Ice Class Tanker

PROJECT REPORT

MMTT SSUUSSHHMMAA

DESIGN OF A 150,000 t DOUBLE ACTING ICE CLASS TANKER OF SERVICE SPEED 15.0 KNOTS IN OPEN WATER AND 5.0

KNOTS IN SEVERE ICE CONDITION

Thesis submitted in partial fulfillment of the Requirements for the Award of

The Degree of

Bachelor of Technology

in

Naval Architecture & Ship Building

by

VIMAL KUMAR

DEPARTMENT OF SHIP TECHNOLOGY COCHIN UNIVERSITY OF SCIENCE & TECHNOLOGY

COCHIN-682022 APRIL 2008

Certified that this is the bonafide record of the thesis submitted in partial

fulfillment of the requirements for the award of the degree of Bachelor in Technology

in

Naval Architecture & Ship Building

by

VIMAL KUMAR

DEPARTMENT OF SHIP TECHNOLOGY COCHIN UNIVERSITY OF SCIENCE & TECHNOLOGY

COCHIN-682022

Thesis Approved by Cdr P .G Sunil Kumar Department of Ship Technology Cochin University of Science & Technology, Kochi-22, Kerala

Thesis Accepted by Dr. Pyarilal S.K Reader and Head Department of Ship Technology Cochin University of Science & Technology, Kochi-22, Kerala

ACKNOWLEDGEMENT

I am deeply indebted to Cdr P.G Sunil Kumar, my guide and mentor for

his immeasurable help he lent me during the course of my project. I would like to

extend my thanks to all other faculty members of the department.

I am grateful to Mr. Muthukrishnan.A, and Mr. Shantanu Neema, my

class mates especially Mr. Sanjeev Kumar Singh, and Mr. Ujjawal Kumar Vidyarthi,,

with out whose help and assistance; my project would not have been completed. I take

this opportunity to thank all my juniors especially Mr. Ashish Kumar, Mr. Sachin

Kumar for helping me with the project.

Patience, understanding and constant prayers from my family played a

major role in completion of this thesis. The whole hearted cooperation, affection and

timely help of all my classmates are remembered with great appreciation and gratitude

Above all, I would like to thank Maa Durga for harbouring me safely thus

far

VIMAL KUMAR Batch XXIX

Dedicated to my family

AIM OF THE PROJECT

Aim of this project is to prepare a preliminary design of a Double Acting Ice

Class Tanker to meet the owner’s requirements given in the assignment sheet:

ASSIGNMENT SHEET

Cochin University of Science and Technology (CUSAT)

DEPT. OF SHIP TECHNOLOGY

Ship Design Project work Assignment sheet

Student Name : Vimal Kumar

Ship Type : Double Acting Tanker (Ice Class 1AS)

Deadweight : 150,000 t

Service speed (open water) : 15.0 Knots

Service speed (1.0 m thick Ice) : 5.0 Knots

Signature of Project guide

“Department of Ship technology, CUSAT, B.Tech (NA&SB), Batch – XXIX”

CONTENTS

Sl No: Chapter Page No:

1.0 INTRODUCTION 1

2.0 FIXING OF MAIN DIMENSIONS 7

3.0 HULL GEOMETRY 42

4.0 RESISTANCE AND POWERING 53

5.0 FINAL GENERAL ARRANGEMENT 77

6.0 DETAILED MASS ESTIMATION AND CAPACITY

CALCULATIONS 103

7.0 DETAILED TRIM & STABILITY CALCULATION 112

8.0 MIDSHIP SECTION DESIGN 164

9.0 OUTLINE SPECIFICATION 195

10.0 DESIGN SUMMARY AND CONCLUSION 201


LIST OF DRAWINGS Sl No: Chapter Drg No

1 LINES PLAN XXIX/01

2 BONJEAN CURVES XXIX/02

3 HYDROSTATIC CURVES XXIX/03

4 GENERAL ARRANGEMENT XXIX/04

5 MIDSHIP SECTION XXIX/05


LIST OF FIGURES

Chapter 1 Page No

Fig 1.1 Ice breaking capability of DAT 1 Chapter 2 Fig 2.1 Russian crude oil export pipelines 8 Fig 2.2 Typical GA 15 Fig 2.3 Power requirements of DAT 16 Fig 2.4 Graph of deadweight v/s length 21 Fig 2.5 Preliminary GZ curves 35 Chapter 3 Fig 3.1 Ice breaking tanker (hull form) 42

Chapter 4

Fig 4.1 Graph from guldhammer-harvald method of resistance calculation 58

Fig 4.2 Graph from Holltrop-Menon 1984 method of resistance calculation 59

Fig 4.3 Graph from BSRA method of resistance calculation 60

Fig 4.4 Graph to find KQ, J values for 4 bladed propeller 63 Fig 4.5 Power vs propeller speed 67 Fig 4.6 Azipod main dimensions 67 Fig 4.7 Propeller weight vs propeller diameter 68 Fig 4.8 Performance curves 70 Fig 4.9Graph showing Ice thickness (HICE) vs. VICE 76


Chapter 5 Fig 5.1 Basic Frame Spacing 79 Fig 5.2 Arc of light 91 Chapter 7 Fig 7.1 Weather criteria curves 116 Fig 7.2 Cross Curves of Stability (Even keel condition) 134

Fig 7.3 GZ Curve for fully loaded departure condition 150

Fig 7.4 GZ Curve for fully loaded arrival condition 154

Fig 7.5 GZ Curve for ballast departure condition 158

Fig 7.6 GZ Curve for ballast arrival condition 162

Chapter 8 Fig 8.1Typical midship section of a double skin Ice class Tanker 164 Fig. 8.2 Itemization of parts 167

Fig 8.3 Framing system 168

Fig 8.4 Side shell regions 182


LIST OF TABLES Chapter 2 Page No Table 2.1 Principle dimensions estimated by ARCOP 13

Table 2.2 Double acting Tankers 14

Table 2.3 Ratio of main dimensions 19

Table 2.4 Results of first iteration 20

Table 2.5 Results of Iterations 21

Table 2.6 Results of final Iteration 22

Table 2.7 GZ at different angles of heel 34

Table 2.8 Initial stability check with IMO Requirements 35

Table 2.9 Final Dimensions 41

Chapter 3 Table 3.1 Offsets of standard BSRA waterlines 44 Table 3.2 Stem and stern offsets 45 Table 3.3 Faired offsets 46 Table 3.4 Area table 48 Table 3.5 Moment table 49 Table 3.6 Hydrostatic parameters 52 Chapter 4 Table 4.1 Total resistance by guldhammer - harvald Method 58

Table 4.2 Total resistance by Holltrop – Menon 1984 Method 59

Table 4.3 Total resistance by BSRA Method 60


Table 4.4 Model used for Extrapolation 62

Table 4.5 KQ, J values for 4 bladed propellers 62

Table 4.6 J, KQ Values from the Graph above 63

Table 4.7 n, PD and η0 for selected models 64

Table 4.8 Performance values 69

Table 4.9 t, c, xo and xm with varying r/R 74 Table 4.10 Ordinates of back 74 Table 4.11 Ordinates of face 75 Chapter 5

Table 5.1 Basic Frame Spacing 78 Table 5.2- Division of Compartments 82 Table 5.3 Compliment List 88 Chapter 6 Table 6.1 Capacity of cargo Tanks 105

Table 6.2 Capacity of Ballast Tanks 105

Table 6.3 Capacity of storage tanks 106

Table 6.4 Capacity of other tanks/compartments 106

Table 6.5 Determination of COG of Steel Mass 111

Table 6.6 Determination of COG of Machinery 111

Table 6.7 Determination of COG of Light Ship 112


Chapter 7

Table 7.1 Determination of X1 X2 K and s 118

Table 7.2 Windage area 119 Table 7.3 Down flooding and deck immersion angle 119 Table 7.4-7.12 Hydrostatic condition (Trimmed condition) 120-128 Table 7.13-7.21 KN Values (Trimmed condition) 129-133 Table 7.22-7.30 computation of IMO envelop (Trimmed condition) 137-141

Table 7.31 Determination of centre of gravity of cargo holds 143

Table 7.32 Determination of centre of gravity of ballast tanks 144

Table 7.33 Determination of centre of gravity of consumables 145

Table 7.34 Summary of all loading condition 163

Chapter 8 Table 8.1 Value of Ka 168

Table 8.2 Value of ho and h 169

Table 8.3 Value of a and b 170

Table 8.4 Value of c1 170

Table 8.5 Value of la 171

Table 8.6 Extension of ice strengthening at midship 171

Table 8.7 Vertical extension of ice strengthening 173

Table 8.8 Value of mo 174

Table 8.9 Determination of scantlings of side shell longitudinals 182

Table 8.10 Determination of inner hull and longitudinal bulkhead plating 184

Table 8.11 Determination of scantlings of CL longitudinal bulkhead 185 longitudinal and inner hull longitudinals.

