Home

CTX Mate Data Preparation Guide - the center for tankship excellence

1. ctx TT Entry ull 32 330 v 32 1 ctx TT Entry ull 32 350 v 22 9 ctx TT Entry ull 32 370 v 13 7 ctx TT Entry ull 32 390 v 4 6 ctx TT Entry ull 32 400 v 0 0 ctx Tank Table The outer element is ctx Tank Table whose attributes are the standard documentation fields plus tank The compartment name which must match the second part of the file name dip The dipping point gauging system to which this table applies This must match one of the dipping point codes in this compartment s Body file 46 CHAPTER 2 THE SHIP u or i flag which must be either U or I U means the table is based on ullages I means the table is based on soundings or innages trim heel code A flag which must be either C D or N C Cindicates old style tank tables in which the observed ullage innage is corrected to a phony ullage innage and the table entered with the corrected innage in an attempt to adjust for trim and heel This system is commercially inaccurate for all but near zero trim and heel D indicate new style tank tables in which volumes are given for a complete range of ullages innages and trims at zero heel This 2 D table is combined with a heel correction and at very small innages a 3 D Twist table In theory this should result in much more accurate volumes than the ullage correction system But often the implementation leaves much to be desired No trim or heel correction I
2. ER opt F gt Body name ER DBLBM opt F Body name AP opt F gt Body name SG ROOM opt F gt Body name 3F0_S opt F gt Body name 2F0_S opt F gt Body name FW_S opt F gt ctx Scenario ctx Scenarios 2 12 THE REG25 XML FILE 43 The outer element is ctx Scenarios whose attributes are the standard documentation fields The ctx Scenarios element contains a number of ctx Scenarios sub elements each of which represents an individual damage scenario The attributes of this inner element are name A name for the scenario which may be up to CTX_MAX_SCEN_NAME characters long The name must be unique within the ship and can be made up of alphanumeric characters plus underscore and slash Often the names are chosen to match the shipyard list This attribute is always required type A single character flag which must be S side G grounding R raking This version of Mate makes no use of this flag but the attribute is required Each ctx_Scenario element must have one or more Body elements Each Body element designates a damaged compartment Currently each Body element has only two attributes name The name of the damaged compartment which must match the name of the compartment in that compartment s body xxcrrzr file opt This is a one character flag which for IMO Regulation 25 must always be F which says that the compartment is to be treated as free flooding Reg
3. This is called the loadfile 3 Configuration files specifying the site s CTX Mate data policy and debugging introspection options Chapter 2 describes the ship data files Preparing these files is the big job everything else is almost trivial Often all or almost all the ship data is already available in computerized 2 CHAPTER 1 INTRODUCTION form In this case by far the easiest and most error free way of creating the CTX ship data files is to write script s which translate the data from whatever format the yard owner has been using to CTX format Chapter 3 describes this process and the Perl scripts that have been provided for this purpose Generally these scripts will have to be modified to reflect the details of your yard owner data format But usually the modifications required are fairly straightforward However you will need to know a little Perl to do these changes Chapter 4 talks about the loading pattern files Normally loading pat tern files are produced by Mate itself but when a ship is first switched to Mate it is necessary to create an initial loading pattern outside Mate A template and a script for doing this is provided And it is always possible although often not advisable to produce or change a loading pattern file manually Mate is designed to be used in applications ranging from preliminary tanker design to on board Loading Instrument This requires both that the program be highly configurable and that the
4. 23 31 34 37 39 Al 42 45 AT 49 49 90 5 3 The ctx mate policv file 53 5 4 The ctx_mate config file 54 ili CONTENTS 57 6 1 Purposd MPH 57 nein 58 debug aro aE oe Be Be 59 Chapter 1 Introduction 1 1 Preamble This document contains the instructions for preparing and testing the input data files that CT X Mate Mate requires in order to be able to perform its computations for a particular ship This document assumes that the reader is familiar with Mate as an user and intimately familiar with the CTX_Mate User Manual for this version Almost nothing that is in the User Manual is repeated in this document All the data files are in a simple XML format Thus they can be pro duced and changed by any editor This manual assumes a basic familiarity with the rules of XML and good working fluency in a general purpose text editor However you can use a specialized XML editor if you wish Finally this manual assumes some knowledge of the basic Unix shell commands In order to modify the helper scripts for translating a current ship data base to CT X Mate format you will need to know a little Perl This is not necessary unless you want to save a lot of work C TX Mate takes its input from three sources 1 A directory containing a description of the ship 2 A file containing the loading pattern description of any damage parcel data and the user options etc in effect when the loading pattern was created
5. A name for the curve This attribute is neither required nor used by Mate plane The axial location of this slice For X curves this is the longitudi nal position of the section forward of the Aft perpendicular All the ctx Curve elements must be in increasing plane order For L Bodies this means aftmost to fwdmost reflect This flag must be one of R T or N For LBodies a reflect of R implies that the sub body is tranversely symmetric and only the port half is given in this ctx Curve element In this case the first ys and the last ys in the offsets must be equal and Mate will create the starboard side by reflecting the port half about this ys For hull envelopes reflect is almost always set to R only the port half of the hull is given the first and last ys is zero and the starboard side is created by reflection about the ship centerline A reflect of T implies that the sub body is vertically symmetric and only the top side looking in the axial direction is given in this ctx Curve element In this case the first and last zs in the offsets must be the same and the bottom is created by reflecting the top around this horizontal plane The T Why required Why required 26 CHAPTER 2 THE SHIP option is rarely ever useful for ship LBodies but as we shall see it can be valuable for TBodies and VBodies A reflect of N implies that the entire curve is given in the offsets in which case the first point on the curve and the last must be
6. Examples are a surveyor s tape and UTI gauges which fall in the direction of gravity regardless of the ship s trim or heel S indicates the dipping point works in ship coordinates Examples are Whesso gauges and radars which are fixed to the ship P indicates a path in ship coordinates such as a sounding pipe Mate models sounding pipes as a series of straight lines H indicates a pressure sensing system H systems are similar to E systems in that they work in earth coordinates but in the case of H systems the fixed point is very low in the tank while in E system the fixed point is at the top of the tank This attribute is always required Mate keeps track of the coordinate system within which a gauging sys tem works Many Loading Instruments and some shipyard tank table software do not This failure generates commercially significant er rors even at very modest trim and heel and totally incorrect numbers at high trim and heel offset This attribute applies to and is required only by H type systems note Pressure sensing system have a minimum innage below which they will fail to register even at zero trim and heel either because the sensor is not exactly at the tank s lowest point or there is a deadband in the sensor itself This innage is called the offset Note Mate expects the offset like all measurements to be in meters Vendors generally supply the offset in centimeters You may use this attribute to indicate the data
7. data is N and the body type is neither H nor V this attribute is required If not and the attribute is missing it will default to zero min ullage head This attribute is minimum pressure head in meters water gage This number must always be non positive If the tank is vented it should be set to zero Otherwise it should normally be set to the P V valve s vacuum setting However design programs studying vac uum based spill reduction systems might set this value to the tank s structural limit to the tank s structural limit If a11ow missing data is N and the body type is neither H nor V this attribute is required If not and the attribute is missing it will default to zero gen by This attribute can be used to indicate how this file was produced It is not required by Mate at This attribute can be used to indicate when this file was produced It is not required by Mate author This attribute can be used to indicate the person responsible for producing this file It is not required by Mate ref This attribute can be used to indicate the data source s on which this file was based It is not required by Mate A body file can have two kinds of inner elements The most important kind is the ctx_SBody element Each body files must contain one ctx_SBody for each of the sub bodies than make up this body A ctx SBody has just two attributes both required name The name of the sub body which may be up to CTX MAX SBODY NAME characters
8. level of flexibility be tightly controlled When Mate is being used in preliminary design a very lenient ship data policy is both required and appropriate When Mate is being uses as an onboard Loading Instrument an extremely tight data policy is required Chapter 5 describes the Mate configuration files These files are not user preferences or options User options are set by the user either on the command line or from within the application The Mate configuration files represent site data policy There are three such files ctx_Varient h This sets compile time options In an onboard Loading In strument application these options requires Class Approval and can not be changed ctx mate policy This XML file allows the System Administrator to con trol site ship data policy but only if the values in ctx_Varient h allow this control Normally in an onboard Loading Instrument application they won t ctx mate config This XML file allows the System Administrator to control site specific variables which do not require Class approval even when Mate is used as an on board Loading Instrument such as paper size printer commands etc The configuration files should be writable only by System Adminstrators and the like 1 1 PREAMBLE 3 CTX Mate has a powerful debugging and introspection facility which can be used without recompilation This capability is controlled by a number of configuration files which are described in Chapter 6 It ca
