Proceedings of The Fifteenth (2005) International Offshore and Polar Engineering Conference

Seoul, Korea, June 19−24, 2005

Copyright © 2005 by The International Society of Offshore and Polar Engineers
ISBN 1-880653-64-8 (Set); ISSN 1098-6189 (Set)

Development of 115K Tanker Adopting Baltic Ice Class 1A

Hyun-Soo Kim, Mun-keun Ha, Dang Ahn
Marine System Research, Marine Research Institute, Samsung Heavy Industries Co., Ltd.
Geoje-City, Kyoung-Nam, Korea

Soo-Hyung Kim, Jong-Woo Park

Daedeok Ship R & D center, Samsung Heavy Industries Co., Ltd.
Daejeon, Korea

ABSTRACT
There are very few numbers of 115K FPP (Fixed Pitch Propulsion)
tankers for the Baltic ice class 1A, because the minimum power
requirement of FMA (Finnish- Swedish Maritime Association) results
in quite a large engine power and the 40 m breadth is out of calculation
range of FMA minimum power requirements. The shipyard has no
choice except the increment of the engine power to satisfy FMA
minimum power requirement of FMA Rule. In addition, the operation
cost, efficiency of hull form and its building cost may not be attractive
to the ship owners. To solve these problems, the experience of ice
breaking tanker development and the ice tank test results were adopted.
The main idea to reduce the ice resistance is to decrease the waterline
angle at design load waterline. The implicit aims of the main idea are to
reduce the ice-clearing force. Two hull forms were developed to satisfy
the rule corresponding to the Baltic Ice class 1A. Two ice tank tests and
one towing tank test were performed at MARC (Kvaener-Masa Arctic
Research Center) and SSMB (Samsung Ship Model Basin) facilities,
respectively. The purposes of these tests in two different model basins
were to verify the performance in ice and open water respectively. The
Hull 2 shows less speed loss than the Hull 1 in open water but the tests
revealed the Hull 2 to have a very good ice clearing ability. Finally the
Hull 2 satisfied the Baltic ice class 1A. The merit of this hull form is to
use the same engine capacity and no major design changes in hull form
and other related designs. The hull structure, however, has to be
changed according to the ice class grade. The several combinations of
different engine type and size with her propeller were applied to obtain
the suitable set of engine and propeller. These results reveal that
smaller engine and the present propeller can satisfy the Baltic ice class
1A based on ice model test results.
The differences of two hull form development methods, ice model test
and analysis methods, application skill of different engines and
propellers will be described in this paper.
KEY WORDS: Baltic Ice class 115K Tanker, Ice Tank model test,
Ice Tanker Design for Baltic ice class 1A
tankers for the Baltic ice class 1A because of the propeller torque
limitations. The tankers are operated at overload condition of 5 knots in
brash ice channel and the engine easily reaches the torque limitation.
To decide the suitable engine capacity and the minimum of power, the
ice model test and also the open water test in a towing tank were
performed to verify the performance for ice-free conditions. At first we
carried out ice test with hull form 1 (Photo 1). The ice resistance was
higher than the thrust of the ship at 5 knots but the difference of ice
resistance and thrust is not too big. The author(s) thought that ice
resistance could be decreased if the waterline angle was reduced at
design waterline, because the ice resistance of a vessel operated in
brash ice channel mainly consists of ice clearing resistance. The
waterline angle was modified to make fine path for broken ice and ice
piece were dispersing from the hull easily. The second ice resistance for
hull form 2 was less than the available net thrust, which came from the
analysis result of combined engine type and propeller characteristics.
The method of hull form modification, ice and open sea model test
results, analysis skill, the difference of hull forms and its feature will be
described later in this paper.
HULL FORM DESIGN
The required minimum power was calculated according to the FMA
(Finnish-Swedish Maritime Association) rule in the beginning stage of
ship design but the result was not guaranteed because the vessel’s beam
is over than 40 m. The purpose of this calculation is to know the range
of power. The used values are shown in Table 1.
Table 1 The Principle dimension of Hull 1
Items Values
LBP (m) 239
Breadth (m) 43.8
Draft (m) 13.6
115,000
Displacement ( m 3 )

INTRODUCTION The channel resistance ( Rch ) in FMA rule is a function of fore body
shape, breadth of ship and propulsion type. The calculation results of
There are very few numbers of 115K FPP (Fixed Pitch Propulsion) channel resistance and minimum required power for Hull 1 are shown

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