Table 8.12 Section modulus calculation 190-194

Department of Ship technology, CUSAT, B.Tech (NA&SB), Batch – XXIX”

CHAPTER 1

INTRODUCTION


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1.1 Introduction

Earlier icebreakers used to assist ships navigating in the Arctic Region. Due to the inherent cost of this practice, ice breaking tankers and other concepts were developed. Routes were formulated accordingly through the Arctic Ocean depending on seasons and climatic conditions. The conventional ice breaking tankers had a bow somewhat similar to that of an icebreaker. The principle for breaking ice was to sit on the ice and break it by its own weight. However due to the modified bow form the efficiency of such tankers were vastly reduced in the open water regions. Thus another engineering solution was developed in the concept of Double Acting Tankers.

The double-acting concept is based on the idea that the vessel makes its path in heavy ice conditions the stern ahead, which will be possible through the use of electrical podded propulsion systems. Thus the stern and the propulsion units need to be dimensioned and need to be optimised for both conditions.

This arrangement offers good icebreaking capability with reduced power level and practically access to independent ice operation without compromising the open water performance of the ship. Experience has demonstrated a reduction in fuel consumption compared to conventional ships, which will be further enhanced through the pulling mode of the propeller.

Ice breaking capability of DAT in ahead and astern condition

Fig 1.1

Ice breaking capability of DAT [34]


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Advantage of ice class tanker (double acting)

a) Hull form can be optimized for all conditions. b) Total economy has improved. c) Improved Manoeuvrability. d) More freedom of design. e) Low Ice resistance (up to 50% in certain ice conditions) as well as low

power requirements (up to 40% less than conventional ice breaking tankers)

f) No need to stop propeller for reversing

The vessel is designed to follow the Double Acting principle and the hull form is designed accordingly. The vessel will be fitted with a bulbous bow. The bow shape is designed to be capable of operating in light ice conditions in Baltic Sea. The stern shape is of ice breaking type, planned to operate independently in the most severe ice conditions of the Baltic Sea. 1.2 Field search:

a) Ice conditions b) Ice properties c) Route selection d) Design basis development

The Baltic Sea:

Areas of northern Europe, including Baltic basin and the territory of Poland, were repeatedly covered by ice sheets. The Baltic Sea is a brackish inland sea, the largest body of brackish water in the world. It is about 1610 km long, an average of 193 km wide, and an average of 55 m deep. The maximum depth is 459 m. The surface area is about 377,000 km² and the periphery is about 8000 km of coastline. Ice conditions in Baltic Sea:

About 45% of surface area Of Baltic sea is covered by ice annually. The ice-

covered area during normal winter includes the Gulf of Bothnia, the Gulf of Finland, Gulf of Riga and Vainameri in the Estonian archipelago.

The thickness decreases when moving south. Freezing begins in the northern

coast of Gulf of Bothnia typically in early November, reaching the open waters of Bay of Bothnia, the northern basin of the Gulf of Bothnia, in early January. The Bothnian Sea, the basin south of it, freezes on average in late February. The Gulf of Finland and the Gulf of Riga freeze typically in late January.


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Severe (337,000 km2) Mild (122,000 km2) Average (206,000 km2)

The ice extent depends on whether the winter is mild, moderate or severe. Severe winters can ice the regions around Denmark and southern Sweden, and on rare cases the whole sea is frozen, Temperature Range:

In general ice forms in marine waters when temperatures are below zero on the Celsius grade, exact freezing temperature depending on the salinity of the water; more saline water freezes at lower temperatures. Because of this seawater freezes at.-0.20o C in the Bothnian. Minimum temperature observed in this region is - 20o C

Ice properties in Baltic Sea: The Baltic Sea is a brackish inland sea, the largest body of brackish water in

the world. Brackish water is water that is saltier than fresh water, but not as salty as sea water. It may result from mixing of seawater with fresh water, as in estuaries, or it may occur as in brackish fossil aquifers. Technically, brackish water contains between 0.5 and 30 grams of salt per liter. There are various types of ice defined by WMO (World Metrological Organization) in Baltic Sea are as follows:

New ice: A general term for recently formed ice which includes frazil ice, grease ice, slush and shuga. These types of ice are composed of ice crystals which are only weakly frozen together (if at all) and have a definite form only while they are afloat. • Frazil ice: Fine spicules or plates of ice, suspended in water. • Grease ice: A later stage of freezing than frazil ice when the crystals have coagulated to form a soupy layer on the surface. Grease ice reflects little light, giving the sea a matt appearance. • Slush: Snow which is saturated and mixed with water on land or ice surfaces, or as a viscous floating mass in water after a heavy snowfall.


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• Shuga: An accumulation of spongy white ice lumps, a few centimetres across; they are formed from grease ice or slush and sometimes from anchor ice rising to the surface. Nilas: A thin elastic crust of ice, easily bending on waves and swell and under pressure, thrusting in a pattern of interlocking 'fingers' (finger rafting). Has a matt surface and is up to 10 cm in thickness. Maybe subdivided into dark nilas and light nilas. • Dark nilas: Nilas which is under 5 cm in thickness and is very dark in colour. • Light Nilas: Nilas which is more than 5 cm in thickness and rather lighter in colour than dark nilas. • Ice rind: A brittle shiny crust of ice formed on a quiet surface by direct freezing or from grease ice, usually in water of low salinity. Thickness to about 5 cm. Easily broken by wind or swell, commonly breaking in rectangular pieces. Young ice: Ice in the transition stage between nilas and first-year ice, 10-30 cm in thickness. Maybe subdivided into grey ice and grey-white ice. • Grey ice: Young ice 10-15 cm thick. Less elastic than nilas and breaks on swell. Usually rafts under pressure. • Grey-white ice: Young ice 15-30 cm thick. Under pressure more likely to ridge than to raft. First-year ice: • Thin first-year ice/white ice: First-year ice 30-70 cm thick.

Thin first-year ice/white ice first stage: 30-50 cm thick. Thin first-year ice/white ice second stage: 50-70cm thick

• Medium first-year ice: First-year ice 70-120 cm thick. • Thick first-year ice: First-year ice over 120 cm thick. Old ice: Sea ice which has survived at least one summer's melt; typical thickness up to 3m or more. Most topographic features are smoother than on first-year ice. Maybe subdivided into second-year ice and multi-year ice. Second-year ice: Old ice which has survived only one summer's melts; typical thickness up to 2.5 m and sometimes more. Because it is thicker than first-year ice, it stands higher out of the water.


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In contrast to multi-year ice, summer melting produces a regular pattern of numerous small puddles. Bare patches and puddles are usually greenish-blue. • Multi-year ice: Old ice up to 3 m or more thick which has survived at least two summers' melts. Hummocks even smoother than in second-year ice and the ice are almost salt-free. Colour, where bare, is usually blue. Melt pattern consists of large interconnecting irregular puddles and a well-developed drainage system

The basic requirements set for the project are:

ICE CLASS: Finnish-Swedish 1A super

SIZE: ~ 150000 t dwt,

ICEBREAKING CAPABILITY: Baltic conditions

1.3 Type of Propulsion System:

Pod propulsion system without any rudder and shafting is normally employed for double acting tanker. It can generate thrust to arbitrary directions of 360 degrees. Utilizing this characteristic, double acting tanker (DAT) was built at Sumitomo Heavy Industries, Ltd. DAT is a double-bow tanker, which one bow is a bulbous bow and another is an ice breaking bow,

Bulbous bow can reduce resistance of the ship by about 15% from ordinary ice breaking ship with ice breaking bow (fuel economy 20%), and in addition during navigation on ice sea area, broken pieces of ice can be separated from hull by propeller flow and thus high ice breaking efficiency is expected Main Advantages of the Azipod Propulsion

• Excellent dynamic performance and maneuvering characteristics, ideal even in harsh arctic and offshore environments.

• Eliminates the need for long shaft lines, rudders, transverse stern thrusters, CP-propellers and reduction gears

• Combined with the power plant principle, it offers not only new dimensions to the design of machinery and cargo spaces, but also reduced levels of noise and vibration, less downtime, as well as increase safety and redundancy.