9. long Leading and trailing white space is stripped The name can consist of only alphanumeric characters and underscore and must be unique within the ship And the name must match the second portion of the corresponding SBody file add or subtract A single character flag which must be either A add the sub body volume to the body volume or S deduct the sub body vol ume from the body volume Obviously each Body file must contain at least one ctx_SBody element The other kind of inner element is a ctx Dip Point In CT X parlance a dipping point is any combination of gauging system and location It might 2 5 THE BODY FILES 19 be standard dipping or sounding point or a float system or a radar gauge or some sort of pressure sensing system The ctx_Dip_Point applies only to compartments Each dipping point element has up to four attributes and one or more ctx_PointS sub elements The attributes are code A two character code which identifies this dipping point The code type need be unique only within this tank By convention the code naming indicates the sort of dipping point UL for ullage hatch SA for Saab radar WH for whesso gauge etc but this is only a convention However this convention does serve as a useful mnemonic for the crew The code IM is reserved see below This attribute is always required This is a single character flag which must be E S P or H E indi cates the dipping point works in earth coordinates
10. looks in TFS ROOT fleet ship V TEST If the loading pattern file is not there Mate issues an error message and in interactive sessions asks the user for This manual uses directory and folder as synonyms Mate does not actually require you to use the directory structure described in this section See User s Manual Section 2 4 But you will make life a lot easier both for your users and yourself if you use something like this very common system CTX recommends keeping fleet codes and ship codes very short This saves lots of typing and keeps path names that show up in report footers etc within reasonable length Normally fleet codes should be a single character and ship codes two to four characters two for trading ships Users gripe initially but they quickly get used to this short hand In any event the number of characters for these two codes is limited by the compile time settings CTX MAX FLEET CODE and CTX_MAX_SHIP_CODE respectively 1 2 DIRECTORY STRUCTURE 5 another file name All this is consistent with the CTX filing system described in the manual CTX Tanker File System CTX recommends you follow this system but all you really need to do is break your folders down by fleet and ship and put the ship data in the DATA MATE sub directory of the ship s folder The CTX Mate package includes the data files for number of DEMO ships Hopefully your System Adminstrator has put these files somewhere where you have access to the
11. peak tank envelope In the CTX ship data files each body file will merely reference the Sub body data file s of those sub bodies that make up that body The actual offsets are in the sub body files Mate s addition and subtraction of sub bodies is not Boolean union difference Only non intersecting sub bodies may be added lest the intersection be counted twice And only a sub body that is entirely within a body can be subtracted 7 Only L bodies are imple mented in this version 8 CHAPTER 2 THE SHIP 2 2 Ship Files All the files describing a ship which Mate needs must be in the ship s TFS ROOT fleet ship DATA MATE directory Your first job is to create this directory if it does not already exist This directory will contain the following files main xml This file contain the main ship particulars LBP beam ship name etc main xml is described in Section 2 3 frames xml This file contains a list of all the ship s frames including lo cation margin line at each frame etc frames xml is described in Section 2 4 body xxxxx For each of the ship s hulls and each of the ship s compart ments there must be a body zzzzz file where zrzrzzz is the hull or compartment name Each such file references the sub body file s for the sub bodies that make up that body These files also contain overall body data and for bodies that are compartments a description of the compartment s dipping points gauging systems See Sectio
12. source s for the dip ping point particulars It is not required by Mate 20 CHAPTER 2 THE SHIP Each ctx Dip Point contains one or more ctx_PointS sub elements A ctx PointS is a point in ship space The three attributes are the longitu dinal transverse and vertical positions H systems must have exactly one such point which is the location of the sensor E and S systems must have exactly two such points For E S and P dipping points the first point is the reference point at the top of the tank For E and S dipping point the second and last point is the bottom of the tank directly below the reference point P dipping points are modelled as a series of straight lines For each such line segment as we move down the tank the point is the bottom of the line segment If the sounding pipe is modeled as four line segments then the corresponding ctx Dip Point will have a total of five ctx PointS sub elements For an operational tanker you should have a dipping point for every lo cation the crew might use If a tank is equipped with an ullage hatch a Saab radar and three UTI valves then that tank should have five ctx_Dip_Point elements in its body file This is the case for the sample file on page I6 The UTI valves have been named DA dip aft DM dip mid and DF dip fwd MATE is designed so that the Chief Officer should never have to pick up a calculator in order to correct one dipping point s measurements to another Whet
13. 3000 gt X ctx Dip Point ctx Dip Point code DF type E note gt lt ctx_PointS xs 348 500 ys 8 200 zs 35 4000 gt lt ctx_PointS xs 348 500 ys 8 200 zs 3 3000 gt X ctx Dip Point X ctx Body Body files are surprisingly compact The outer element is a ctx Body This element has nine possible attributes name The body s name which must be unique within this ship and which must match the second part of the file name The body name can be up to CTX MAX BODY NAME characters long As always leading and trailing white space is stripped The body name can contain only normal alphanumeric characters plus underscore This attribute is always required type type is a single character flag which must be one of H This body isa hull A ship may have as many as CIX MAX HULLS hulls but it is usually best to represent a tanker as a single hull and use sub bodies to represent rudder s propeller s etc Any body which is not type H is called a compartment 2 5 THE BODY FILES 17 C Compartment is a standard cargo tank not gale ballast not slops G Compartment is a gale ballast tank that is a cargo tank into which a master may legally put ballast if he determines this is required for the ship s safety S Compartment is a slop tank that is a cargo tank which is specially fitted to facilitate the separation of oil and water B Compartment is a ballast tank f Compartment is a heavy fuel oil tank
14. 31 lt ctx_Opening name 2FOS_VENT type C xs 27 150 ys 15 000 zs 31 lt ctx_Opening name 2FO0P VENT type C xs 27 150 ys 15 000 zs 31 lt ctx_Opening name 3FOS_VENT type C xs 17 250 ys 15 000 zs 31 lt ctx_Opening name 3FO0P VENT type C xs 17 250 ys 15 000 zs 31 lt ctx_Opening name FW S VENT type C xs 13 950 ys 8 000 zs 32 lt ctx_Opening name FW P VENT type C xs 13 950 ys 8 000 zs 32 lt ctx_Opening name S G_VENTS type C xs 1 000 ys 11 000 zs 32 lt ctx_Opening name S G_VENTP type C xs 1 000 ys 11 000 zs 32 lt ctx_Opening name AP type C xs 3 400 ys 2 000 zs 32 lt ctx_Opening name LIFTDOORA type U xs 45 100 ys 8 400 zs 38 lt ctx_Opening name STAIRS A type U xs 45 100 ys 2 335 zs 38 lt ctx_Opening name LIFTDOORB type U xs 45 100 ys 8 400 zs 41 lt ctx_Opening name STAIRS B type U xs 45 100 ys 2 335 zs 41 lt ctx_Opening name LIFTDOORC type U xs 45 100 ys 8 400 zs 44 lt ctx_Opening name STAIRS__C type U xs 45 100 ys 2 335 zs 44 lt ctx_Openings gt One again the format of the XML file is nearly self explanatory The outer element is a ctx_Openings whose attributes are the standard docu 905 905 800 800 988 988 988 988 988 988 353 353 197 197 400 300 300 200 200 100 100 mentation fields The ctx
15. 359800 sag sea 438767 shear pos hbr 27004 Shear neg hbr 26675 hog hbr 625359 sag hbr 722962 name frame 110 2C1C L lt ctx_Allowable xs 351 150 shear pos sea 15000 shear neg sea 15000 hog sea 91900 sag sea 147400 shear pos hbr 16682 Shear neg hbr 16571 hog hbr 181145 sag hbr 242908 name frame 115 1CFP L lt ctx_Allowable xs 363 050 shear pos sea 5405 shear neg sea 5405 hog sea 18236 sag sea 29281 shear pos hbr 5733 Shear neg hbr 5712 hog hbr 35650 sag hbr 47917 name frame 129 LR lt ctx_Allowables gt One again the format of the XML file is nearly self explanatory The outer element is a ctx_Allowables whose attributes are the standard docu mentation fields The ctx Allowables element contains a number of ctx_Allowable sub elements each of which represents the allowables at a particular longi tudinal position Each ctx Allowable has ten attributes All ten are always required These attributes are 38 CHAPTER 2 THE SHIP xs The longitudinal position to which the allowables apply The allowables must be given in order of increasing xs aft to forward Often Class does not assign allowables for the entire length of the ship Mate allows this behavior However there must be at least two ctx Allowable elements in the file Mate uses linear interpolation to estimate the allowables at intermediate frames between two assigned frames shear pos se
16. 5 5 The ctx mate fleets tcl This section will describe the ctx mate fleets tcl file 55 56 CHAPTER 5 THE CONFIGURATION FILES Chapter 6 Debugging and Introspection 6 1 Purpose C TX Mate is equipped with an extensive debugging facility which does not require recompilation to activate This facilty serves two equally important purposes Debugging The obvious one An essential aid to tracking down program ming errors The fact that the debugging code is always compiled in assures that this code never goes stale that is becomes outmoded and incorrect as a result of changes in the program This also guards against unintended side effects in rarely exercised debugging code Introspection One of the major goals of CT X Mate is transparency Since Mate is Open Source anyone can inspect and critique the code see exactly how it works catch errors and make fixes Any programming which claims to be in the public interest or claims to check that an entity such as a tanker is being operated legally must allow this sort of transparency Any program that does not allow this sort of inspection should never be used in situations in which the public well being is at stake However this is a necessary but not sufficient condition In addition there must be a way for experts who are not programmers to see how the program works The only way to do this is be following the actual calculations in detail CTX_Mate s debugging introspec
17. 8 This is required so the the hull slice buoyancy spikes match the the tank weight spikes when Mate works out the shear force curve 2 6 THE SBODY FILES 29 than the lowest zs in the compartment The last zs must be at least as large as the highest zs in the compartment perm This is the permeability for the layer In the sample file the bottom of the compartment is a platform at zs 25 6 meters The permeability in the bottom 1 4 meters is 0 96 and in the rest of the compartment it is 0 95 For constant permeability throughout the compartment use a single ctx_Perm element making sure zs is at least as large as the highest zs in the compartment Permeability is the one area where Mate does not handle trim and heel correctly In computing average permeability for a given innage acts as if the tank waterline is a constant zs plane regardless of the trim and heel Given the cavalier way shipyards estimate tank permeability these day any errors resulting from this incorrect assumption are well well within the noise Sometimes permability is used to tune Mate tank volumes to existing tank tables This could be required for example if the offsets which the tank table used are different from the offsets Mate uses To faciliate this Mate allows permeability to be slightly higher than 1 000 Whether or not a ctx Perm Table is required depends on body type and allow missing data If allow missing data is N and body type is not H then th
