft_fp Draft at the forward perpendicular measured parallel to the aft perpendicular draft_ap Draft at the aft perpendicular measured parallel to the aft perpendicular heel_deg Rotation about the ship s centerline in degrees Positive is to starboard gm Metacentric height before free surface correction gm_corr Metacentric height after free surface correction Icg_xs Ship s longitudinal center of gravity forward of the Aft Per pendicular measured parallel to the ship s centerline Icb_xs Ship s longitudinal center of buoyancy forward of the Aft Per pendicular measured parallel to the ship s centerline The lcg_xs an
228. the Reports menu will pop up the HotSpot window which will show a plot of the worst case ratio of tensile stress to material yield stress at each frame for which Mate has been given the necessary structural data See Chapter 13 for details including how to change the wave bending mo ment option If the ship is in semi protected waters then it will nor mally be OK to use the Harbor bending moment If conditions are really calm with no swell then go ahead and use the No Wave option If the worst case stress is comfortably below the material yield stress using the wave bending moment appropriate to the situation then it is probable that progressive structural failure is unlikely However hotspot analysis must be used with a great deal of judgement The following caveats apply 1 Hotspot analysis uses classical beam theory to estimate the the worst case stress It models structural damage by removing lon gitudinal stiffeners and plating within the damage rectangle at each frame recomputing the section moments of inertia and the neutral axis and then assuming all the assumptions of beam the ory apply In fact even an intact ship s hull is not well modeled as a beam The stress pattern is more complicated than beam theory assumes The more extensive the damage is the larger the errors associated with the beam theory assumptions For obvious example the stress concentrations generated at the sharp edges of the damage are not modeled There
229. the righting arm analysis will correctly flood the tanks compartments that have been breached Thus the Stability report button can be used to compute stability in both the intact and damaged situations The command bar at the top of rhe righting arm window has seven buttons PLOT REPORT SAVE DISMISS PLOT Clicking on the PLOT button or hitting the Alt G key with the cursor in the righting arm window will print a hardcopy ver sion of the graph 9 2 RIGHTING ARM CURVES 91 PRINT Clicking on the Print button or hitting the Alt P key with the cursor in the righting arm window will print a tabular sum mary of the righting arm calculations such as Figure 9 2 LATEX Clicking on the Latex button will file the stability report in the Latex mark up language If the loadfile name matches the current loading pattern there have been no changes to the load ing pattern since you last saved the loadfile then the stability report will be filed in arm_load tex where load is the load name Otherwise the report will be filed as arm_nnnnn tex Troff Clicking on the Troff button will file the stability report in the Troff mark up language If the loadfile name matches the cur rent loading pattern there have been no changes to the loading pattern since you last saved the loadfile then the stability re port will be filed in arm_load trf where load is the load name Otherwise the report will be filed as arm_nnnnn trf PDF Clicking on t
230. the selected directory Mate will put a small number of standard loading patterns in the directory After you are satisfied with the start up form click on the MATE button and after a short delay a large window the Mate Main screen will pop up You will also get a background window entitled Mate_Log_File This background window will keep track of warning 2 And possibly DEMO DEMO applies only to the CTX Mate demonstration ships 3 Some owners restrict the creation of new Voyage directories in which case an attempt to make a new voyage directory from the Mate start up form will raise an error In this case ask your Captain or other authorized personnel to create the new directory for you t Provided you have the proper permissions and Mate s self test is successfully com pleted If you don t get a Mainscreen check the launch window for error messages To 2 2 FROM THE COMMAND LINE 19 messages and God forbid abnormal errors It will be almost entirely obscured by Mate s Mainscreen If Mate is not responding the way you think it should move the Mainscreen to the right to read the Log File With luck it will explain what the problem is In the rest of this manual the Log File is referred to as the launch window It is possible and easy to run multiple Mate sessions at the same time Simply click on the Mate icon more than once However if you do this we strongly recommend that you put each Mate session on a different desktop