• Operational flexibility leads to lower fuel consumption, reduced maintenance costs, less exhaust emissions and increased redundancy with less installed power.

• The Azipod unit itself has a flexible design. It can be built for pushing or pulling, open water or ice conditions. The Azipod can be equipped with skewed propellers, with or without a nozzle.

• Excellent wake field due to improved hydrodynamics.


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1.4 Hull Strengthening:

Hull strengthening due to Ice Load is dependent on:

• Ice conditions. • Type of operation. • Ice classification Rules. • Direct Calculations. • Combined.(Ice class rules as reference)

1.5 Trade Route:

The trade route is decided to carry crude oil from Belokamenka (Murmansk Russia) to Rotterdam (Netherlands) via Baltic Sea. The ship will perform pendulum service between the two ports.

1.6 Classification:

The selection of classification depends on specific oceans and sea areas in the context of current and earlier commercial shipping developments for ice operation. For Baltic Sea region FSICR (Finnish - Swedish Ice Class Rules) 1A/1C, November ‘2004 (after amendments to the old rules) is used. The above selection of classification is done on the basis of:

• Requirements of Administrations • Area of operation (Ice level, Air/water temperature) • Chartered requirements, and • Future flexibility


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2.1 Preliminary Investigation:

The Baltic is as a export outlet for Russian crude/products and increasing its importance in Europe’s energy needs. The Republic of Russia, has become second largest oil producer after Saudi Arabia in world, Plans major energy infrastructure investments to keep up with increasing demand in European countries. The oil statistics of Russia:

Oil - production: 10.5 million barrels/day (2006 est.)

Oil - consumption: [26] 2.9 million barrels/day (2006 est.)

Oil - exports: 7.6 million barrels/day (2006 est.)

Oil imports from Russia to Europe have increased. Various European countries shares the Russian oil Export; like Netherlands 9.1%, Germany 8%, Ukraine 6.4%, Italy 6.2%, China 6%, US 5% etc.

Shipments in North Baltic:

• Export set to double in next 5 years. • Need of Ice Class Tankers up to Aframax/Suezmax size. • 100-150 million tons per year of oil transport is estimated for the future in the

arctic and far eastern areas of Russia.

The North Baltic, with a particular focus on the Port of Murmansk, is set to double its output in next five years. Presently 20% of all Russian oil export is finding its way to world market through the port of Murmansk. .The Russian Arctic region has oil reserves of about 100 Billion tons for the future which is 75% of total Russian oil reserves. MURMANSK PIPELINE PROJECT

In November 2002, four largest Russian oil companies signed an MoU on the development of an oil pipeline system via the sea bulk oil terminal in the area of Murmansk. The construction started in 2004 and is to be completed by 2008, when it will be put to operation. The yearly oil flow volume from the west Siberian – Murmansk oil pipeline is expected to be 80 million tons. One of the major driving factors behind the development of the terminal is the expected export growth, especially in the USA.

There has been two pipeline routes under consideration: Western Siberia – Ukhta – Murmansk (3600 km). Western Siberia – Usinsk – Murmansk via the White Sea (2500 km).


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Russian crude oil export pipelines

Fig 2.1 [26]


CHAPTER 2

FIXING OF MAIN DIMENSIONS


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2.1.1 Mission Analysis: Type : Double skin segregated ballast crude oil double

acting Ice Class Tanker Type of cargo : Crude oil Trade Route : Belokamenka vessel (Murmansk Russia) to

Rotterdam (Netherlands) Feature of trade : Pendulum Service Relevant Rules and Regulations: IMO, ILLC, SOLAS, MARPOL FSICR etc Dead weight : 150,000 t Service speed : 15 Kn (open water) and 5 Kn (1.0 m thick Ice) Classification : FSICR, LRS Radius of Action : 3800 Nautical Miles Shape of Hull : BSRA Shape of Stern : Form like the Bow of a normal Ice Breaker Shape of Stem : Bulbous bow is provided as per normal

tankers Before starting the design, the design problem is defined analyzing the different frontiers that will influence the entire design. System operational requirements include cargo and ballast pumping capabilities, speed, crude oil washing (COW) system, inert gas system (IGS), emissions, and possibly ballast water exchange in the future. All of these systems must work together in a safe manner, Constraints include:

a) Propulsion power b) Machinery c) Deckhouse volume d) Cargo block volume e) Deadweight f) tonnage g) Stores capacity

2.1.1.1 Hold Capacity

Hold capacity depends on stowage factor for crude oil, 1.13 to 1.24 m3/t 2.1.1.2 Engine Plant Space necessary for the engine plant and the mass of engine plant and the fitting of the podded thrusters are the deciding factors. Engine plant should be capable of providing power for propulsion as well as lighting, navigation, heating coils, heaters, steering gear etc. Engine room is located in the aft region. 2.1.1.3 Super structure & deck house Superstructures are usually arranged towards the ends. The forecastle is helpful in preventing the shipping of green water. Normal sheer is not given to the ship, for ease of construction.


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2.1.1.4 Shape of the hull, stern, stem The parameters describe the actual hull form with coefficients: Beam to Draft Ratio, Length to Beam Ratio, Block Coefficient, and Depth to Draft ratio. These allow the optimizer to choose a variety of ship shapes and size. The following are the some of the important points in relation with shaping the hull;

a) Minimization of Resistance , b) Interaction between hull and propeller, c) Favourable hull in connection with behaviour in both Ice and Open water. d) Favourable hull in connection with production e) Favourable hull related to stability.

Stern: As the stern part is to be capable of breaking the ice, it should be shaped like bow of an icebreaker with necessary arrangements to fit the Azipod. A bulbous bow is provided at aft in the vicinity of propeller.

Stem: The stem is as per the normal conventional tankers provided with a bulbous bow. Stem must be able to accommodate two bow thrusters.

2.1.1.5 Rules & Regulations Governing Double Hull Tanker Construction

The different rules and regulations governing double hull tanker construction are,

a) Classification Society Rules b) IMO Regulations c) International Convention for the Prevention of Pollution from Ships, it

includes • Annex I: Prevention of pollution by oil • Annex II: Control of pollution by noxious liquid substances • Annex III: Prevention of pollution by harmful substances in packaged

form • Annex IV: Prevention of pollution by sewage from ships • Annex VI: Prevention of Air Pollution from Ships

Most important factors to be incorporated are as follow. (i) Wing tanks

w = 0.5 + dwt/20000 m or 2 m whichever is lesser. The min value of w = 1 m

(ii) Double Bottom tanks At any cross section the depth of each double bottom tank space shall be such that the distance “h” between the bottom of cargo tanks and the moulded line of the bottom shell plating measured at right angles to the bottom shell plating is given by,


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h = B/15 or 2 m, whichever is lesser The min value is of “h” 1m.

(iii) The aggregate capacity of ballast tanks.

On crude oil tankers of 20,000t deadweight and above, the aggregate capacity of wing tanks, double bottom tanks, fore peak tanks and aft peak tanks shall not be less than the capacity of segregated ballast tanks required to meet the requirements

(iv) Ballast and cargo piping

Ballast piping and other piping such as sounding and vent piping shall not pass through cargo tanks.

The amendments also considerably reduced the amount of oil which can be discharged into the sea from ships (for example, following the cleaning of cargo tanks or from engine room bilges). Originally oil tankers were permitted to discharge oil or oily mixtures at the rate of 60 litres per nautical mile. The amendments reduced this to 30 litres. For non tankers of 400 grt and above the permitted oil content of the effluent which may be discharged into the sea is cut from 100 parts per million to 15 parts per million.

d) International Convention for the Safety of Life at Sea (SOLAS), 1974

The important parts of this convention are, • Chapter II-1 - Construction - Subdivision and stability, machinery and

electrical installations. • Chapter II-2 - Fire protection, fire detection and fire extinction • Chapter III - Life-saving appliances and arrangements • Chapter IV - Radio communications • Chapter V - Safety of navigation • Chapter IX - Management for the Safe Operation of Ships • Chapter X - Safety measures for high-speed craft • Chapter XI-2 - Special measures to enhance maritime security

e) International Convention on Load Lines, 1966 The important parts of this convention are,

• Chapter I - General • Chapter II - Conditions of assignment of freeboard • Chapter III - Freeboards • Chapter IV - Special requirements for ships assigned timber freeboards


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2.1.1.6 Trade routes

Vessel Belokamenka (Murmansk, Russia)

Belokamenka is an ULCC currently used as a storage tanker in the vicinity of Murmansk port. It has been fixed over there to overcome the draft restriction of Murmansk port. Different particulars of vessel have been provided below.