18. A fleet and has a ship code of ti then the Titanic s ship folder is TFS_ROOT A ti TFS ROOT the top of the tanker filing system is specified by your System Adminstrator See Chapter 5 Unless changed at compile time TFS_ROOT will default to tfs which is its standard location in the CTX Tanker Filing System Check with your System Administrator to find out what your TES ROOT is By default CT X Mate will use the fleet code and ship code specified at compile time which may be over ridden by the values in the configuration file if the compile time options allow which will be further over ridden by the shell variables FLEET and SHIP if they exist which will be further over ridden by the values supplied by the user at start up if they exist The ship code needs to be unique only within a particular fleet 2 In the preliminary design context fleet often corresponds to a design project and ship corresponds to a design alternative CTX_Mate expects to find the data it needs for a particular ship in the directory TFS_ROOT fleet ship DATA Mate where fleet is the fleet code and ship is the ship code The user must specify a load file loading pattern file on start up By default CTX Mate looks into the current working directory for that file If the file is not there and the shell variable VOY NUM exists it looks in TFS_ROOT fleet ship V nnn CARGO where nnn is the value of VOY NUM If VOY NUM does not exist or the file is not there it
19. CTX Mate Version 0 48 Data Preparation Guide Jack Devanney Sisyphus Beach Tavernier Florida 2006 Copyright c 2006 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 the 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 1 Introductio 10 2 4 The Frames File 13 16
20. _Openings element contains a number of ctx_Opening sub elements each of which represents an individual downflooding point The attributes of this inner element are name A name for the opening which may be up to CTX_MAX_HOLE_NAME characters long The name must be unique within the ship and can be made up of alphanumeric characters plus underscore and slash To be useful these names must be meaningful to the crew This attribute is always required type A single character flag which must be U unprotected or C closable Per regulation in doing righting arm calculations Mate assumes all Space FOCSLE Space FOCSLE Space FP Space FP Space 2F0 8 Space 2F0 P Space 2F0 8 Space 2F0 P space 3F0_S space 3F0_P space FW_S space FW_P space SG_ROOM space SG_ROOM Space AP Space ER Space ER Space ER Space ER Space ER Space ER 2 8 THE OPENINGS XML FILE 35 C type opening are closed and only worries about U type However when doing equilibrium calculations all downflooding openings are assumed to be open This attribute is always required xs The longitudinal position of the lowest point of the opening meters forward of the AP This attribute is always required ys The transverse position of the lowest point of the opening distance off centerline port is positive starboard is negative This attribute is always required zs The vertical position of the lowest point of the opening distance above ba
21. a The next four allowables apply to the at sea condition In the JTP Mate system positive shear force implies excess buoyancy forward This field is the limit on this value If the Mate policy variable need allowables is set to N then an allowables xml file is not required This is appropriate only when Mate is used early in the preliminary design process Of course if this file is missing Mate will not be able to plot shear force and bending moment as a fraction of the allowables and this will be so noted on the various strength reports When Mate is used as a Loading Instrument need allowables must always be set to Y 2 10 THE DRAFTMARKS XML FILE 2 10 The draftmarks xml File 39 CTX Mate may be unique among loading programs in that it correctly allows for both trim and heel in doing draft marks This requires that Mate knows the location of each draft mark in 3 D space This information is contained in draftmarks xml Here a portion of a typical draft marks file ctx Marks fleet X ship uldh gen by marks2ctx pl at 2006 10 20T14 22 26Z author djwi note gt lt ctx_Curve type X name AFT plane 14 900 reflect R lt ctx_Offset ys 0 000 zs 1 103 nuck cut lt ctx_Offset ys 0 765 zs 1 500 nuck cut lt ctx_Offset ys 1 222 zs 2 000 nuck cut lt ctx_Offset ys 1 797 zs 3 000 nuck cut seus ane more offsets lt ctx_Offset ys 20 243 zs 30 000 nuck cut
22. ady computerized in some form of offset tables it is usually a fairly simple job to write a script for converting these offsets tables to the Chapter X tables from which the XML files can be generated automatically Why not have Mate do this based on tbhd 16 CHAPTER 2 THE SHIP 2 5 The Body Files Each Body that makes up the ship must have a body xxxz file in the ship s MATE data folder TES ROOT fleet ship DATA MATE where xxxxx is the Body s name Here is a a typical Body file ctx Body name 1P type C fleet U ship al seg 3 volbook 22301 0 max ullage head 1 400 min ullage head 0 400 gen by tank2xml pl at 2006 05 28T17 01 14Z author ref gt lt ctx_SBody name 1P main add or subz A ctx Dip Point code UL type E note gt lt ctx_PointS xs 301 190 ys 16 235 zs 35 6860 gt lt ctx_PointS xs 301 190 ys 16 235 zs 3 3000 gt X ctx Dip Point ctx Dip Point code SA type S note gt lt ctx_PointS xs 301 190 ys 17 235 zs 35 6860 gt lt ctx_PointS xs 301 190 ys 17 235 zs 3 3000 gt X ctx Dip Point ctx Dip Point code DA type E note gt lt ctx_PointS xs 301 520 ys 22 975 zs 34 7000 gt lt ctx_PointS xs 301 520 ys 22 975 zs 3 3000 gt X ctx Dip Point ctx Dip Point code DM type E note gt lt ctx_PointS xs 326 400 ys 16 900 zs 35 0000 gt lt ctx_PointS xs 326 400 ys 16 900 zs 3
23. aft marks are on a constant xs plane 40 CHAPTER 2 THE SHIP your frames you can simply copy that frame s ctx Curve element to this file If not you will have to do some sort of interpolation from the neighboring frames If your ship s hull is re entrant in the way of the marks for example the AFT marks of a a twin skeg ship do not include the re entract portion of the section in the draftmarks ctx Curve Replace it with a simple straight line from the centerline out to the bottom of the skeg Mate requires that the draftmarks ctx Curve be a proper transverse sec tion T his means that it must extend from centerline baseline to centerline deck if you use reflection or all the way around if you don t Mate s draft marks don t stop at the highest draftmark on the hull nor the lowest If the policy variable need draftmarks is set to N then a draftmarks xml file is not required To my knowledge Class does not require a proper draft marks file but commercially it is a good idea But remind your crews that Mate at least in this version assumes a rigid body in calculating draft marks Loading patterns with lots of hog or sag can produce hull deflections of up to 0 5 meters in a big tanker and discrepancies of up to 0 3 m between Mate s draftmarks and actual If draftmarks xml is missing the draftmarks section of the reports will be marked CANT DO 2 11 THE SECMOD XML FILE A1 2 11 The secmod xml File The secmod xml file contain
24. age 24 The space being modelled is the steering gear compartment The aft end of this compartment goes out to the shell So we use six waterlines to represent this curve However at the forward end of this compartment the outboard side of the compartment is a tank bulkhead so we need only 7 In the CTX system removal of interior portions is usually better done with a sub tractive sub body Need sketch 28 CHAPTER 2 THE SHIP two offsets to represent this vertical line For tankers the most highly curved portions of the hull are usually the turn of the bilge and the gunnel radius If you represent these curves by five points one every 22 5 degrees along the arc you will not only obtain far more accuracy than is required for Loading Instrument purposes but you will obtain all the accuracy that is required for commercial cargo survey purposes In other curved areas a waterline every meter or so is generally more than what is needed even for commercial purposes However it is important that you have lots of slices For cargo tanks you should have a slice at least every web frame even if the tank is prismatic If a tank is totally prismatic you might think you could represent it with just two sections the aft bulkhead and the forward bulkhead If you did so Mate s hydrostatic calculations would be correct However if the tank is of any size you would generate a big bump in the shear force curve To prevent this you need thin sli
25. ces A good rule of thumb is a section every actual web frame and if the web frame spacing is large say more than three meters a section half way between the aft bulkhead in the tank and the first web frame forward of this bulkhead Finally in order to avoid artificial bumps in the shear force curve the sections of the the main hull sub body should match the tank sections In particular this means that each major transverse bulkhead must be repre sented as two sections in the main hull LBody l Conventionally these two sections are spaced a millimeter apart All this sounds more complicated than it is especially if you use the system described in Chapter XXX If you use the Chapte XXX approach then the main LBody files for all the compartmentes and the hull will be generated automatically in a manner that abides with all these rules The final sub element in a sub body file is a ctx_Perm_Table Mate al lows a fairly flexible description of sub body permeability For permeability purposes the sub body is divided into one or more horizontal layers in ship space Each layer is represented by a ctx_Perm sub element The layer must be given in bottom to top order A ctx_Perm element has two attributes both always required zs This is the top of the permeability layer The bottom of the first lowest layer is assumed to be the lowest point in the compartment in ship coordinates The first zs in the ctx Perm Table must be no smaller
26. curve A typically VLCC lightweight might be represented by 400 spikes or more preferably morc One again the format of the XML file is nearly self explanatory The outer element is a ctx_Spikes whose attributes are the standard documen tation fields The ctx Spikes element contains a number of ctx Spike elements each of which represents an individual lightweight spike The at tributes of this inner element are wt The weight of the spike in metric tons This attribute is always required xs The longitudinal position of the spike meters forward of the AP This attribute is always required ys The transverse position of the spike distance off centerline port is pos itive starboard is negative This attribute is always required zs The verticle position of the spike distance above baseline name A name for the spike which may be up to CIX MAX SPIKE NAME characters long Mate does not use or require this attribute but it is bad practice not to label the spikes in a meaningful way For ex ample the spike representing the 5th cylinder of the starboard main engine might be called MN_ENG_S_5 Unfortunately the quality of the lightweight data from most yards is execrable Often proper labeling of the lightweight distribution is simply not possible The lightweight spikes may be in any order Thus you can group spikes by system and sub system if you like Mate will re order the spikes as required Perhaps the most frequently used lig
