1. CONSTANTA MARITIME UNIVERSITY FACULTY OF MARINE ENGINEERING Engineering programmed: Marine Engineering (Bachelor’s Degree) THE STUDY OF BALLAST SYSTEM ON VESSEL OF A CONTAINER SHIP OF 2500TEU Scientific Advisor; Lecturer. Dr. Engr. SCUPI ANDREI Undergraduate Name ATTONI GIFT CONSTANTA Year: 2018

2. BRIEF EXPLANATION ON CONTAINER SHIP. As the name suggests, a vessel structured specifically to hold huge quantities of cargo compacted in different types of containers is referred to as a container vessel (ship). The process of sending cargo in special containers is known as containerization. The initiation of the container shipping forms one of the most remarkable developments in the maritime cargo industry.

3. WHAT IS BALLAST SYSTEM Ballast is any solid or liquid that is brought on board a vessel to stabilize it, alter its weight, and adjust its center of gravity. Ships typically use ballast water to provide stability and maneuverability during a voyage. Water is taken up at one port when cargo is unloaded and usually discharged at another port when the ship receives cargo. A ballast water system allows a ship to pump water in and out of very large tanks to compensate for a change in cargo load, shallow draft conditions, or weather.draft Ballast system in ships are used to transfer sea water from one ballast tank to another tank, filling or discharge of water ballast tanks and anti heeling system.

4. OPERATION OF BALLAST SYSTEM There are ballast pumps installed in the engine room or pump rooms. These pumps take their suction from sea water main line, from the high sea chest being on the port side or starboard side and from the low sea chest being on opposite side. And also, they take their discharge line to the overboard or to the ballast tank through the ballast main line. When operating ballast, ballast pump takes suction from sea chest and discharges to ballast main line through the ballast pump discharge line. When operating de-ballast, ballast pump take suction from the ballast main line, and discharges to over- board through the overboard valve. Each ballast tank has butterfly suction valve operated hydraulically and of the intermediate position controlled type except for the engine room, forward/aft peak tank fill/suction valves. The engine room, forward/aft peak tank fill/suction valves are of hydraulic on/off controlled type valves.

5. GENERAL CALCULATION OF THE BALLAST SYSTEM Diameters of the Calculus Flow Rate d = 1……..7 [m] The Area of the Calculus

6. The Calculus of the Velocity The Calculus of the Reynolds Number

7. DETERMINING THE FLOW REGIME The flow regime will be determined according to the calculated Reynolds number from the table below.

8. Blasius LINEAR FRICTION HEAD LOSS LOCAL FRICTION HEAD LOSS

9. THE ANSYS SIMULATION OF THE BALLAST SYSTEM. In this chapter, we are to create a model, which is the ballast system onboard, and simulate the model and see how the sea-water is being transfer from the pipes to fill the ballast tanks onboard. GEOMETRY The geometry is the first stage of the ANSYS, where we can create or design any type of model of our choice in the workbench which will be used for the simulation. Below is the created model for the simulation.

10. MESHING After creating the model, the next stage is the mesh. Meshing is a discretization of tetrahedral in 3D which divides the geometry into elements that consist of nodes. Without the mesh, the object cannot be simulated.

11. SETUP AND SOLUTION The next stage after the mesh is the setup and solution of the model. However, we update the mesh in fluent for the setup and solution which will give us the result.

12. RESULT. The result is the final stage of the ANSYS and it can be done after the simulation. It help us to see the various phase that occurs during the transfer of the sea-water to the ballast tanks. PRESSURE DISTRIBUTION IN THE ENTIRE PIPE. Pressure drop occurs due to boundary conditions. In the picture below, we can see that pressure enters with 2.841e+004[Pa] in inlet1 which is the upper inlet and enters with 2.500+004[Pa] in inlet2, the lower inlet and they all exit at -2.022[Pa].

13. VELOCITY DISTRIBUTION. There is a decrease of velocity in the entire pipe and this is due to the separation of fluid to various part of the pipe and to the ballast tanks. Velocity enters with a maximum of 3[m/s] and decrease to a minimum of 0.5[m/s].

14. DENSITY OF THE OIL The density of the sea-water is constant in every region of the pipe during the fluid flow. CONCLUSION My personal and final approach about this study of ballast system on vessel of a container ship of 2500 TEU is the fact that it is a system that helps and will continue to help ships by maintaining the ballast system onboard when the ship is on voyage without cargo or containers on it. The important of the ballasting is that, the ship cannot be on voyage without cargo, cause it will not be stable during voyage on sea, so therefore, she has to be ballasted when there is no cargo on her and was de-ballasted when she receives cargos.

15. THANK YOU FOR YOUR TIME !!!!!