IMO NO : 7708314 Latitude: 69° 07'N, Longitude: 033° 16'E Flag ; Russian federation DNV ID : 11713 GT : 188728 NT : 125883 Capacity : 350000 Dwt Draft : 23 meters

Port of Rotterdam (Netherlands)

Code: NL0051, UNTAD Code: NLRTM

Latitude: 51° 54.100'N, Longitude: 004° 26.100'E

There are no restrictions regarding length and beam of the ship. Maximum

draft allowed is 22.55 m. Port of Rotterdam ideally located for the transshipment of cargo. The port of Rotterdam is well equipped for handling bulk and general cargoes, coal and ores, crude oil, agricultural products, chemicals, containers, cars, fruit, and refrigerated cargoes.

This ice class tanker is meant to operate between these two ports. It will

impart pendulum services between origin and destination ports

2.1.2 Evaluation of DAT

In order to evaluate the new concept DAT in a more realistic way, following factors has been considered.

(1) Size of vessel : Suezmax (2) Route : Baltic Sea (3) Main engine output : Based on charts or model tests (4) Ice conditions around the route : statistical data between 1999-2005


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The principal dimensions of DAT are almost the same as a conventional tanker because of its geometrical similarity with the conventional Tankers.

Principal dimensions of ice class tanker estimated by ARCOP

DWT (t) 63,000 90,000 120,000 LOA (m) 219.5 252.0 289.0 LBP (m) 202.0 228.0 268.0 B (m) 34.0 40.0 46.0 T (m) 13.0 14.0 15.0 D (m) 17.0 19.0 22.0 Power 14.5 18.0 22.0

Table 2.1 [22]

Principal dimensions as estimated by ARCOP 2.1.2.1 Principal particulars of the Tempera/Mastera: Ship type: Crude oil and oil product carrier LOA:. 252.00m LBP: 228.00 m Bm : 40.00 m Dm: 19.00 m TDesigned: 14.00 m TScantling: 14.50 m Speed: 13.5 knots in open water and 3 knots in 1 m thick Ice condition (Ice class 1AS) Propulsive power: 21MW Power: nominal output is 16 MW Size of the DAT influences by

• Limitations for the Draught • Icebreaking assistance • the Beam of the ship


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Double acting tankers.

S. No. IMO NO Dwt(t) LBP(m) B(m) D(m) T(m) V (Kn) 1 114639 240.90 44.00 21.00 14.80 15.10 2 9305568 117153 240.79 44.00 22.00 15.40 14.00 3 9000584 154970 260.76 43.90 24.40 17.52 14.60 4 hull 5310 157300 261.00 48.00 23.70 17.00 16.00 5 9290385 159062 261.80 48.00 23.10 17.00 15.37 6 9311622 162362 263.50 50.00 23.00 16.50 15.00 7 9320726 166546 270.41 50.00 22.50 16.50 15.30

Table 2.2

Some Ice class ships (DAT): [37] Above data shows:

• The Double Acting Tankers have more breadth than the conventional tankers of same deadweight.

• Beam of the DAT is more because of good Ice breaking capability; also the smaller length reduces the lightship weight by some amount and subsequent reduction in cost.

• For the same length of tankers, DAT is having more or less same deadweight as conventional tankers with more breadth for Suezmax size tankers because of the increased Engine plant mass and space for HFO and Stores and long operation time.

Sketches

Typical general arrangement of the vessel is given below. The sketches are not to the scale.

“D

Department of S

Ship technology

Fig Typic

gy, CUSAT, B.T

15

g 2.2 cal GA

Tech (NA&SB), Batch – XXIXX”


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2.2 First estimates of displacement/volume

Preliminary calculation of displacement is based on the displacement coefficient CD

CD = Deadweight/Displacement

For DAT, the value of CD is taken as 0.823 (Parent ship data).

Displacement = 150000/0.823 = 182260.02 t

2.3 Preliminary selection of main & auxiliary machinery

From empirical relation for calculating power delivered for conventional tanker. Power delivered, PD = (Δ0.567 × VT

3.6)/1000 (Volker’s Formula) Where VT = Trial speed PD = 16471.78 KW

Fig 2.3

Minimum required propulsion SMCR power demand (CP-propeller) for average-size tankers with Finnish-Swedish ice class notation (for FP-propeller add

+11%) [34]


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SMCR of engine considering FP Propeller =32000kw [34] Selected Engine

Type: 9TM620 Number: 3 Manufacture: STORK WARTSILA DIESEL CO. Holland [33] Rated output: 12,750KW Rated speed: 428rpm Consumption of heavy fuel oil: 174G/KWH +5% Consumption of lube oil: 1.3+0.3G/KWH Greatest weight/piece: 270T Auxiliary Machinery As an approximation the power of auxiliary engines is taken as 15 % of the main engine power.

15 % of main engine power = 0.15*12.75x3 = 5737 KW. [35]

2.4 First estimate of main dimensions and coefficients

The main dimensions have a decisive effect on the ship’s characteristics. It affects

Stability Hold capacity Hydro dynamic qualities such as resistance, manoeuvring, sea keeping Economic efficiency Initial cost

Determining the main dimensions, proportions and form coefficients is one of the most important phases of overall design.

Crude oil tankers are essentially slow speed ships carrying imperishable cargo. The shipment of crude oil over the last two decades has increased tremendously. Hence the need for economic optimality in design, capacity etc is necessitated.

2.4.1 Symbols list and their units Dwt - Dead weight (t) Δ - Displacement (t) LBP - Length between perpendiculars (m) V - Velocity (kn) g - Acceleration due to gravity (m/s2) B - Moulded breadth of the ship (m)


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D - Moulded depth of the ship (m) T - Draft of the ship (m) CB - Block coefficient of the ship Fn - Froude number PD - Power delivered (KW) ΔEP - Engine plant mass (t) ΔSE - Steel mass (t) Δou - Out fit mass (t) E - Lloyd’s equipment number

2.4.2 The stepwise procedure to find the length of a 150,000 ton DAT can be summarized as below:

• Find Range of length by Danckwardt formula for a conventional tanker of 150,000 ton.

• Estimate the Block coefficient. • Determination of B, T and D from the ratios (L/B, B/T and L/D) obtained from

the registered ice class ships ranging form 115,000 to 160,000 tonnes deadweight. The ratios must be chosen to provide more breadth than conventional tankers or L/B and L/D ratios should be comparable to Tempera/Mastera.

• Select the ratios. • Iterate the length found to satisfy the required deadweight.

Danckwardt formula:

LBP = (5.2 ±0.2-0.15×Δ×10-5)×Δ1/3

LBP = 267.98 m to 290.66 m [3]

Range of length selected:

From the lengths obtained by the above formulae a range of length is selected. The range is from 260 m to 290 m

2.4.2.1. Estimation of Block Coefficient (CB) CB = 0.975-(0.9×Fn) +- 0.02 Danckwardt Formula [4] Fn = V/√ (gL) [4]

CB corresponding to the length found above is thus calculated. Range of CB is from 0.817 to 0.857 Selected CB = 0.837


19

2.4.2.2. Determination of B, T, D

B, T and D are calculated from the ratios (L/B, B/T, L/D) obtained from parent ships.

Ratio Range Taken L/B 5.27-5.94 5.40 B/D 1.799 -2.222 2.05 T/D 0.700 - 0.736 0.71

B/T 2.506 – 3.03 2.86

L/T 14.884 – 16.38 15.70

Fn 0.148 – 0.163 0.16

Table 2.3

Ratios of Main Dimensions

First Iteration Selected length is L = 260 m

Breadth We have the value of L/B = 5.40 B = 48.15 m

Draught We have the value of L/T = 15.70 T = 16.56 m

Depth We have the value of B/D = 2.05 D = 23.49 m

Displacement Δ = L.B.T.CB × 1.008 × 1.006

= 175958.6 t (1.006 is for skin correction) Equipment Number (E) E = L (B + T) + 0.85L (D-T) + 250

= 18605 Steel mass [2]

ΔSE = Δ7SE [1+0.5× (CB

8 – 0.7)] + 900 t (addition for Ice Class 1A) Δ7

SE = K.E1.36

(K= 0.029 to 0.035 for tankers with 1500 < E <40,000) E = 1500 – 40000 for tankers


20

Take K = 0.035

Δ7SE = 22426.6

CB8 = Block Coefficient at 0.8D

= CB + (1- CB) (0.8D – T) /3T = 0.843

ΔSE = 24933.5 t

Out fit mass ΔOU = MOU× L × B + 100 t (approx additional weight for Helipad and helicopter) MOU = 0.24 [35]