27. d Compartment is a diesel oil tank c Compartment is a cylinder lube oil oil tank s Compartment is a system lube oil tank w Compartment is a fresh water tank L Compartment is a tank but liquid is not otherwise specified V Compartment is not a tank normally dry The type attribute is always required fleet The ship s fleet code ship The ship s ship code seg This is a single character flag which indicates which segregation this body belongs to This attribute applies only to cargo tank compart ments and is not required If a cargo tank compartment is not given a segregation this variable defaults to a single blank volbook volbook is the official tank capacity at 10096 full in cubic me ters It applies only to tanks If the policy variable allow mis CONsing data is N and the body type is neither H nor V this at tribute is required If not and the attribute is missing Mate will compute its own tank capacity Due to idiosyncracies in ship yard and Class procedure and software OK and CTX software the official tank capacity may be very slightly different from that computed by Mate max ullage head This attribute is maximum pressure head in meters wa ter gage If the tank is vented it should be set to zero Otherwise it should normally be set to the P V valve pressure setting However design programs might set this value to the tank s structural limit 18 CHAPTER 2 THE SHIP If the policy variable allow missing
28. d sometimes anchors and anchor cables There is re ally no difference but to cater to this practice the ship s Mate data di rectory may contain a constant wt xml file If so the format of this file is exactly the same at 1twt xml and Mate simply includes the spikes in constant wt xml in the overall lightweight spike array As far as Mate is concerned there is no differnce between a spike in 1twt xml and a spike in constant wt xml They are both part of the lightweight Do not put any thing in constant wt xml that counts against deadweight Crew weight stores etc that do count against deadweight are part of the loading pattern not part of the ship data 34 CHAPTER 2 THE SHIP 2 8 The openings xml File The location of the ship s downflooding points is contained in the opening xm1 file is the ship s Mate ship data folder Here a portion of a typical openings file lt ctx_Openings fleet U ship al gen by at 2006 03 18T14 06 33Z author djw1 note gt ctx pening name FOCSLE S type C xs 363 900 ys 12 000 zs 35 ctx pening name FOCSLE P type C xs 363 900 ys 12 000 zs 35 ctx pening name FP VENT P type C xs 354 550 ys 14 000 zs 35 ctx pening name FP VENT S type C xs 354 550 ys 14 000 zs 35 more openings lt ctx_Opening name 2F0S8 VENT type C xs 35 050 ys 15 000 zs 31 lt ctx_Opening name 2FO0P VENT type C xs 35 050 ys 15 000 zs
29. description in the old MLOAD format to the CTX format You can use this script to figure out which Perl scripts you need and in which order Of course if your ship s data is already in the MLOAD format lucky you Simply run mload2mate sh with the indicated arguments and you are finished Be aware that Mate is quite strict about ship data Errors and incon sistencies that are accepted by other loading programs may well not be accepted by CTX Mate This is certainly true of MLOAD If Mate refuses to run on converted data with such problems you will have no choice but to correct the error either in the original data and re convert or in the converted data 47 48 CHAPTER 3 AUTOMATING DATA CONVERSION Chapter 4 Loading Patterns 4 1 Using Mate to bootstrap loadfiles In order to run CT X Mate the user needs an already existing loadfile But for a ship new to Mate there are no such loadfiles The loadfile format is described in the Chapter 6 of the User Manual It s fairly complex XML which must be consistent with the ship s data Creating a load file manually from scratch which will pass all of Mate s tests is not trivial Fortunately there is an easy way provided you have an interactive version of Mate 1 Once you have put all your ship data in TFS_ROOT fleet ship DATA MATE create a V TEST directory in TFS ROOT fleet ship 2 Make sure that your Sysadmin has put the Perl scripts in the AIDS subdir of the source distribution s
30. diam gt 10 500 lt prop_diam gt lt conn_xs gt 51 500 lt conn_xs gt lt conn_ys gt 0 000 lt conn_ys gt lt conn_zs gt 58 200 lt conn_zs gt lt prow_xs gt 373 500 lt prow_xs gt lt prow_ys gt 0 000 lt prow_ys gt lt prow_zs gt 36 600 lt prow_zs gt lt mani_xs gt 187 000 lt mani_xs gt lt mani_ys gt 29 400 lt mani_ys gt lt mani_zs gt 35 550 lt mani_zs gt lt pmb_fwd_xs gt 256 174 lt pmb_fwd_xs gt lt pmb_aft_xs gt 164 719 lt pmb_aft_xs gt lt trim_max gt 10 000 lt trim_max gt lt trim_min gt 10 000 lt trim_min gt lt draft_warn gt 7 700 lt draft_warn gt lt saab_yn gt YES lt saab_yn gt lt blst_ig_yn gt Y lt blst_ig_yn gt lt classcode gt LR lt classcode gt lt ctx_Main gt 2 8 THE MAIN PARTICULARS FILE 11 The format is obvious The outer element is ctx Main The inner XML element tag is the variable name T his name must be followed exactly The element text with leading and trailing white space removed is the value Otherwise you are free to move the data around any way you want to as long as it is legal XML In particular the variables can be in any order Numbers must follow American practice using dot for the decimal point Any commas in a number will be extracted and thrown away This is true of all numbers anywhere in the CTX Mate input Mate does range checks on numbers If a number is outside the legal range you will get an error message The extreme l
31. e gt lt ctx_Offset ys 0 000 zs 25 600 nuck cut note gt lt ctx_Curve gt lt ctx_Perm_Table ref note gt lt ctx_Perm zs 27 000 perm 0 96000 note gt lt ctx_Perm zs 50 000 perm 0 95000 note gt lt ctx_Perm_Table gt lt ctx_SBody gt The outer element is a ctx_SBody It has as many as eight attributes name name for the sub body The name may be up to CTX MAX S BODY NAME characters long and contain only alphanumeric charac ters and underscore The sub body name must be unique within this ship and match the second part of the corresponding sbody file This attribute is always required 2 6 THE SBODY FILES 25 kind A single character flag which must be L for longitudinally oriented sub bodies T for tranversely oriented This attribute is always required fleet The ship s fleet code This attribute is always required ship The ship s ship code This attribute is always required gen by at author ref A ctx_Sbody element must contain at least two ctx Curve elements fol lowed by at most one ctx Perm Table element The ctx Curve elements are the heart of the matter Each ctx Curve element has up to six attributes type The curve type is a single character flag which in general must be one of X constant xs curve Y constant ys curve Z constant zs curve or S general 3 D space curve For LBodies type must always be X This attribute is always required name
32. e ship it is the lower forward corner For horizontally oriented openings eg hatches which are in the aft portion of the ship it is the aft outboard corner For horizontally oriented openings which are in the forward portion of the ship it is the forward forward corner Sometimes you will need more than one ctx Opening to properly model a very large opening Suppose you have a large centerline hatch in the aft portion of the ship Then you will need two ctx_Opening s 36 CHAPTER 2 THE SHIP one located at the aft port corner of the hatch and one located at the aft starboard corner of the hatch If and only if you follow these rules the crew will not be given misleading downflooding data A Perl script hole2xml pl for converting downflooding data in the form of a simple four column table to the above XML format is provided in the package s tools directory The most efficient way to generate an openings xml file is to create this table and then use hole2xml pl1 which not only converts the table to legal XML but also performs a number of san ity checks in the process Read the comments in hole2xml pl for detailed instructions in using this script If the Mate policy variable need openings is set to N then an openings xml file is not required T his is appropriate only when Mate is used early in the preliminary design process Of course if this file is missing Mate will not be able to do any downflooding related calculations and t
33. e sub body file must have a permeability table Otherwise Mate assumes a permeability of 1 000 for the sub body Notice that if a sub body is added to a hull a decrease in permeability decreases buoyancy while if a sub body is added to compartment a decrease in permeability decreases weight 2 6 2 TBodies Regretfully T Bodies are not implemented in this version of Mate A TBody file looks just like an LBody file but the roles of xs and ys are inter changed The axial direction is looking to port If reflect flag is R only the aft half of the sub body is given in the curve If reflect flag is T only the top half of the sub body is given in the curve 2 6 3 VBodies Regretfully VBodies are not implemented in this version of Mate A VBody file looks just like an LBody file but the axial direction is looking up The value of plane is distance above the baseline The offsets are a xs ys pair currently perm table never required 30 CHAPTER 2 THE SHIP If reflect flag is T only the port half of the sub body is given in the curve If reflect flag is R only the aft half of the sub body is given in the curve 2 7 THE LTWT XML FILE 31 2 7 The ltwt xml File The ship s light weight distribution is contained in the 1twt xml file in the ship s Mate ship data folder Here a portion of a typical lightweight file lt ctx_Spikes fleet U ship al gen by lrs ltwt2xml pl at 2006 05 28T17 01 142 author djwi note used a max
34. ed Such re direction can be done only if Mate is started up from the command line 2 Specify a negative option in ctx mate debug A negative option has the same meaning as its positive counterpart except that the debugging output is generated only on the first time through the subroutine In many cases this will be all you need For some subroutines the first time through is ether not very inter esting or exceptional In these cases the negative option will generate debugging output only on the first two times through the sub routine 6 3 The Other debug files ctx_mate debug applies to any session started with the ctx_mate_cmd or ctx mate tcl commands In addition there are the following debug con fioguration files ctx mate tcl debug This file has exactly the same format as ctx mate debug but covers the subroutines in the tcl user interface interface that is 1 CTX has exercized a great deal of care to ensure that the debugging statements have no side effects Changing debugging options should not change any of the results 60 CHAPTER 6 DEBUGGING AND INTROSPECTION all the subroutines in the tcl sub directory of the source distribu tion These debug options will apply to any session started with the ctx mate tcl command If you start a session with ctx_mate_tcl you will get both the debugging options in ctx mate debug and ctx mate tcl debug ctx hull debug This file has exactly the same format as ctx mate debug but these deb
35. egal values can be found in the source file ctx Varient h If the site policy variable allow_missing_data is N then main xml must have all these variables Otherwise only the first six are required ki In the preliminary design context the other variables may be either unavailable output of the design process or simply unnecessary In the Loading Instru ment context all these variables are legally important and must be supplied Most of the variable names are self explanatory but a few require com ment Any variable ending in xs is distance foward of the AP in meters Any variable ending in _ys is distance port of centerline in meters Any variable ending in _zs is distance above baseline For CTX_Mate port ys is positive and starboard is negative The first three variables starting with prop specify the center of the propeller for propeller immersion calculations if the ship is twin screw set nprops to 2 and prop ys must be the transverse location of the port propeller The three variables starting with conn specify the helm location and the three variables starting with prow specify the top of the bulwarks centerline all the way forward for blind spot calculations The three variables starting with mani specify the the center of the pre sentation flanges of the port manifold This is used in air draft calculations Mate assumes the manifolds are symmetric The two variables starting with pmb are the forwardmost and aft most extent o