231. this file are similar to the messages in the Launch Window but more comprehensive The Log File contains a fairly complete history of each session and all the error messages Each Log File is created in 1 If the entered drafts and heel are close to correct Mate will recognize that the ship is not really stranded and any grounding reaction will be negligible 22 5 BUG REPORTS 177 the current working directory under the name matelog nnnnn where nnnnn is a five digit number Normally this file is deleted at the end of each session However if Mate senses something is wrong or the sessions ends abnormally or the User exits MLOAD by hitting Cntl C in the Launch Window the session Log File is not deleted Try this in the V TEST directory and then use any editor to display your Log File If there is more than one file named matelog nnnnn normally there should not be then the most recently modified log file is the one you want Issue 1s 1tr The last matelog nnnnn shown is the most recently modified Almost always this will be the one with the highest nnnnn If you are having a problem exit Mate via Cntl C and then email the session s Log File together with your own description of what you did and what went wrong to the office If possible include reports which show the error If you can include the loadfile and the F5 report based on that loading pattern If you have already left the session normally try to duplicate the error
232. to be aware of two things in making this test 1 You cannot change TANKOPT during this series of tests Suppose in the original loading pattern tank 1C had a TANKOPT of W a Weight of 32345 1 tons and an apparent percent full of 98 00 Often the Surveyor will make the original run switch to a TANKOPT of P note the 98 full change to a different percent and rebalance and then return to 98 00 full This looks like the same loading pattern from a percentage point of view but if you note the new tank weight carefully you may find that it is as much as 2 tons different from the original This is because in the original pattern the tank was not really 98 full but it might have been 98 004 full The only way to be sure of getting exactly the same values back is to note the value in the input column for the original TANKOPT change only that column and then change it back to exactly the original value You cannot change TANKOPT and expect to return to exactly the original loading pattern 2 Even if the loading pattern on the second run is exactly the same the results may be very slightly different This is because Mate will be starting from a different initial drafts and heel than in the first runl Often you cannot see the small differences in draft and heel since Mate only displays draft and heel to three decimal places Refer the Surveyor to Table Blon page 2 1 This is true of any loading program that uses trial and error which as fa
233. to overstress the ship during refloating even though the final refloated 2 More intelligent assumptions for a given situation are of course possible If the ship with aft trim is grounded aft on a flat bottom and the tide is going out a projected situation with less or no trim would be appropriate 17 2 GETTING THE SHIP OFF 155 situation is within limits Uncertainties in this regard can be narrowed by playing with a particular strategy until it just barely refloats the vessel If the bending moments and shear forces at this point are acceptable note the resulting heel and drafts trim Now rerun with the same loading pattern but use the stranded option fixed drafts and heels with this heel and reduce both drafts slightly If the bending moment and shear force numbers are still comfortably below limits you are probably ok If not look for a different strategy probably one that involves a more even distribution of the new buoyancy 3 But be wary in near zero trim situations where the center of the grounding reaction may be grossly in error 156 CHAPTER 17 STRANDING Chapter 18 Non GUI Use of CTX Mate This chapter is aimed at using CTX_Mate in tanker design and eval uation Tanker crews need not be familiar with it 18 1 Using Mate without a graphical interface CTX Mate is more than a tanker loading program It is a set of programs for performing naval architectural calculations It can be used as a tanker design tool For e
234. ttom will change with trim and heel If you measured ullage set the tank OPT to U If you measured innage set the tank OPT to I Do not do the innage to ullage conversion yourself The same sort of thing happens with volume and percent volume If you do not change a tank volume for OPT equals V or percent volume for OPT equals P Mate assumes that no liquid has entered or left the tank since the last balance that is it keeps the weight of liquid constant This means that if you change the temperature but not the volume for OPT equal V or the percent volume for opt equal P the volume percent volume will change to keep the weight constant This is almost always what you want and makes handling temperature changes very easy If nothing has happened except the temperature has changed simply enter the new temperature regardless of the value of OPT 25 Mate will do the right thing Mate s view of the right thing changes a bit if you have just changed a tank s parcel code or the parcel s type or standard density on the Parcel screen just in this context means since the last rebalance In this case Mate assumes that you do want to preserve innage ullage volume and volume percent if that is what the tank s OPT is In this situation the mass of liquid in the tank will change If you don t want that to happen you must set the tank OPT to W before changing the 25 The situation in which OPT is set to V or P and liqui