ΔOU = 3104.44 t Delivered Power SMCR = 32000 KW [34] Engine Plant mass

ΔEP = 0.72 X (SMCR) 0.78 [35] = 2351.52 t, Light ship weight, ΔLS

= (ΔSE + ΔOU + ΔEP) X1.02, = 30997.331 t

Dwt = Δ - ΔLS = 144961.31t

LBP 260.0m

B 48.15 m

T 16.56m

D 23.49m

CB 0.837

Δ 17598.6 t

ΔSE 24933.6 t

ΔOU 3104.4 t

ΔEP 2351.5 t

ΔLS 30997.3 t

DWT 144961.3 t

Table 2.4 Results of First Iteration


21

Similar iterations were done using the same procedure. Results are given in the table below

Table 2.5

Results of Iterations DWT V/S Length, a graph is plotted got from several iterations. The graph is given below. In X-axis length is plotted, Dwt in Y- axis

LENGHT(m) 263

150000

Dwt (t)

Fig 2.4

Graph for DWT V/S Length

LBP (m)

B (m)

D (m) T (m) CB Δsteel(t)

ΔOU (t) ΔEP(t) ΔLS (t) Dwt(t)

253.00 46.85 22.85 16.11 0.836 23227 2945 2352 29094 132838255.00 47.22 23.04 16.24 0.836 23703 2990 2352 29626 136177257.00 47.59 23.22 16.37 0.836 24186 3036 2352 30165 139570260.00 48.15 23.49 16.56 0.837 24934 3104 2352 30997 144961261.00 48.33 23.58 16.62 0.837 25182 3128 2352 31275 146722262.00 48.52 23.67 16.69 0.838 25444 3151 2352 31565 148700263.00 48.70 23.76 16.75 0.838 25696 3174 2352 31846 150491264.00 48.89 23.85 16.82 0.838 25950 3198 2352 32129 152296265.00 49.07 23.94 16.88 0.839 26217 3221 2352 32425 154326


22

LBP 263.0 m

B 48.7 m

D 23.76 m

T 16.75 m

CB 0.838

Δse 25696 t

ΔOU 3174 t

ΔEP 2352 t

ΔLS 31846 t

DWT 150491t

Table 2.6 Results of Final Iteration

The Dwt obtained satisfies the requirements with an extra safety of margin

2.4.3 Water Plane Area Coefficient

CW = 0.76CB + 0.273 [4] = 0.76*0.838 + 0.273 = 0.91

2.4.4 Midship Section Coefficient: CM = 0.9 + 0.1* CB [4] = 0.984

2.4.5 Prismatic Coefficient: CP = CB / CM

= 0.852 [7] 2.5 Development of preliminary lines

Hull form of the ship has a decisive effect on almost all the aspects of ship performance like:

a) Trim & stability b) Resistance c) Controllability d) Sea keeping

It also has to satisfy the requirements regarding displacement, volume and freeboard.


23

2.5.1 Stem Design:

Stem is designed as per the conventional tankers with a bulbous bow. 2.5.2 Stern Design

Cruiser stern designed because of operation in ice, the vessel may encounter severe ice loads while moving aft. To distribute the ice loads, cruiser stern is more suitable. Because of its smooth curvature it is more suitable for running aft. 2.6 Preliminary General Arrangement

The allocation and dimensions of main spaces like length of cargo tanks, width of double skin and height of double bottom etc of double hull tankers are determined by the regulation 13 F MARPOL 73/78. Double hull is mandatory for tanker above 500grt.

The Mid Deck arrangement makes use of a horizontal subdivision (mid deck) of the cargo spaces so that the oil pressure is reduced to a level less than the hydrostatic pressure. As a result of this even if the hull is damaged the oil out flow will be considerably reduced.

Double hull construction makes use of wing tanks and double bottom spaces throughout the cargo region, so that even if the outer hull is damaged, oil out flow will not occur. Double hull construction is the modern trend.

2.6.1 Ballast Tanks or Spaces

According to regulations 13F and 13G of MARPOL 73/78, the entire cargo length should be protected by ballast tanks or spaces other than cargo and fuel oil tanks.

a) Wing Tanks or Spaces

Wing tanks or spaces should extend for the full length of ships side, from the top of the double bottom to the upper most deck, They should be arranged such that the cargo tanks are located in board of the moulded line of side shell plating nowhere less than the distance W at any cross section is measured at right angles to the side shell, as specified below. w = 0.5 + Δ / 20000 m = 9.61 m or, w = 2 m, which ever is the lesser.

The minimum value of w is 1m. w is taken as 3.0 m to satisfy the ballast requirements.


24

b) Double Bottom Tanks or Spaces

At any cross section the depth of each double bottom tank or space is such that the distance h between the bottom of the cargo tanks and the moulded line of the bottom shell plating measured at right angles to the bottom shell plating is not less than specified below.

h = B /15 = 3.25 m OR h = 2 m, whichever is lesser

The minimum value of h is 1.0m Therefore h = 3.0 m to satisfy the ballast requirements. 2.7 Initial estimates of consumables, stores and cargo

Range = 3773 nm Speed = 15.0 Knot (open water) = 5.0 Knot (Most severe Ice conditions)

Max Hours of travel, H = 754.6 Hrs Hours in port = 48 Hrs No of officers = 21 No of crew = 23

2.7.1 Volume of heavy fuel oil (VHFO) Specific fuel consumption, SFC = 185 g / KWh. (Assumed for a slow speed large bore diesel engine) Brake power, PB = 32000 KW Mass of heavy fuel oil, MHFO = SFC × PB × H / 1000000 +20% (Allowance) = 5360 t Volume of HFO, VHFO = MHFO /0.90 = 5955 m3

2.7.2 Volume of diesel oil (VDO)

SFC = 220 g /KWh Power of auxiliary machinery, PAUX

= (1554 + 38.4 X1 – 0.269 X2 + 0.046X12 +16.21 X2

2

- 2.31X1.X2) 0.76 (H. SCHREIBER, HANSA 114 (1977) NO 23 P 2117)

Where X1 = 0.001 × Dwt = 150.5 X2 = 0.001 PB’ ≈ 18.45 ∴ PAUX = 10522 KW


25

Mass of diesel oil, MDO = SFC × PAUX × H/1000000

= 1858 t Volume of diesel oil, VDO = MDO/0.95

= 1956 m3

2.7.3 Volume of lubricating oil (VLO) Mass of lube oil, MLO = 0.03 (MHFO + MDO)

= 216.6 t Volume of lube oil = 59/0.9 = 240.6 m3

2.7.4 Volume of fresh water, (VFW) Consumption of fresh water = 20 litres / person / day Mass of fresh water, M FW = 27.6 t Volume of fresh water, VFW = 27.6 m3

2.7.5 Volume of washing water (VWW)

Consumption 120 liters /person/ day for officers 60 liters /person/ day for crew Mass of washing water, MWW = 130.4 t Volume of washing water, VWW = 130.4 m3

2.7.6 Mass of crew and effects Assume 150 kg per officers and 120 kg per crew Mcrew = 150*21 + 23*120 = 5.91 t

2.7.7 Mass of Provision Assume 8 kg/officer/day and 6 kg/crew/day Mass of provision = 9.6 t Mass of stores & crew = MHFO + MDO + MLO + MFW + MWW + MCRW +MPRO

= 7609 t

2.7.8 Mass of Cargo

Mass of cargo, MCR = Dwt - Total mass of stores & crew

= 150491 – 7609

= 142882 t


26

2.8 Checks on hold and tank capacity

The total capacity of the ship is the volume required for cargo plus the minimum volume required for ballast.

2.8.1 Volume of hold VHD = (VDD + VSH + VCA + VHT + VHS)-(VFP + VAP + VER + VDB

+ VTA + VSS + VCOF) Where: VHD = volume of hold VDD = volume up to upper deck VSH = volume of sheer VCA = volume of camber. VHT = volume of hatchway trunks VHS = volume of holds in superstructure VFP = volume of forepeak tank VAP = volume of aft peak tank VER = volume of engine VDB = volume of double bottom VTA = volume of tank in the hold VSS = volume of side tanks

(1) VSH = VHT = VHS = VTA = 0 (2) VDD = LBT CB (D/T)C

B/C

W ; CW = 0.76×CB+0.273= 0.92 [3] (3) CB = 0.838

VDD = 247196 m3 (4) VAP = KAP (LAP/LBP)2 L.B.D.CBD [3] Where KAP = 2.16 (2-K)

K = 3.33 AB/L –0.667 = 1.0745 AB = 0.523 L when CB > 0.72 BSRA REPORT NO 333 KAP = 1.998 LAP = 0.05 LBP = 13.15 m

CBD = block coefficient at uppermost deck. [3] = CB + 0.25/T (D-T)*(1-CB) = 0.855 ∴ VAP = 1299 m3


27

(5) VFP = KFP (LFP/LBP) 2 .L.B.D.CBD [3]

Where KFP = 1.7 K.b b = 1.4 (with bulbous bow) KFP = 2.5573 LFP = 0.07 L = 18.41 m ∴ VFP = 3260 m3

(6) VER = B.(D-DDB).LER K ((KERA+KERF)/2) [3] Where LER = 0.12 L = 31.56 m.