36. elf is described in Section 2 11 The scantling data format is described in Appendix This scantling data which can be quite copious is contained in its own directory imoreg25 xml This file contains the IMO Reg 25 and Reg 16 hypotheth ical damage scenarios See Section 2 12 Depending on the site s CT X Mate data policy some of these files may not be required For example at the preliminary design stage the ship s allowables have not yet been determined However when Mate is being used on board as a Loading Instrument all these files will be needed When Mate is being used as a Loading Instrument once the ship data has been prepared tested and Class approved the ship s Mate data directory must be made read only 10 CHAPTER 2 THE SHIP 2 3 The Main Particulars File Here is a typical main xml lt ctx_Main xmlns http www c4tx org gt lt fleetcode gt U lt fleetcode gt lt shipcode gt al lt shipcode gt lt 1bp gt 366 000 lt 1bp gt lt mid_xs gt 183 000 lt mid_xs gt lt beam gt 68 000 lt beam gt lt depth gt 34 000 lt depth gt lt shipname gt Hellespont Alhambra lt shipname gt lt imo_number gt 9224752 lt imo_number gt lt sdwt gt 441893 lt sdwt gt lt wdwt gt 430184 lt wdwt gt lt tdwt gt 453656 lt tdwt gt lt nprops gt 1 lt nprops gt lt prop_xs gt 6 953 lt prop_xs gt lt prop_ys gt 0 000 lt prop_ys gt lt prop_zs gt 6 500 lt prop_zs gt lt prop_
37. ex planation It may be either Y or N It is not required and if missing will default to N note Any commentary on the offset Mate neither uses nor requires this attribute The offsets must be given in clockwise order looking forward Con ventionally the first offset is the lowest point on the curve but this is not required If reflect is N this must be a closed curve The first ys zs and the last must be the same If reflect is R the first ys and the last must be 2 6 THE SBODY FILES 27 the same If reflect is T the first zs and the last must be the same Notice that for Mate the description of the hull must include at least the port half of the deck The offsets do not stop at the margin line The Kerwin immersed slice integration algorithm used by Mate is ex tremely flexible The section curve is completely arbitrary as along as it does cross over itself However portions of the curve can touch each other This is known as a cut Cuts can be used to remove interior portions of the slice from a sub body Suppose you want to remove a pipe from a section This can be done by proceeding clockwise around the section to some point cutting straight into the pipe proceeding counter clockwise around the pipe back to the cut and go back out to the section along the same cutl4 In order to ensure that wetted surface calculations are correct you must mark the points that are in the cut including the points at the end of the cut by sett
38. f the parallel midbody Mate follows the JTP system Trim by the bow is positive trim by the stern is negative If trim by the bow exceeds trim_ max ot trim by the stern is less than trimmin Mate will issue a warning If draft at the FP is less that draft warn then Mate will issue a warning All these warnings can be turned off by making these numbers large enough However Mate will use whatever variables are supplied even if they are not required 12 CHAPTER 2 THE SHIP The main xml file may contain any other particulars you desire Mate will just ignore them In fact it is excellent practice to have a single ship particulars file that has all the ship s permanent particulars for example all the permanent stuff that the OCIMF questionnaire requires In the CTX system this file is T FS ROOT fleet ship DATA PERM main xml and is used by any application that needs this data of which Mate is only one of many To implement this put a link to this main particulars file in DATA PERM in the TES ROOT fleet ship DATA MATE rather than the file itself That way whenever one of the permanent particulars changes as it eventually will you will only have to make one change If your system does not support links the same effect can be obtained by putting an external entity reference in the file in the DATA MATE directory The main xml file is so small and so idiosyncratic that no tools have been developed for automating the process
39. ffset ys 8 761 zs 25 600 nuck cut note gt lt ctx_Offset ys 9 300 zs 26 000 nuck cut note gt lt ctx_Offset ys 9 682 zs 27 000 nuck cut note gt lt ctx_Offset ys 9 921 zs 28 000 nuck cut note gt lt ctx_Offset ys 10 000 zs 29 000 nuck cut note gt lt ctx_Offset ys 10 000 zs 31 489 nuck cut note gt lt ctx_Offset ys 0 000 zs 32 454 nuck cut note gt ctx Offset ys 10 000 zs 31 489 nuck cut note gt ctx Offset ys 10 000 zs 29 000 nuck cut note gt lt ctx_Offset ys 9 921 zs 28 000 nuck cut note gt lt ctx_Offset ys 9 682 zs 27 000 nuck cut note gt lt ctx_Offset ys 9 300 zs 26 000 nuck cut note gt lt ctx_Offset ys 8 761 zs 25 600 nuck cut note gt lt ctx_Offset ys 0 000 zs 25 600 nuck cut note gt lt ctx_Curve gt lt ctx_Curve type X name plane 14 450 reflect N mold I note gt lt ctx_Offset ys 0 000 zs 25 600 nuck cut note gt lt ctx_Df set ys 7 000 zs 25 600 nuck cut note gt lt ctx_Df set ys 7 000 zs 31 640 nuck cut note gt lt ctx_Df set ys 0 000 zs 31 921 nuck cut note gt lt ctx_Df set ys 7 000 zs 31 640 nuck cut note gt lt ctx_Df set ys 7 000 zs 25 600 nuck cut not
40. he possible values of option are an integer between 5 and 5 The meaning of the non negative numbers is O No debugging output This is the normal default 1 Minimal debugging Only one line upon each subroutine entry Can be used to generate a sort ot stack trace 2 Report major results steps Usually 1 to 4 lines per subroutine 6 3 THE OTHER DEBUG FILES 59 3 Lots of detail 4 Lots and lots of detail 5 Lots and lots and lots of detail Many routines only implement 1 or 2 If you specify a higher option for such a routine the result will be the same as if you specified the highest option actually implemented in the sub routine To uses this facilty you must identify the sub routine s you are inter ested in and edit usr local share ctxmate ctx mate debug changing the options for those routine s Then start mate up from the command line In editing be careful not to mess with the quotes Also be aware that Mate employs a large number of loops within which some routines are called over and over again Specifying 3 or higher for such sub routines can easily generate thousands of lines of output You have two options here 1 Re direct the debugging output All debugging output is sent to stderr Normally it will be displayed in the user s launch window But by re directing stderr to some other file you can save the debugging output in that file and then search thru it perhaps by using an editor for the information you ne
41. her a body file must have any dipping point depends on the body type and the setting of the site policy variable need dipping point If the body is a hull no ctx Dip Point element is required and any supplied will be ignored e If need dipping point is N then there need be no dipping point in any compartment Body file and if there is none Mate will concoct a single dipping point with the code IM for the compartment This is appropriate in preliminary design applications where the dipping point locations are not yet fixed At this point the designer should never use the U or I tank opts and a dipping point really isn t required However it simplifies the software a great deal to be able to assume that every compartment has at least one dipping point e If need dipping point is V then Mate will require at least one dip ping point for each non V type compartment This is appropriate for situations where the ship yard has given each tank at least one dip ping point but not the normally dry compartments The problem is The IM Imaginary dipping point is an E type dipping point whose location is in the middle of the tank in plan view and whose reference height is the highest point of the tank in ship coordinates 2 5 THE BODY FILES 21 that if the dry compartment is damaged while Mate s volumetric and weight calculations will be correct the compartment s ullage innage will be at best approximate Worse the crew probably has
42. his will be so noted on the various reports When Mate is used as a Loading Instrument need openings must always be set to Y 2 9 THE ALLOWABLES XML FILE 37 2 9 The allowables xml File The ships Class approved shear force and bending moment allowables is contained in the allowables xml file is the ship s Mate ship data folder Here a portion of a typical allowables file lt ctx_Allowables fleet U ship al gen by at 2006 03 26T19 00 26Z author djw1 note gt lt ctx_Allowable xs 14 450 shear pos sea 7500 shear neg sea 7500 hog sea 89400 sag sea 64600 shear pos hbr 8214 Shear neg hbr 8264 hog hbr 140825 sag hbr 119634 name frame 17 LR lt ctx_Allowable xs 25 250 shear pos sea 8750 shear neg sea 8750 hog sea 156275 sag sea 112750 shear pos hbr 10257 Shear neg hbr 10363 hog hbr 264839 sag hbr 228932 name frame 29 LR gt lt ctx_Allowable xs 36 050 shear pos sea 12342 shear neg sea 12342 hog sea 244500 sag sea 176450 shear pos hbr 14643 Shear neg hbr 14804 hog hbr 410203 sag hbr 353781 name frame 41 FO2F01 lt ctx_Allowable xs 292 450 shear pos sea 29000 shear neg sea 29000 hog sea 874400 sag sea 730100 shear pos hbr 35152 Shear neg hbr 34748 hog hbr 1318450 sag hbr 1205312 name frame 105 2C1C L lt ctx_Allowable xs 321 800 shear pos sea 22000 shear neg sea 22000 hog sea
43. htweight format is that used by Lloyds Register The LR models the lightweight distribution as a series of 10 With a modern computer the number of lightweight spikes has almost no impact on computation time From a design point of view smaller lightweight spikes mean more flexibility To avoid recomputing the center of gravity of the lightweight over and over again Mate computes this centroid in ship coordinates and the total lightweight on input and stores this as a single ctx_Spike in the ctx Ship struct This single spike is used in the ship balance calculations But after the ship is balanced Mate uses the individual spikes in the strength calculations 2 7 THE LTWT XML FILE 33 continuous trapezoids sitting on the centerline and all exactly lightweight VCG above the baseline The package provides a script called 1r 1wt2xml pl which tranforms these densities to spikes in the above format By adjust ing the parameters in this script one can control the size of the maximum spike that is created The script is self documenting Read the comments in lr twt2xml pl for detailed instructions Obviously if you are given data in this form you must assume all the lightweight is on the centerline at the same height above the baseline and meaningful labelling is impossible Some yard distinguish between real lightweight steel machinery and the like and constant loads such as the oil and water that is in the en gine room piping an
44. ia at intervening frames as required Longitudinal stress analysis is not implemented in this version subdir has no effect and can be left out altho setting subdir to NONE will make things a little easier to upgrade 42 CHAPTER 2 THE SHIP 2 12 The reg25 xml File The IMO Regulation 25 damage scenarios are contained in the imoreg25 xml file in the ship s Mate ship data folder Here a portion of a typical imoreg25 file ctx Scenarios fleet U ship al gen by reg25 2ctx pl at 2006 07 16T09 21 382 author djwi gt lt ctx_Scenario name 00001 type S gt Body name FPVOID opt F gt Body name FOCSLE opt F gt ctx Scenario ctx Scenario name 00002 type S gt Body name FP opt F gt Body name FOCSLE opt F gt ctx Scenario more scenarios ctx Scenario name 00102 type S gt Body name FOCSLE opt F gt Body name FPVOID opt F gt Body name FP opt F gt Body name 1B_S opt F gt Body name 2B_S opt F gt Body name 3B_S opt F gt Body name 4B_S opt F gt Body name 1B_P opt F gt Body name 2B_P opt F gt Body name 3B_P opt F gt Body name 4B P opt F gt ctx Scenario ctx Scenario name 00206 type S gt Body name 5B_S opt F gt Body name SLOP S opt F gt Body name 1F0_S opt F gt Body name PR opt F gt Body name