235. two minutes on an older PC During that time you will be locked out of Mate This check must be made and filed only for the FAOP and EOP loading patterns for each loaded leg Figure LI shows a portion of sample output of the IMO 25 check Each line represents one combination of flooded tanks and has ten fields The rightmost column indicates the tanks that were assumed to be flooded the leftmost is the index of that combination of tanks in imoreg25 If the check reveals no problems the second column OK 11 2 DISCUSSION OF IMO REG 25 103 will be Y and the third column Reason will be blank If there is a problem the second column will be N and the third column will be one of FLOODING At least one downflooding point is immersed at the post flooding equilibrium draft trim and heel Progressive flood ing could occur For the purposes of this calculation all the ship s downflooding openings are considered open even if they can be made watertight and are normally closed However downflood ing points which flood the spaces that are already assumed to be flooded are ignored HEEL_TOO_HIGH Heel at equilibrium is greater than 30 degrees or heel at equilibrium is greater than 25 degrees and the deck edge is immersed NEGATIVE_GZ The regulation requires that the flooded righting arm have a positive GZ for at least 20 degrees on either side of flooded equilibrium NEGATIVE_GZ indicates this is not the case LOW_ARM_AREA Righting a
236. u do not have the proper permissions or Mate detects an unrecoverable error in the input or encounters other unusual problems it will print an error message to the launch window and sometimes abort If things appear amiss check the launch window for error messages and then refer to Chapter 22 The above example assumes that the fleet code and ship code has been properly set for the ship of interest On board this will always be the case In the office where we have to deal with a number of different ships Mate uses the environment variable FLEET to keep track of the fleet code and the environment variable SHIP for the ship code On some systems these two environment variables are automatically set whenever you switch to a particular ship s directory which is normally exactly what you want These two variables can also be set manually by issuing mate fleet F ship ss loadfile 2 2 FROM THE COMMAND LINE 21 where F is the desired fleet code and ss is the desired ship code You will only need to reset the FLEET or SHIP variables when you change fleet or ship Finally you can include voy NNWN in the command line to both switch you to particular voyage directory and set the VOY environ mental variable For example mate fleet A ship em voy TEST lf_selftest will run Mate on 1f selftest in the V TEST directory of A fleet ship em Once again you will only have to reset VOY when you change voyages Notice that Mate
237. ulations and other tank operations were taking place in the interim This is the reason cargo surveyors insist that no cargo ballast operations take place during a survey Whenever you manually enter an ullage or innage it is your responsibility to insure that the reading is up to date that is there were no significant changes in the loading pattern beteen the time of the measurement and when it was entered into Mate 24 This rule does not apply to Auto mode In Auto mode Mate assumes every ullage and innage read in from the automatic gauging system is a new ullage innage even if it is the same as the last ullage innage 56 CHAPTER 3 THE MAINSCREEN in ullage due to the change in heel and trim and or temperature In this case Mate can t tell that the new ullage is a new ullage by comparing it with the old ullage This will probably happen no more than a couple of times in your career But Mate has a way of handling this If you set the tank s OPT to Y or y Mate will keep the ullage constant even if the ullage hasn t changed since the last balance It will also reset OPT to U when it is finished rebalancing the ship The special tank OPT N or n handles the same situation with respect to innage By the way keeping innage constant does not necessarily imply that ullage will be constant or vice versa For ullaging systems such as a surveyor s tape the vertical distance between the ullage point and the tank bo
238. ull However if you set the the Zero_Innage_Zero_Volume option in the Options menu Section B 4 Mate will assume that any tank that has a non positive innage is Empty This is the normal cargo surveyors convention For positive innages there is no difference between D and Z The OBQ report always reports TOV Total Observed Volume in cubic meters will be based on the Latex report If neither troff nor Latex are available at your site you will get an error message saying unable to produce PDF report Don t be fooled by the word wedge Mate never uses the so called Wedge Method which some surveyors use to estimate the liquid volume in a nearly empty tank The Wedge Method arbitrarily assumes a tank geometry which may have nothing to do with the actual shape of the tank It can be and often is highly inaccurate 7 Mate cannot be inconsistent If the Zero_Innage_Zero_Volume option forces the tank volume to zero then Mate will show a negative innage which is consistent with the lowest point in the tank All this means is that no liquid showed on the dip stick or equivalent 116 CHAPTER 14 CARGO SURVEY REPORTS Table 14 1 Sample OBQ Report HELLESPONT TARA IMO Number 9235268 CTX_MATE 0 37 BASE OBQ REPORT Temp rounded to nearest 0 1F API rounded to nearest 0 01 degrees LOAD PATTERN If_al98dep zeroinn HEEL 0 14 DATE 2006 10 02T17 22 02Z DRAFT fwd aft 18 48 27 38 TRIM 8 91 PORT XXXX VOYAGE LEG DEMO AUTHOR root BE