KERA = 5.4 XERA /L +0.11 XERA = 0.05*L = 13.15 m KERA = 0.38 KERF = 5.4 XERF /L +0.11 = 1.028 XERF = 0.17*L = 39.066

∴VER = 24717 m3

(6) VCA = (2/3) × (L-LAP- LER - LFP – LCOF) × B/50 × B × C3

Where C3 = 0.76CB + 0.273 = 0.909 ∴VCA = 0 m3 (Camber has not been considered)

(7) VCOF = LCOF ×B×D = 3471m3 (Length of Cofferdam taken as 3 m)

In segregated ballast tankers the ballast water is carried in the wing tanks and the double bottom tanks. Therefore the volume required for ballast water must be subtracted from the volume of hold, to get the actual volume available for the carriage of cargo.

2.9.2 Volume of Required Minimum Segregated Ballast Water

The minimum volume of ballast water that the vessel should carry is given by the MARPOL 73/78, Regulation 13.

Draft at aft, Ta = 0.7T (for full propeller immersion) = 11.725 m. Minimum draft, Tm = 2+0.02L = 7.26 m. Maximum trim by stern, tm = 0.015L

= 3.945 m. Draft at fore, T f = Ta–tm = 7.78 m.

Tmean = (Ta + Tf)/2 = 9.75 m. Mean draft, Tmean > Tm


28

Ballast displacement, ΔB = (Tmin /T) (CW

/CB

)* Δ ∴ΔB = 73548 t Mass of ballast water = ΔB-ΔLS

= 41702 t Minimum volume of ballast water = 41702 /1.008 = 41371 m3

Available volume of ballast water

Total length of double bottom = LBP- LAP - LFP - LER - LCOF ≈ 196.88 m

Depth of double bottom = 3.0 m

Width of side skin = 3.0 m

Volume of double bottom = LDB*BDB*DDB*0.7

= 196.88*48.7*3*0.7

= 20135 m3 Total length of side skin = LBP- LAP - LFP - LER - LCOF ≈ 196.88m Width of side skin = 6 m Depth of side skin = 23.76 – 3 = 20.76 m Volume of side skin = 196.88*6*20.76*0.95 = 23297 m3 Total ballast volume available = Volume of double bottom + Volume of side skin + Volume of Aft peak tank = 20135 + 23297 + 1299 = 44731 m3 Available volume of ballast water is greater than the minimum required.

2.9.3 Volume of Cargo Required

Volume of Cargo required = (Mass of cargo, MCR)/0.85

= 142882/0.85 =168096 m3

2.9.4 Volume of Cargo Available

Volume of Cargo available = (VHOLD - VBALLAST)*0.98 The cargo hold is filled up to 98% of the capacity in order to account for the

expansion of the oil [9]

VHD = (247196) – (3260 + 24717/(D - DDB) + 3471 + 1299)

= 248735 m3


29

Volume of ballast water in cargo space = Volume of ballast water in double bottom and wing tank = 33259 m3

Volume of cargo available = (248735 – 44731)*0.98

= 199924 m3

Available volume is greater than required volume.

Stowage factor = Available volume/Mass of cargo

= 199924/142882 ≈ 1.39 m3 / t

2.10 Preliminary resistance calculation and propeller performance

The preliminary powering estimation is done by the Guldhammer and Harvald method.

2.10.1 Residual Resistance Coefficient LBP = 263 m LWL = 103 % LBP = 1.03*229.8 = 270.89 m CBL = (LBP / LWL) * CB = 0.838/ 1.03 = 0.813 ∇ = 263*48.7*16.75*0.838*1.006 = 182337 m3

LWL/∇1/3 = 236.694/182337 1/3 = 4.79 From graph LWL/∇1/3 = 5 103 CR = 1.58 LWL/∇1/3 = 4.5 103 CR = 1.95 LWL/∇1/3 = 4.79 103 CR ≈ 1.77 CML = 0.9 + 0.1* CBL = 0.9813 CP = CBL / CML = 0.828

Various corrections applied are 1) B/T correction 103CR corrected = 103 CR +0.16(B/T-2.5) = 1.77 + 0.16(48.7/16.75-2.5) = 1.835

2) LCB correction Assuming LCB aft of midship .hence no correction is required.

3) Shape correction Assuming section not extremely U no correction is applied

4) Bulbous bow correction Assuming ABT/AX = 0.1 no corrections are made. Where ABT is the area of the bulbous bow at the fore perpendicular and AX is

the area of midship section.


30

5) Appendages

No rudder and bilge keel corrections are made 6) Incremental Resistance

For L = 200, 103 CA = 0 L = 250, 103 CA = -0.2 For L = 263, 103 CA = -0.2 Therefore 103 CR = 1.835 – 0.2 = 1.635

7) Air Resistance 103 CAA = 0.07 103 CR = 1.635+ 0.07= 1.705

8) Steering Resistance

103 CAS = 0.04 103 CR = 1.705 + 0.04 = 1.745 CR = 0.001745

2.10.2 Frictional Resistance Coefficient CF

Frictional resistance coefficient is calculated using the ITTC 1957 formula, CF =0.075/ (log10 Rn -2)2

Rn , Reynolds number = VLWL/ν V = 15.0 Knot = 7.716 m/s LWL = 270.8 m ν = 1.16*10-6 m2s-1 at T = 0 0C Rn = 18.01 * 108 CF, Frictional resistance = 0.00142 CT, Total resistance = 0.00142 +0.001745 = 3.165 x 10-3

2.10.3 Total resistance

RT = CT*1/2ρSV2 where S is wetted surface area and it is calculated by using the following formula

S = 1.7LWL T + ∇/T (Mumford’s Formula)

= 18513 m2

There fore total resistance

RT = 3.165 x 10-3*0.5*1.008*18513*(7.716)2

= 1758 KN


31

RT (with allowance of 20 %) = 2109 PE = RT

V = 2109*7.716KW = 16279 KW PB = PE /( ηm x ηt x ηg x ηH ) η H = Hull efficiency (Twin screw ships)

= 0.9 ηm = Efficiency of motor

= 0.96 η t = Efficiency of transformer (ABB Finland)

= 0.97 η g = Efficiency of generator

= 0.96 η 0 = Efficiency of propeller = 0.76 (assumed) PB =26623 KW

2.11 Initial stability and Freeboard calculations

2.11.1 Freeboard Check (Practical Ship Design by DGM Watson)

Minimum freeboard is a statutory requirement for all vessels under the Merchant Shipping Act 1968. The freeboard assigned should be in accordance with the IMO Load line Convention Rules1966. The conventional tankers fall into IMO’s type A ship with regard to freeboard. It is observed that double hull tankers have excess freeboard. This is due to segregated ballast tank volume, which remains empty in the loaded condition. Thus higher freeboard is inevitable

Tabular freeboard (for type A ship) for L = 263 m is 3089 mm

(After interpolation from table given in Ship Design and Construction by Taggard)

This is the basic freeboard to which various corrections wherever applicable is applied

a) Correction for CB

When CB is greater than 0.68, the basic freeboard is multiplied by = (CBD +0.68)/1.36 = 1.116 Corrected freeboard = 3089 x 1.116 = 3447.32 mm


32

b) Correction for Depth

Freeboard is increased by (D – L/15) R, where R is 250 for ships with L > 120m. R = 250, since L>120m Correction to be added

= (D-L/15)×R, since D>L/15

= (23.76-263/15)×250 = 1556.66 mm Corrected freeboard = 3447.32 + 1556.66 = 5003.98 mm

c) Correction for Superstructure

For lengths 125m and above, the standard height of superstructure is 2.3 m. the effective length of a superstructure of standard height can be taken as its length itself. Assuming standard height of superstructure for the ship, the length of superstructure is taken from a similar ship as 0.15 LBP and the length of forecastle is assumed to be 0.07 LBP Length of superstructure = 0.15 L Length of forecastle = 0.07L Effective length of superstructure = 0.15L + 0.07L = 0.22 L

When the effective length of superstructure and trunks of a ship is 1.0 L the basic freeboard shall be reduced by an amount 1070 mm (from table).