45. ing the cut flag to Y Cuts can also be used to connect non contiguous portions of a section Bulbous bows are a common example At the for ward end of a ship with a bulbous bow the transverse section is split into two pieces a lower portion consisting of the bulb and an upper portion in way of the prow No problem Simply generate a X curve starting at the bottom of the bulb centerline move clockwise around the port side of bulb to the top of the bulb centerline then start a vertical cut up to the bottom of the prow centerline and move clockwise round the upper hull until you reach the deck centerline Then either set reflect to R recommended or work your way down the starboard side In either case the starboard side will be a mirror image of the port side and the cut is a vertical line on the centerline The cut has no section area so it will not affect the immersed area calculations And by marking the cut with the cut flag Mate will not include the cut in its wetted surface calculations Mate integrates section areas via the trapezoidal rule This means that you will need closely spaced offsets in way of highly curved regions of the sub body If the curvature is small you can get by with more widely spaced offsets In areas where the section curve is a straight line you need only an offset at either end of the straight region There is no requirement that the number of offsets on one ctx Curve is the same as another The sample file on p
46. irection of gravitational forces as the ship trims and lists Most loading instruments ignore this change in longitudinal strength calculations But spikes have other advantages Distributing weights transversely comes for free Most loading instruments implicitly and incorrectly assume that all the lightweight is on the centerline PJ Spikes are far more flexible at the preliminary design stage If you move a generator or a bulkhead simply Inter alia this screws up the roll radius of gyration calculation In the site policy flag allow_all_ltwt_on_cl is set to N then Mate will refuse to run if it discovers that this abhorrent practice is being employed Unfortunately in our sample file not only has the yard not given us the transverse distribution of the lightweight they have not given us the vertical distribution as well They only gave us the VCG of the entire lightweight The analyst was forced to assume that the vertical position of all the lightweights is at this VCG gt gt n gt gt gt gt gt gt gt gt gt gt 32 CHAPTER 2 THE SHIP move the weight spikes associated with that item nothing else has to change The CTX DNA design package does this automatically However this system does require that all the spikes be reasonably small The largest spike should be no more than 0 5 of the total lightweight in order to avoid introducing artificial bumps in the shear force
47. lt ctx_Offset ys 20 243 zs 30 956 nuck cut lt ctx_Offset ys 0 000 zs 31 921 nuck cut ctx Curve mold I descrip gt note gt note gt note gt note gt note gt note gt note gt lt ctx_Curve type X name MID plane 174 150 reflect R mold I lt ctx_Offset ys 0 000 zs 0 000 nuck cut lt ctx_Offset ys 31 500 zs 0 000 nuck cut n more offsets lt ctx_Offset ys 7 000 zs 35 400 nuck cut lt ctx_Offset ys 0 000 zs 35 400 nuck cut ctx Curve note gt note gt note gt note gt lt ctx_Curve type X name FWD plane 349 950 reflect R mold I lt ctx_Offset ys 0 000 zs 0 000 nuck cut lt ctx_Offset ys 2 555 zs 0 000 nuck cut eb bei more offsets lt ctx_Offset ys 21 617 zs 34 645 nuck cut lt ctx_Offset ys 7 100 zs 36 045 nuck cut lt ctx_Offset ys 0 000 zs 36 045 nuck cut ctx Curve ctx Marks note gt note gt note gt note gt note gt descrip gt descrip gt The draftmarks file consists of three transverse sections that is three ctx_Curve type X elements within a ctx Marks element The three sections represents a transverse cut of the hull at the AFT MID and FORWARD marks respectivelylt If you get lucky and the draft marks are on one of H Mate assumes that the dr
48. m Often that somewhere is in TFS_ROOT X Talk to your Sysadmim to find out where these files are They can be used as templates for your own data files And in many cases it s instructive to inspect a complete set of working data files In this Manual often we can only show you excerpts CHAPTER 1 INTRODUCTION Chapter 2 The Ship 2 1 Bodies and Sub bodies Before we proceed we need a little background on how CTX Mate models a ship A CTX Mate tanker is made up of Bodies A Body is any normally watertight volume A Body may be a Hull that is a volume that displaces water or a Compartment that is a volume that contains liquid A CTX tanker can be made up of multiple Hulls and the entire watertight portion of the ship must be divided into Compartments Many but not all of the ship s Compartments are of course tanks Each Body Hull or Compartment is made up of Sub bodies Sub bodies come in three flavors longitudinally oriented transversely oriented and ver tically oriented Sub bodies can be combined into a Body by both compo sition addition and deletion subtraction For example a forepeak tank might be modelled as the tank envelope a longitudinally oriented sub body less the chain lockers vertically oriented sub bodies less the thruster duct a transversely oriented sub body A sub body can be part of more than one body For example the rudder trunk s might be deducted from both the hull envelope and the aft
49. m by the stern and the tank frame spacing is 3 meters or more it is a good idea to put a tank section at half the the web frame spacing forward of the aft bulkhead of the tank In this case there should be a frame in frames xml at this longitudinal position as well Finally it is usually a Class requirement that there be a frame at every longitudinal position for which Class explicitly assigns an allowable Normally these positions will be on the bulkheads but this in not always the case By now the value of the legibility of the XML format should be clear But preparing big XML files manually is a horrific nuisance Compared with a simple table they involve an enormous number of extra key strokes And one has to carefully keep track of all the greater than signs the less than signs and myriad quotes CTX has developed a far easier way based on simple offset tables This is described in Chapter X If you follow this system prepare the neces sary offset tables then the corresponding frame xml file can be generated automatically by using the frames2xml pl command This system also guarantees a great deal of internal consistency See Chapter X for the de tails But I suggest you read the rest of this chapter first because the same system is used to generate many of the other files described in this chapter For the reasoning behind these strange requirements see the programmer s manual sections xx and yy If the ship s data is alre
50. n 2 5 sbody yyyyy For each sub body yyyyy referenced by a body file there must be an sbody yyyyy file which contains the orientation offsets etc of that sub body This file also contains a description of the sub body s permeability See Section 2 6 Itwt xml This file contains the ship s lightweight distribution It is de scribed in Sction 2 7 constant wt xml Sometimes yards distinguish between lightweight pieces of steel and constant weights for example liquids in machinery which are really part of the lightweight In this case there will be a constant wt xml file The format of this file is the same as 1twt xml and is described in Section 2 7 openings xml This file describes the location and type of all the down flooding points See Section 2 8 allowables xml If the ship has been assigned shear force and bending mo ment allowables there must be an allowables xml file which contains these allowables See Section 2 9 The one exception to this rule is the detailed scantling data See Section Z TT below Also in some cases described below it may make sense to put a link to a ship data file in this directory rather than the file itself 2 2 SHIP FILES 9 secmod xml This file describes the steel structure at each frame in beam theory terms moment of inertias section moduli etc It may also reference detailed scantling data which is used in determining damaged section strength parameters secmod xml its
51. n Mate is being used on board tankers as a loading instrument and a flexible set of rules at other sites for example when Mate is being used as a tanker design tool early in the design process Mate employs the following configuration files ctx Varient h This file sets the VARIENT s compile time values and the all important ignore policy flag See Section 5 2 ctx mate policy This file allows site data policy to be varied without re compilation but only if ignore policy in ctx Varient h is N ctx mate config This file sets non policy site configuration variables such as paper size It also allows the Sysadmin to manually specify system utilities that might not have been found in the build process for ex ample the web browser command This file is always examined on start up even if ignore policy is N But these are definitely not user preferences In Mate user preferences are set during the session or on the command line ctx mate fleets tcl This file controls the options that the user is shown in the start up form 51 52 CHAPTER 5 THE CONFIGURATION FILES 5 2 Varient This section will describe the Mate VARIENT concept and the ctx_Varient h file 5 3 THE CTX_MATE POLICY FILE 5 3 The ctx mate policy file This section will describe the Mate policy file 93 54 CHAPTER 5 THE CONFIGURATION FILES 5 4 The ctx mate config file This section will describe the Mate config file 5 5 THE CTX_MATE_FLEETS TCL
52. n be used not just for debugging but also for observing exactly how Mate goes about its calculations allowing experts who are not computer programmers to see for themselves what s really going on This manual uses the following convention in referring to file names and strings in general Parts of a name that are fixed are shown in upright type writer font For example the ship s main particulars are always contained in the main xml file Parts of a name that are variable are shown in constant width italic For example a compartment whose name is zrrrrz must have a body file body xxxxxx xxxxxz might be 1C or 2P B or ENG RM depending on what compartment we are talking about This manual assumes that you are going to arrange your files according to the CTX Tanker Filing System TFS as described in the next section CTX Mate itself does not require this arrangement If you decide not to use the TFS system nothing much will change but you will have to translate the various directory names in this manual to your system 4 CHAPTER 1 INTRODUCTION 1 2 Directory Structure CTX Mate makes some assumptions about file directory folder structure The basic concept is that the file system is broken down by fleet and within each fleet by ship Each ship has a fleet code which is the name of that ship s fleet folder Each ship has a ship code which is the name of that ship s ship folder For example if the good ship Titanic is part of the
53. n this case the table only applies to zero trim and zero heel In this version of CTX Mate only N is implemented For each ullage sounding in the tank table there will be a ctx T T Entry In its simplest form this entry will have two attributes ull or inn If u_or_i is U then the ctx TT entry must have an ull at tribute which is the ullage in meters Otherwise the ctx T T Entry must have an inn attribute which is the innage or sounding in meters v The tank liquid volume at this ullage innage in meters cubed Ullages must be in increasing order and their volumes must be non increasing Innages must be in increasing order and their volumes must be non decreasing Converting tank tables manually would be hopelessly tedious and error prone The CTX Mate distibution includes a Perl script for converting tank tables in the MLOAD format a simple table to the CTX format With slight modifications this script can be used to convert just about any simple table format to CTX format NEED TO TALK ADOUT DSME AND OLD STYLE HEEL AND TRIe Chapter 3 Automating Data Conversion Yet to be written But the scripts in the AIDS sub directory of the source distribution are pretty well commented If you are familiar with Perl it should be fairly easy to figure out what each script does and how it needs to be modified to work with your existing ship data bases The shell script n1oad2mate sh goes thru the whole process of converting a ship