239. umes some knowledge of computer programming and a basic understanding of XML It pro ceeds by example using one of the most popular scipting languages Perl But this should be sufficient guidance for users of any language which has an XML parser and a means for converting the XML into a data structure that the language can access directly B 1 Post processing with Perl There is no mixed content in any of the CTX XML reports And all the reports are small enough so that the whole report can be easily handled at once Therefore the easiest way to post process these reports using Perl is via the XML Simple module The required code can be trivial The following four line program is all that is needed to extract and print out the hydrostatic and exchange loss from the Summary sub report usr bin perl extract_spillage pl call with ctx report file name extracts hydroloss and exchgloss from given report file use XML Simple report XMLin ARGV 0 print hydroloss report gt ctx_Summary gt hydroloss n print exchgloss report gt ctx_Summary gt exchgloss n 199 200 APPENDIX B POST PROCESSING The following snippet of pseudo code shows how to extract any CTX XML report variable my report XMLin xml_file forcearray gt ctx_Parcel ctx_Tank ctx_Cargo ctx_Spike ctx_Arm ctx_Arm_point keyattr gt ctx_Parcel gt code ctx_Arm gt side ctx_Arm_point gt heel ctx_Tank gt name
240. umn controls whether a tank is offline during Auto mode Normally it is blank but if a tank s auto ullaging system is not working properly you can set this tank s ullage innage manually by putting a Y in this column See Chapter for details This column has no effect in Normal or Damage modes While Mate can immediately reject some nonsensical entries Mate does not do a full check of the validity of your changes until you call for a rebalance It then does a rather comprehensive set of checks If an entry is rejected Mate will ask for a correction with a pop up window Enter the corrected value and Return or you can go back to the old value by hitting Escape E 11 Tn some cases the old value will no longer be legal in which case Mate will force you to enter a new legal value 38 CHAPTER 3 THE MAINSCREEN 3 3 The Summary The Summary section is read only It is only updated on a hull re balance If the you have made changes to the tank data or parcel data and have not yet re balanced the Summary background color will switch to yellow to alert you of that fact Otherwise it will be the normal gray The Summary Section is nearly self explanatory In the upper left hand corner the deadweight is compared with the Summer Sdwt Tropical Tdwt or Winter deadweight Wdwt at user option See Sec tion B 4Jon how to control the loadline option All deadweight figures are in metric tons The deadweight is broken down into cargo
241. urve of worst case stess to yield over a range of frames Hotspot analysis requires a detailed description of the scantlings at a frame Normally this data is not available for the full length of the ship Often the scantling data is only available for the parallel midbodyl In any event the max stress to yield will be displayed only for those frames for which the necessary scantling data has been prepared The screen will also show some tabular data for the worst of the worst that is the hotspot numbers for the frame which has the highest stress to yield And it indicates which wave bending moment was used in calculating the stresses The hotspot screen has six buttons WAVE This button allows you to change the longitudinal wave bend ing moment which CTX Mate will assume in computing the stresses It is exactly the same as the Design Wave option in the Options Menu Your choices are Full Design Wave This is the standard IACS at sea design wave bending moment upon which the allowables are based If the tensile hot spot is on or near the bottom below the neu tral axis the IACS sagging wave bending moment will be used If the tensile hot spot is on or near the deck above the neutral axis the IACS hogging wave bending moment will be used If the ship is not damaged hotspot analysis 1 In many cases no scantling data is available at all in which case attempts to do hotspot analysis will produce only a warning message to th
242. ve you a precious six or more hours to get oil out of the damaged tanks before the tide goes out again It can be very educational to simply play with Mate trying out these strategies watching the impact on the amount spilled When you have completed your stranded calculations you can re turn to standard Damage mode by selecting Ship Afloat from the Grounded menu 17 2 Getting the Ship Off The next obvious question is how to get the ship off What change in the loading pattern is the best way of refloating the vessel Mate has no special facility in this regard yet it can still be of use The procedure is to develop possible solutions e g deballasting particular tanks cargo transfers etc and simply try them as if the ship were not grounded Comparing Mate s resulting low point LOW_PT in the Summary with the water depth will determine whether or not the trial alternative will actually float the vessel In this context with draft and heel free Mate s computation of the low point will be quite accurate If Mate says the ship will be afloat then as long as you have correctly specified the loading and damage pattern the ship will be afloat And assuming that any damaged tanks have not yet reached equilibrium the cargo loss numbers will indicate the cost of that alternative in spilled oil A problem with this procedure is that the computed bending moments and shear forces are good only after the ship has refloated It is possible