When the effective length of superstructure and trunks is less than 1.0 L the basic freeboard shall be reduced by an amount x % of 1070 mm Therefore Correction x =15.7% Therefore Correction factor to be added = 0.157*1070 = 167.99mm Corrected freeboard = 5003.98 – 167.99 = 4835.99 mm

d) Correction for Sheer

No sheer is given. So there is sheer deficiency and penalty for no sheer is to be applied.

Sheer Deficiency = (SAft+SFor’d)/16 SAft = 22.23L + 667 = 6513.5 mm SFor’d = 44.47×L+1334 = 13029.6 mm


33

Sheer Deficiency (SD) = (SAft+SFor’d)/8×1/2 = (6513.5 +13029.6)/16 = 1221.4 mm Correction = SD {0.75- E/2L}; Where E is the effective length Of super structure = + 781.6 mm Correction for Ice thickness of 1000 mm = 8/9*(1.0) = 888.8 mm Corrected freeboard = 4835.99 + 781.6 + 888.8 = 6506.4 mm Available freeboard = 7010 mm

Hence the vessel has sufficient free board as per load line regulations 1966

e) Minimum Bow Height

Minimum bow height = 56*L (1-L/500)*(1.36/ (CB+0.68)) mm

(LRS PART 3, CHAPTER 3, SECTION 6)

= 6254 mm

A forecastle deck is 2.3 m high above main deck.

Available freeboard = 7010 mm

Total bow height = Available freeboard + 2300

= 9320 mm

Hence minimum bow height required is satisfied.

2.11.2 Preliminary Stability Check

Preliminary Stability check is done by Prohaska’s first approximate method (Transactions of the Institution of Naval Architects, 1947)

h* A non dimensional parameter referred to as residuary stability coefficient. GZ = h*BM+GMSinθ GM = KB+ BM- KG [14]

1). KB = T* (0.9-0.3*CM – 0.1*CB) [4] CM = 0.9+0.1* CB = 0.983 KB = 8.73 m


34

2). BM = IT/Volume displacement [4] = (f (CW)*B2)/ (12*T* CB ) f (CW) = 0.096+0.89*CW

2 (Normand’s Formula) CW = 0.95* CP + 0.17*(1-CP)1/3 [4] = 0.899 f (CW) = 0.815 BM = 11.47 m 3). KG = 0.58 D [3] = 13.78 m GM = 8.73 + 11.47 – 13.783 = 6.42 m GM/B = 6.42/48.7 = 0.131 [3] Required range of GM/B is 0.05 to 0.1; the calculated value is out of range. Hence roll period has to be checked for crew comfort.

For the given values of T/B and D/B h* is read for the six angles of heel Viz.15º, 30º, 45º, 60º, 75º, 90º.

Angle of Heel (θ) h* GM Sinθ BM x h* GZ (m)

0 0 0 0 0

15 0.009 1.66 0.103 1.763

30 0.09 3.21 1.03 4.24

45 -0.185 4.53 -2.12 2.41

60 -0.325 5.55 -3.72 1.83

75 -0.475 6.20 -5.44 0.76

90 -0.62 6.42 -7.11 -0.69

Table 2.7

GZ at different angles of heel


35

The curve of intact stability is plotted and checked according to the guidelines set by IMO A. 749

30

0.8

7.2

6.4

5.6

4.8

4.0

3.2

2.4

1.6

ANGLE OF HEEL(deg)

RIG

HTI

NG

LEV

ER G

Z (m

)

807060402015105

8.0

50

Fig 2.5 Preliminary GZ curve

Description Requirement Available

Area under GZ curve upto 30° Should not be less than 0.055 m rad 1.021 m-rad

Area under GZ curve upto 40° Should not be less than 0.09 m rad 1.69 m-rad

Area under GZ between 30° & 40° Should not be less than 0.03 m rad .66 m-rad

Maximum righting lever, GZmax

Should be at least 0.2 m at angle of heel greater than 30° 4.26 m

Angle of GZmax Should occur at an angle greater than

30° 31.5o

Initial GM Should not be less than 0.15 m 6.42 m

Table 2.8

IMO Requirements The IMO conditions are satisfied.


36

B

2.12 Flowchart of Design Process: The flowchart of design process given below is not standard flowchart of any

ship design process. The flowchart is prepared based on the direction given by the project coordinator and comply with the design guidelines given to us. FLOW CHART OF DESIGN

READ DEADWEIGHT, SPEED AND RANGE

CALCULATE THE MAIN DIMENSIONS

ESTIMATE DISPLACEMENT FROM – L x B x T x CB x ρSW x k

ESTIMATE LIGHT SHIP WEIGHT

DWT = DISPLACEMENT – LIGHTWEIGHT

A INPUT, DIMENSIONAL RATIOS FROM


37

C

YES

FBD. ≥ REQUIRED FBD.

YES

DWT ≥ GIVEN DWT

A CHECK WITH IMO REQUIREMENTS

YES

A

A

B

NO

CALCULATE INITIAL STABILITY


38

D

C

A STOWAGE FACTOR

WITHIN THE REQUIRED RANGE

YES

NO

ESTIMATE CAPACITY

PRELIMINARY GENERAL ARRANGEMENT

RESISTANCE AND POWERING

SELECTION OF MAIN ENGINE, POD AND AUXILIARY MACHINERY

DETAILED GENERAL ARRANGEMENT


39

E

D

YES

CHECK FOR VOLUME

REQUIREMENTS

A CHECK WITH IMO CRITERIA

D

NO YES NO YES

DETAILED CAPACITY CALCULATION

DETAIL CALCULATION OF STABILITY AND TRIM FOR MOST SEVERE CONDITION


40

E

CHECK WITH MIN CALCULATED

SECTION MODULUS

NO YES

MIDSHIP SECTION DESIGN

DESIGN SUMMARY AND CONCLUSION

STOP


41

2.13 Final Main dimensions:

Considering all the requirements, the final dimensions are fixed and are shown in following table given below.

LBP 263.0 m

B 48.7 m

D 23.76 m

T 16.75 m

CB 0.838

Δse 25696 t

ΔOU 3174 t

ΔEP 2352 t

ΔLS 31846 t

DWT 150491t

Table 2.9

Final Dimensions

Hence the final dimensions of the ship are fixed. Now the next step is to generate the hull form that satisfies the above dimensions.


CHAPTER 3

HULL GEOMETRY


42

3. HULL GEOMETRY

3.1 Lines Design

After fixing main dimensions and coefficients the next step is to develop the lines plan of ship. Hull form of the ship has a decisive effect on almost all aspects of ship performance like:

a) Trim & stability b) Resistance c) Controllability d) Sea keeping

It also has to satisfy the requirements regarding displacement, volume and freeboard. Design of hull form using first principle should be tested in towing tank to determine its resistance and propulsion characteristics, which is beyond the scope of this project. Hence lines plan is designed using the standard data available.

Body plan of ice breaking tanker [34]

Fig 3.1


43

A standard hull form has been selected from B.S.R.A (British Ship Research

Association) report no. 333.

Other advantages in choosing a BSRA standard hull forms are:

1) Development of lines by first principles involves a lot of trial and error and

quality of lines depends largely on experience. This can be avoided by selecting

a standard hull form.

2) Fairing of lines is minimized.

3) Standard lines are tested in towing tank and found satisfactory in resistance &

sea keeping qualities.

Standard lines give offsets for bulbous bow. So design of separate bulbous bow

not required.