54. no way of measuring the ullage or innage in the damaged compartment e If need dipping point is Y then Mate will require at least one dip ping point for each compartment This is appropriate for situations in which the owner has required all compartments be given some sort of sounding capability in his newbuilding spec which is something that all good owners should do As we have seen the body files are quite small A hull body file will be only three or four lines long The explanation is far far more verbose than the file itself If you use the system outlined in the next chapter templates for each of the ship s body files will be created but you will have to put in the dipping point data yourself It should be clear by now there is a great deal of structure to the XML ship data files This structure closely mimics Mate s internal view of the ship For the programmers among you just about every XML element matches one of the classes that together make up the ship In fact in most cases the name of the class and the name of the element are the same In the CTX Mate input there is no list of the ship s compartments Mate makes up that list from the body zzzzzz files in the Mate ship folder This makes it easy to add or delete a compartment Conversely it allows you to screw up Mate does not check that there is a compartment for every point within the ship A common practice is to start out by doing only the tanks running Mate as re
55. of creating this file Your best bet is to copy the existing main xml from one of the demo ships in the source DEMO directory to your ship s TFS_ROOT fleet ship DATA MATE directory and then change the element contents to match your ship That way you won t misspell the variable names No ampersands or less than signs in the text strings 2 4 THE FRAMES FILE 13 2 4 The Frames File Here is a portion of a typical frame xml lt ctx_Frames fleet U ship al author djwi timestamp 2005 12 22T12 35 322 Xctx Frame name TRNSM xs 6 500 ys 10 000 zs 31 489 show Y tbhd TRANSOM Xctx Frame name FRm07 xs 5 950 ys 10 296 zs 31 474 show Xctx Frame name FRm06 xs 5 100 ys 10 752 zs 31 445 show Xctx Frame name FRm05 xs 4 250 ys 11 208 zs 31 426 show Xctx Frame name FRm04 xs 3 400 ys 11 663 zs 31 403 show Xctx Frame name FRm03 xs 2 550 ys 12 116 zs 31 379 show Xctx Frame name FRm02 xs 1 700 ys 12 565 zs 31 356 show Xctx Frame name FRm01 xs 0 850 ys 13 009 zs 31 332 show ctx Frame name FRm01f xs 0 849 ys 13 009 zs 31 332 show Xctx Frame name AP xs 0 000 ys 13 450 zs 31 310 show Y gt inci lots more frames Xctx Frame name FR126 xs 360 500 ys 15 678 zs 34 954 show gt lt ctx_Frame name FR127 xs 361 350 ys 15 015 zs 34 988 sho
56. omewhere along your path 3 Change directory to TFS_ROOT fleet shipV TEST and issue ltwt ldpattern p1l fleet ship This will create a completely empty load pattern file called 1 _1twt 4 Issue ctx mate tcl lf ltwt and you see the Mate Mainscreen lf ltwt is not a particularly interesting loading pattern no parcels no liquid loads no point loads You can t even see any tans pl But it can be edited via the CTX Mate user interface which was designed to do precisely just that Nor is it completely accurate For example the CTX Mate version and varient in the loadfile that 1twt ldpattern pl creates is not correct For this reason delete this file after you have used it to create the real loading patterns 49 50 CHAPTER 4 LOADING PATTERNS Probably the first thing you will want to do is enter some parcel data Then you can switch back to the Mainscreen select Show tanks from the View menu and enter what ever tank data you wish that uses your newly entered parcels Usually your first loading patterns will be taken from the ship s Trim and Stability Booklet Use the same names as in the Trim and Stability Booklet For example if the T amp S booklet calls a loading pattern Full Load Departure use a file name like 1f_full_dep Once you get some T amp S Booklet load patterns entered you can run Mate on those patterns and compare the results with those in the Booklet To protect your T amp S Booklet loading patterns from being
57. over written by your users make a sub directory called MAN in your ship s Mate DATA directory and copy these loading patterns into that sub directory They will be needed when you go to Class for approval See Chapter X copy these patterns to the 4 2 Creating an iniitial loading pattern manually If you don t have the interactive version of Mate you will need to create your loading patterns manually or write a script to do so The manual process is strightforward but tedious Copy one of the DEMO fleet load patterns to your ship s V TEST and then edit the file being careful to change all the tank names to your ship s names You don t have to worry about the initial Tilt or the meta data Mate can handle just about any starting set of drafts and heel and the meta data will be corrected on your first save You will probably make some mistakes but Mate should give you fairly decent error messages went you then run the loading patterm For preliminary design purposes evaluating spill resistance etc you will probably want the computer to generate a range of loading patterns This is beyond the scope of this particular guide See xxxxx However if you know Perl you can peek at the Itwt_ldpattern pl to see one way of doing this Chapter 5 The Configuration Files 5 1 Overview Mate is highly configurable However the degree of flexibility is determined at compile time This allows a strict set of rules a some sites for example whe
58. quired to get them right and only then doing the dry compartments The dry compartments are not needed for any of the normal Loading Instrument stuff but if you leave out a dry compartment Mate s ability to simulate damage will be compromised For example if you leave out the compartment enclosed by a rudder you won t be able to flood that rudder Conversely Mate does not check that the compartments don t overlap You can put two compartments in the same space and Mate will fail to com plain If you want to comment out a compartment that is delete it but keep the data available you must change the name of that compartment s file making sure the new name does not start with body I usually change body name to cody name to avoid conflicts with meaningful prefixes Finally Mate does only the most rudimentary checks that a compart ment is inside a hull Mate will accept compartments that extend outside the ship Basically it is your responsibility to ensure that every point within the watertight boundaries of the ship is within one and only one compartment 22 CHAPTER 2 THE SHIP However if you use the system described in the next chapter fullfilling this responsibility becomes much easier 2 0 THE SBODY FILES 23 2 6 The SBody Files The sub Body files are where all the action and all the work is Each sub body that is part of any of the ship s bodies must have a sbody yyyyyyyy file in the ship s Mate data folder where
59. s fleet code the ship s ship code the author of this file and the GMT time the file was last modified All timestamps in CTX Mate must follow the ISO 8601 format exactly Each inner XML elements is a ctx_Frame which not surprisingly repre sents a frame Each ctx Frame element has six attributes 14 CHAPTER 2 THE SHIP name name for the frame which must be unique within the frame file The name can be up to CTX MAX FRAME NAME characters long It cannot contain any ampersands less than signs or embedded blanks Leading and trailing white space is stripped All blanks is not a valid frame name This attribute is always required xs The longitudinal position of the frame forward of the Aft Perpendicular AP The frames must occur in order of increasing xs that is the aftmost frame at the top and the forward most frame as the bottom This attribute is always required There must be a frame named AP with an xs of 0 000 There must be a frame named FP with an xs of LBP ys The transverse position of the margin line at this frame CTX MATE assumes the margin line is symmetric This attribute is always re quired zs The vertical position of the margin line at this frame above the base line This attribute is always required show If this single character flag is Y this frame will be highlighted on the bending moment and shear force diagrams and show up in the short form of the longitudinal strength report Otherwise the frame
60. s the hull moment of inertia curve and pointers to detailed scantling data to allow Mate to estimate primary longitudinal stress via Classical beam theory Here a sample secmod xml file lt ctx_Secmods fleet U ship al gen by strength2ctx pl at 2006 07 16T08 48 012 author djwi note gt lt ctx_Secmod xs 6 500 vmoi_ys 400 0 subdir NONE gt lt ctx_Secmod xs 51 350 vmoi_ys 1389 0 subdir NONE gt lt ctx_Secmod xs 145 700 vmoi_ys 2563 0 subdir PMB gt lt ctx_Secmod xs 164 700 vmoi_ys 2563 0 subdir PMB gt lt ctx_Secmod xs 256 100 vmoi_ys 2563 0 subdir PMB gt lt ctx_Secmod xs 274 840 vmoi ys 2502 0 subdir NONE gt lt ctx_Secmod xs 339 410 vmoi ys 1779 0 subdir NONE gt lt ctx_Secmod xs 372 400 vmoi_ys 400 0 subdir NONE gt lt ctx_Secmods gt Each ctx_Secmod element has three attributes xs A longitudinal position vmoi_ys The hull vertical Moment of inertia at that longitudinal position subdir The name of the sub directory in mate_scant_dir that contains the detailed scantling data for this section The format of this data is described in Appendix A If subdir is missing blank or NONE then scantling data does not exist for this transverse section The xs s must be in increasing order aft to forward They must extend from the aftmost frame in the ship s frame xml to the forwardmost Mate will use linear interpolation to determine the hull moment of inert
61. seline This attribute is always required space The name of the compartment which the downflooding point floods CTX_MAX_SPIKE_NAME characters long This name must be one of the ship s compartment names or all blanks In the latter case the downflooding point is assumed to flood all compartments An IGS vent riser P V valve is an example Mate uses this field in its IMO Regulation 25 calculations IMO Reg 25 requires several downflooding point checks but in doing these checks the openings that flood the compartments that are already flooded in the hypothetical damage scenario are to be ignored This attribute is always required The openings may be in any order There must be at least one opening Mate models a downflooding opening as a point In reality openings have size This means that the lowest point of the opening in ship coordinates when the ship is at zero trim and zero heel need not be the lowest point in earth coordinates when the ship is trimmed and heeled For large opening and large trim and heel significant errors are possible if you pick the lowest point unwisely There errors can be minimized by asking yourself where is the most vulnerable point on the opening For transversely oriented openings it is the lower outboard corner For longitudinally oriented openings which are in the aft portion of the ship it is the lower aft corner For longitudinally oriented openings which are in the forward portion of th