243. weight of ev erything within the hull envelope including the lightweight is DISPLACEMENT plus GRNDFORCE MAX_BEND The absolute maximum longitudinal bending moment in ton meters This may not occur at the same location as MAX_ _BEND MAX_SHEAR The absolute maximum shear force in tons This may not occur at the same location as MAX_ _SHEAR MAX_HOG The maximum hull deflection in meters Hog is positive sag is negative LOWxs and LOWys The longitudinal and transverse location of the lowest point on the hull are shown in LOWxs and LOWys re spectively In grounded situations these numbers should match GRNDxs and GRNDys but may not for reasons which are dis cussed in Chapter 16 138 CHAPTER 16 DAMAGE MODE Centers The Summary also contains the longitudinal transverse and vertical centers of all the buoyant forces including grounding and those of all the weights These values are given in ship coordi nates forward of midships off centerline positive to starboard and above baseline where up is parallel to the ship s bulkheads In situations with significant trim and heel LCB and TCB in these coordinates will not be the same at LCG and TCG despite the fact that the ship is afloat and in balance For example as sume the normal case the VCG is above the VCB and the ship is trimmed by the stern Gravity works in earth coordinates see Chapter 18 and in earth coordinates the LCG and LCB are equal as are the TCB and TCG that
244. which case you can ignore this box Voyage Number This variable determines the voyage or TEST folder in which the Mate calculations will take place and the reports will be filed That folder will be F ss V NNN CARGO where F is your fleet code ss is your ship code and NNN is the three digit voyage number See Section 2 3 for what little you need to know about Mate s filing system The voyage number must be exactly three digits The ship s seventh voyage has a voyage number of 007 not 7 Initially Mate will display the ship s current voyage or TEST if none exists The list will show all the ship s past voyages plus TEST and NExT TEST should be used for Mate testing and training to avoid con flicts with the real voyages If NEXT is selected Mate will create a new voyage directory whose number is one greater than the largest voyage number which already exists Loading pattern Select an initial loading pattern from the drop down list This is the loading pattern from which the Mate cal culations will commence Initially Mate will display the voyage s most recently modified loading pattern in this field Attempt to pick a pattern that is as close to the one you expect to end up with as possible However you will be limited in your choices to the patterns already in the selected voyage directory If you want a more complete choice of initial patterns you will have to work from the command line If there are no load files in
245. with the ullaging sys tem it will automatically switch you to Normal mode and the background color of the Tank Table will change back to gray e If Mate cannot read data for an individual tank it will stay in Auto mode and color the tank s row either red or yellow In most but not all cases the tank will also show up pink or red on the gauging system monitor In either case Mate will use the last ullage innage it knows about which is probably not the correct ullage innage The most common situation where this happens is if a tank is 100 full or nearly 100 full In this case the gauging system often will not produce a reading for that tank If the last reading indicates the tank is full or nearly full Mate will act as if the tank is full and color that tank s row yellow If Mate cannot get a reading from the ullaging system for an individual tank and the last reading indicates the tank is not nearly full Mate will use the last known ullage innage and color the tank s row red Any tank row which shows red or yellow must be closely monitored and if the actual ullage innage becomes significantly different from that which Mate is using you must switch to Normal Mode Mate cannot do this for you e If too many tanks are showing red or yellow Mate will automati cally switch you back to Normal mode When Mate switches back to Normal mode the red or yellow will be retained until you re balance the ship but only until then This is a o