62. spike weight of 200 tons gt Xctx Spike wt 48 252 xs 5 453 ys 0 000 zs 17 339 name X X ctx Spike wt 131 958 xs 9 212 ys 0 000 zs 17 339 name X Xctx Spike wt 60 210 xs 3 358 ys 0 000 zs 17 339 name X X ctx Spike wt 143 916 xs 11 308 ys 0 000 zs 17 339 name X lots more lightweight spikes ctx Spike wt 81 018 xs 46 850 ys 0 000 zs 17 339 name X Xctx Spike wt 15 334 xs 91 500 ys 0 000 zs 17 339 name X ctx Spike wt 25 406 xs 274 500 ys 0 000 zs 17 339 name X Xctx Spike wt 74 123 xs 38 075 ys 0 000 zs 17 339 name X Xctx Spike wt 93 766 xs 42 125 ys 0 000 zs 17 339 name X X ctx Spike wt 113 409 xs 46 175 ys 0 000 zs 17 339 name X ctx Spike wt 133 052 xs 50 225 ys 0 000 zs 17 339 name X ctx Spike wt 7 592 xs 17 150 ys 0 000 zs 17 339 name X ctx Spike wt 10 388 xs 22 550 ys 0 000 zs 17 339 name X 0 ctx Spike wt 149 408 xs 70 500 ys 000 zs 17 339 name X lt ctx_Spikes gt Mate represents the lightweight distribution as an array of spikes in 3 dimensional space This is a major departure from the common practice of representing the lightweight as a continuous distribution The primary reason that Mate uses spikes is that spikes are much easier to transform from ship coordinates to earth coordinates to correctly represent the change in the d
63. tanker need_reg25 should always be set to Y 2 13 TANK TABLES 45 2 13 Tank Tables Mate itself makes no use of tank tables But if you are converting an existing ship to CTX Mate you will need to compare Mate s tank volumes centroids etc with those in the ship s tank tables Also if you intend to implement ctx_Surveyor you will have to create tank tables for the ship in CTX format In the CTX system tank tables are filed in TFS_ROOT fleet ship DATA TANKS There are several tank table formats in circulation to cater to various sys tems for correcting for trim and heel But they all start with a simple correspondence between even keel ullage innage and volume In the CTX system this file is called tank_name ctx where name must match the com partment s name in body name The ctx extension allows C T X files to co exist with other kinds of tank table files in the DATA TANKS folder Here s a portion of the simplest form of a CTX tank file X ctx Tank Table tank 1P dip UL u or i U trim heel code N fleet U ship al gen by table2ctx pl at 2006 09 09T19 48 15Z author note ctx TT Entry ull 0 000 v 22301 0 gt ctx TT Entry ull 0 100 v 22301 0 gt ctx TT Entry ull 0 200 v 22301 0 gt ctx TT Entry ull 300 v 22301 0 gt ctx TT Entry ull 400 v 22299 2 gt ctx TT Entry ull 500 v 22294 6 gt ctx TT Entry ull 600 v 22285 9 gt nsa more ullages
64. the same This attribute is always required For LBbodies this is the port side mold This flag must be one of I O or blank I implies the moldline in on the inside of the curve O letter O implies the moldline in on the outside of the curve blank means don t know and don t care This attribute is neither required nor used by this version of Mate note This can be any commentary on this curve such as data sources etc This attribute is neither required nor used by this version of Mate Each ctx Curve element must contain at least two ctx Offset elements For X curves the ctx Offset attributes are ys The transverse location of the offset Once again this is distance from the ship centerline in meters port positive and stbd negative This attribute is always required zs The vertical location of the offset Once again this is distance from the ship baseline in meters above baseline is positive below is negative This attribute is always required nuck This is a knuckle flag It must be one of blank K H V Blank means no knuckle fairing drawing programs etc should attempt to put a smooth curve through the point K says there is a knuckle at this point H tells fairing drawing programs to force the slope to zero at this point V tells fairing drawing programs to force the slope to vertical at this point Mate neither uses nor requires this attribute cut This flag indicates whether a point is inside a cut See below for
65. tion facility makes this do able An expert can focus on a portion of the program turn on the relevent debugging options and watch the calculations unfold in front of him 57 58 CHAPTER 6 DEBUGGING AND INTROSPECTION 6 2 The ctx mate debug file Mate s debugging facility is primarily controlled by the ctx mate debug con figuration file For a normal install you will find this file in usr local share ctxmate Here s a sample excerpt from a ctx_mate debug file lt ctx_Debugs gt lt session_read option 0 gt lt session_read_from_file option 0 gt lt session_print_txt option 0 gt lt session_set_defaults option 0 gt lt session_set option 0 gt lt load_read option 0 gt lt load_read_from_file option 0 gt lt opts_read option 0 gt lt header_read option 0 gt lt dips_read option 0 gt lt dip_read option 0 gt lt section_kerwin option 0 gt lt section_read option 0 gt lt section_waterpoints option 0 gt Vene more subroutines auto read option 0 gt lt zap_pattern option 0 gt lt ctx_Debugs gt The XML file consists of a single ctx_Debugs element There is a sub element for each subroutine in the CTX Mate library for which the debug ging system has been implemented which means just about all of them The name of the element is the subroutine name without the leading ctx all lower cased Each such element has a single option attribute T
66. ugging options apply only to sessions started with the ctx hull hull hydrostatics command Since computing hull hydro statics involves no trial and error you can set these debugging options aggressively and still generate only a reasonable amount of output especially if you set the ctx hull command line arguments so the hydrostatics are calculated for only one or two waterlines ctx tank debug This file has exactly the same format as ctx mate debug but these debugging options apply only to sessions started with the ctx tank tank table command Since computing tank volumes in volves no trial and error you can set these debugging options aggres sively and still generate only a reasonable amount of output especailly if you set the ctx tank command line arguments so the tank volumes are calculated for only one or two ullages Be careful in editing the debug files You must end up with well formed XML Under normal circumstances these files should be writable only by Sysadmins and the like However CT X Mate should run even if this file gets trashed but usually with no debugging CTX Mate will run without any debugging file If a debug file somehow gets so corrupted that CTX Mate wont run a temporary work around is to delete rename the file
67. ulation 25 assumes that all the liquid which was in any damaged compartment is lost and replaced by sea water In real world damage this is often very bad physics The design of the ctx_Scenarios element is such that it could be used or at least expanded to handle more realistic damage scenarios For a completed ship the ship yard where the ship was built or your Classification society should be able to supply you with a list of IMO Reg 25 damage scenarios that is the compartments which must be treated as flooded in each scenario For double hulls this should include the raking damage required by IMO Regulation 16F If that is not the case you will have to study the IMO Regulation 25 16F hypothetical penetration rules move the penetration about the hull and figure out where the worst case penetrations are and which compartments that penetration can reach For a double hull VLCC you can usually cover all the worst case possibilities with about 60 scenarios Currently CTX offers no aids in working thru this process If the Mate policy variable need reg25 is set to N then an imoreg25 xml file is not required This is appropriate only when Mate is used in the 44 CHAPTER 2 THE SHIP preliminary design process or for tankers built prior to 1980 Of course if this file is missing Mate will not be able to do any Regulation 25 calculations and this will be so noted on the various reports When Mate is used as a Loading Instrument for a modern
68. w gt lt ctx_Frame name FR128 xs 362 200 ys 14 327 zs 35 024 show gt lt ctx_Frame name FR129a xs 363 049 ys 13 609 zs 35 061 show gt lt ctx_Frame name FR129 xs 363 050 ys 13 609 zs 35 061 show Y tbhd FPVOID gt Xctx Frame name FR130 xs 363 900 ys 12 861 zs 35 100 show Xctx Frame name FR131 xs 364 750 ys 12 081 zs 35 141 show Xctx Frame name FR132 xs 365 600 ys 11 267 zs 35 183 show Xctx Frame name FR133 xs 366 540 ys 10 418 zs 35 227 show Xctx Frame name FR134 xs 367 300 ys 9 528 zs 35 274 show Xctx Frame name FR135 xs 368 150 ys 8 592 zs 35 322 show Xctx Frame name FR136 xs 369 000 ys 7 595 zs 35 374 show Xctx Frame name FR137 xs 369 850 ys 6 487 zs 35 400 show Xctx Frame name FR138 xs 370 700 ys 5 232 zs 35 400 show Xctx Frame name FR139 xs 371 550 ys 3 770 zs 35 400 show Xctx Frame name FR140 xs 372 400 ys 1 785 zs 35 400 show Xctx Frame name FR141 xs 373 250 ys 0 627 zs 16 000 show ctx Frame name FR142m xs 373 400 ys 0 600 zs 13 000 show Xctx Frame name FR142 xs 373 500 ys 0 000 zs 14 000 show ctx Frames Again the format is almost self explantory The outer element is a ctx Frames It has four attributes the ship
69. will only show up in the long form of the strength report Generally show should be Y for the FP AP all frames which are on major bulkheads and any frames required by Class usually the frames at which the al lowables are explicitly assigned If this attribute is missing it defaults to a single blank tbhd If the frame is on a bulkhead then this attribute should be the name of that bulkhead This attribute is not required by CT X Mate Frames are not as central to a ship description in the CTX system as they are in most schemes The various sub bodies that make up the ship each have there own orientation and their own set of sections There is no requirement that any sub body sections be on a frame The main use that Mate makes of frames is in depicting the results of the longitudinal strength calculations and comparing those results with the Class allowables However unless you have lots of frames at least one frame for every actual web frame and unless the sections for the major longitudinal sub bodies are also on these frames then Mate will generate artificial bumps in the shear force curve If these bumps happen to occur at the shear force 2 4 THE FRAMES FILE 15 max min then Mate could declare a loading pattern illegal when in fact it is not For the same reason you will need a frame on either side of each major tank bulkhead Finally in situations where single barrel accuracy is required for OBQ calculations with tri
70. yyyyyyyy is the sub body s name Sub bodies comes in three flavors LBodies LBodies are longitudinally oriented sub bodies which are described TBodies and VBodies are by a series of transverse sections constant xs curves This is the standard and usually the best way of representing the hull and com partment envelopes TBodies LBodies are transversely oriented sub bodies which are described by a series of buttocks constant ys curves This is usually the best way of representing thruster ducts and tranversely oriented piping and ducts VBodies VBodies are vertically oriented sub bodies which are described by a series of waterlines constant zs curves This is usually the best way of representing rudders chain lockers and vertically oriented piping Sometimes we need to refer to section buttock waterline collectively in which case the manual uses the word slice LBodies are a bunch of transverse slices T Bodies a bunch of longitudinal slices VBodies a bunch of horizontal slices not implemented in this ver sion 24 CHAPTER 2 THE SHIP 2 6 4 LBodies We begin with LBodies Here is the top and bottom of a typical sbody file for an LBody lt ctx_SBody name SG ROOM main kind L fleet U ship al gen by tank2xml pl at 2006 05 28 17 01 13 author note gt X ctx Curve type X name plane 6 500 reflect N mold I note gt lt ctx_Offset ys 0 000 zs 25 600 nuck cut note gt lt ctx_O

CTX Mate Data Preparation Guide - the center for tankship excellence

Contents

Download Pdf Manuals

Related Search

Related Contents