246. xample suppose we have a set of hypothetical damage scenarios such as those used in the IMO Pollution Prevention Index calculation But unlike IMO we wish to calculate the spillage in each of these scenarios accurately incorporating the change in draft and heel associated with the inflows and outflows resulting from the damage not to mention the often critically important impact of internal flows between tanks that are inter connected either by the damage or on purpose This includes possible capture of oil in the top of wing ballast tanks Typically we might be dealing with several hundred damage scenarios which we might want to run in combination with say five or six typical cargo loading patterns We could of course simply run Mate for each of the 1000 or so combina tions of damage and cargo loading pattern and for each combination manually keep track of the hydrostatic and exchange flow spillage But this would be a very tedious endeavor And we d probably want to 157 158 CHAPTER 18 NON GUI USE OF MATE repeat it for a wide range of possible tanker designs Doing all this using Mate s standard user interface would not only be inordinately time consuming but also we could be sure that somewhere along the way we d make important input errors Obviously the proper way to do this sort of thing is to have the com puter do all the work We need to set things up so that the computer automatically runs all the combinations of ta
247. xcept that the file extension will be trf PDF Clicking on the PDFf button will file the flooding report in PDF Adobe Page Description Format The file naming rules are the same as for the XML report except that the file extension will be pdf 10 1 THE DOWNFLOODING REPORT 97 PRINT Clicking on the Print button or hitting the Alt P key with the cursor in the downflooding window will print out the sorted list of openings DISMISS Clicking on the DISMISS button will destroy the down flooding window or you can simply click on the Mainscreen 98 CHAPTER 10 FLOODING Chapter 11 IMO Regulation 25 11 1 Invoking the Reg 25 Function All tankers delivered after 1979 12 31 are subject to the IMO Reg ulation 25 damage stability and flooding requirements If the user selects IMO Reg 25 from the Reports menu or Reg25 on the Tool bar Mate will perform the IMO Regulation 25 damage stability and flooding check for the current loading pattern The analysis involves considering a number of hypothetical damage scenarios For each such scenario Mate treats the damaged tanks compartments as free flood ing and determines if the IMO damaged stability requirements with respect to heel flooding and righting arm are met Your ship may require checking as many as 100 scenarios so the calculation can take as long as 5 minutes It need be done only on the final EOP and FAOP loading patterns When you invoke this function a window will pop up
248. ysis can also be used to get a rough idea of residual strength that is the remaining strength after damage To do this CTX Mate removes all structure within the damage box and then recalculates the stresses assuming classical beam theory In either case the results must be viewed with suspicion and used with a great deal of judgement For one thing the assumptions made by classical beam theory are at best approximately correct when the hull is undamaged and can be wildly incorrect in way of damage Even more importantly in double bottom tankers the design of the bottom structure is not driven by longitudinal stress but rather by local pressure forces Very roughly a tanker double bottom will have about twice as much steel as required by longitudinal stress Thus a relatively low longitudinal stress in the double bottom structure does 107 108 CHAPTER 13 HOTSPOT STRESS ANALYSIS not necessarily mean that the structure will not fail since longitudinal stress is only one component of the stresses And in a tanker double bottom it is usually not even the most important component Nonetheless used carefully hotspot analysis can be helpful in certain situations as we shall see It can also be used as a design tool 13 2 The Hotspot Screen You can access hotspot analysis by selecting Hotspot from the Reports Menu or in Damage Mode via clicking on the toolbar button labeled hotspot In either case a screen will pop up showing a c
249. zxx must be the path name of that folder either relative or absolute If this option is specified you don t need to include the fleet and ship code on the command line If you do they will be ignored min_wl nn nn Sets the lowest waterline in the hydrostatics table to nn nn meters Default is 1 0 meters max_wl nn nn Sets the highest waterline in the hydrostatics table to nn nn meters Default is 25 0 meters del_wl nn nn Sets the waterline step in the hydrostatics table to nn nn If the waterline step is set to 0 5 the table will contain a waterline every half meter Default is 1 0 meters When there is non zero trim and heel we must be careful to define waterline correctly ctx_hull s calculations will range from a midship depth of min_wl to a midship depth of max_wl For non zero trim and heel the midship depth is not the same as the midship draft sw_sg n nnn Sets the sea water density to n nnn Default is 1 025 tons per cubic meter trim n nnn The hydrostatics table will assume a trim of n nnn meters Trim is the difference between the draft at the forward perpendiculat Positive is by the bow Default is zero trim heel nn nn The hydrostatics table will assume a heel of nn nn degrees positive is to starboard Default is zero heel file filename Hydrostatics table will be filed in filename txt and filename ctx rather than ctx_hull txt ctx which will prob ably be over written the next time ctx

CTX Mate User`s Manual - the center for tankship excellence

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