44

3.1.1 Design Procedure B.S.R.A presents waterline offsets for normal forms and bulbous bow forms on a

base of block coefficient. The offsets are presented in terms of the ratio (waterline

ordinate/full half breadth) for each of the standard B.S.R.A water lines as shown in table

3.1. Stn/ WL A B C D E F G H J K % of T 7.69 15.38 23.08 38.46 53.85 69.23 84.62 100 115.4 130.77Real WL 1.29 2.58 3.87 6.44 9.02 11.6 14.17 16.75 19.33 21.9

0 0 0 0 0 0 0.57 5.92 6.37 10.47 11.730.5 0.57 0.57 0.8 1.03 1.82 5.23 9.68 12.41 14.22 15.71

1 1.71 2.51 3.3 4.43 6.26 9.68 13.08 15.48 16.16 18.671.5 3.72 5.18 6.2 5.97 9.36 13.3 16.12 18.04 19.73 20.97

2 6.14 7.85 9.33 11.84 14.11 16.5 18.78 20.26 21.62 22.533 10.6 13.87 15.57 18.16 19.84 21.31 22.11 22.9 23.45 24.134 16.9 18.95 20.21 22.13 23.16 23.62 23.96 24.19 24.19 24.355 20.49 22.19 23.22 24.13 24.35 24.35 24.35 24.35 24.35 24.356 22.65 23.56 24.13 24.35 24.35 24.35 24.35 24.35 24.35 24.357 23.79 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.358 23.84 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.35

9 -16 23.9 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.3517 21.75 22.87 23.44 23.67 23.67 23.79 24.01 24.24 24.35 24.3518 17.19 18.78 19.92 20.82 20.82 20.82 21.29 22.19 23.33 24.13

18.5 13.65 15.36 16.28 17.07 17.3 17.3 17.76 19.12 20.72 22.5319 9.56 11.27 12.41 13.31 13.2 12.97 13.65 15.14 16.85 19.01

19.5 4.43 6.37 7.51 8.31 7.97 7.17 7.4 8.31 9.68 11.6120 1.71 3.08 3.86 4.09 2.57 1.14 0.23 0 0.57 1.71

. Table 3.1

Offsets of standard B. S. R. A. waterlines

b) Stern Design Stern is designed with a O-type bulbous bow with assumed height of 4.5 m, the shape of bulb is given by iteration on AutoCAD after drawing the half breadth plan and cross checking of all three views until the design is not satisfactory. Also the Icebreaking stern is designed like a bow of an Icebreaker.


45

Stern offsets (m) with respect to AP

wl 0 0.5 1 2 3 4 5 6 7 8 9 10 11 MDK

offset 14 7.5 6 6.1 10.5 11 11 7.62 -4.2 -

7.84 12.29 -

17 -

18 -19.5

Stem offsets (m) with respect to FP wl 0 0.5 1 2 3 4 5 6 7 8 9 10 11 MDK

offset -

0.6 1.9 2.9 4.3 4.54 3.8 2.6 1.59 0.76 0.41 0.41 1.56 3.06 4.7

Table 3.2 Stem Stern offsets

c) Pod Dimensions Assumed pod diameter = 4.3 m (calculated from a scaled drawing with some geometrical assumptions, Actual diameter can only be decided after the final selection of the pod)

3.1.1 Final Lines

The offset values obtained by plotting body plan from BSRA Offsets. The station curves are extended up to the main deck / forecastle deck. Offsets at regular intervals of waterline are measured. The fairness is to be checked by drawing the half-breadth plan and profile plan.

The offsets so obtained are presented in table 3.2

WL spacing = 2.0 m LWL is 16.75 m above the base line. MDK is 23.76 m above the base line. STN spacing = 13.15 m. and STN 8 to STN 16 is parallel middle body = 105.2 m.

Φ1 = 27o, Φ2 = 24o (buttock angles), α = 70o (all values are under allowable limits) Measured flare angle (ψ) = tan-1[tan(Φ2)/sin(α)] = 45


46

FAIRED OFFSETS Station Spacing=13.15m waterline Spacing=2m stn/wl 0 0.5 1 1.5 2 3 4 5 6 7 8 lwl 9 10 11 MDK

-1 - - - - - - - - - - - - - 8.91 10.09 10.86

-0.5 - - - - - - - - - - 7.8 9.84 11.45 12.7 13.47 14

0 - - - - - - - - - 11.65 13.39 13.7 14.21 14.94 15.51 16.01

0.5 - - - - - - - - - 13.44 14.44 14.7 15.12 15.69 16.26 16.741 - 2.34 3.3 4.15 4.88 6.06 7.23 10.65 13.79 15.39 16.45 16.76 17.16 17.78 18.27 18.7

1.5 1.56 4.09 5.62 7.06 8.41 10.69 12.57 14.43 15.97 17.01 17.78 18.08 18.51 19.02 19.46 19.9 2 3.74 6.75 8.93 10.42 11.73 13.86 15.4 16.72 17.86 18.77 19.41 19.61 19.88 20.26 20.61 20.91

3 7.79 12.06 14.07 15.5 16.62 18.27 19.3 20.14 20.84 21.23 21.55 21.67 21.86 22.13 22.38 22.624 11.71 15.89 17.88 19.31 20.34 21.68 22.45 22.94 23.23 23.4 23.51 23.51 23.6 23.69 23.69 23.85

5 14.66 18.19 19.99 21.09 21.89 22.93 23.49 23.76 23.91 24.06 24.16 24.19 24.23 24.35 24.35 24.356 16.97 20.06 21.58 22.51 23.08 23.72 24.05 24.16 24.16 24.21 24.28 24.3 24.35 24.35 24.35 24.35

7 18.37 21.23 22.6 23.31 23.72 23.73 24.08 24.26 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.358 to 16 19.02 22.27 23.3 23.84 24.15 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.35 24.35

17 18.33 21.32 22.45 22.99 23.32 23.7 23.91 24.06 24.91 24.29 24.35 24.35 24.35 24.35 24.35 24.3518 14.82 17.5 18.81 19.63 20.16 20.73 21.03 21.26 21.51 21.82 22.22 22.4 22.72 23.25 23.81 24.3

18.5 10.84 13.56 14.98 15.95 16.64 17.45 17.84 18.09 18.3 18.58 19.19 19.25 19.78 20.68 21.66 22.5819 5.96 9.4 10.62 11.58 12.3 12.99 13.11 13.11 13.34 13.88 14.71 15.67 15.67 16.67 17.81 18.8

19.5 1.81 5.27 6.55 7.35 7.86 8.32 8.14 7.56 7.1 7.2 7.88 8.25 8.94 10.17 11.52 12.7520 0 1.36 2.55 3.39 3.9 4.15 3.57 2.48 1.48 0.69 0.11 0 0.29 1.7 3.55 5.23

Half Breadth ordinates (m)

Table 3.3


47

3.2 BONJEANS AND HYDROSTATIC CURVES

3.2.1. Bonjean Calculations.

Bonjean calculation is calculation of sectional area and moment of each station up to each waterline about keel. This enables the calculation of displacement, LCB and VCB for any waterline for even keel.

The uses of Bonjean are: 1) Hydrostatic calculations 2) For floodable length calculations. 3) Launching calculations 4) Longitudinal strength calculations.

The calculations are done by MS-excel 2007 using Simpson’s and trapezoidal rules of integration. The results are given in the table 3.4 (area table) and table 3.5 (moment table).it has been checked with the help of SPAN software.


48

BONJEAN AREAS Station Spacing=13.15m Waterline Spacing=2m wl/stn 0 0.5 1 1.5 2 3 4 5 6 7 8 lwl 9 10 11 MDK

-1 - - - - - - - - - - - - 0.00 11.88 49.88 86.75 -0.5 - - - - - - - - - 0.00 10.40 25.1 50.50 98.80 151.14 199.49

0 - - - - - - - - 0.00 29.35 79.99 100.39 135.25 193.55 254.45 309.92 0.5 - - - - - - - - 0.00 35.03 90.93 106.5 150.13 211.75 275.65 333.73 1 0 2.80 8.44 15.93 24.96 47.69 73.43 108.53 158.25 216.80 280.65 305.54 347.93 417.81 489.91 554.98

1.5 0 5.98 15.69 28.40 43.87 82.51 128.86 183.04 243.87 310.13 379.59 406.51 452.32 527.38 604.34 673.61 2 0 10.60 26.45 45.86 68.01 119.53 178.10 242.43 311.62 385.01 461.42 490.68 540.06 620.34 702.08 775.16 3 0 20.51 46.73 76.41 108.53 178.55 253.86 332.69 414.79 499.00 584.54 616.96 671.39 759.37 848.39 927.59 4 0 28.28 62.10 99.42 139.07 223.39 311.75 402.61 495.01 588.29 682.13 717.41 776.35 870.93 965.69 1049.36 5 0 33.29 71.61 112.79 155.77 245.59 338.57 433.13 528.49 624.41 720.90 757.15 817.65 914.81 1012.21 1097.92 6 0 37.48 79.19 123.40 168.99 262.79 358.34 454.90 551.47 648.25 745.18 781.63 842.49 939.89 1037.29 1123.007 0 39.98 83.93 129.94 176.97 271.53 367.26 463.94 561.22 658.62 756.02 792.54 853.42 950.82 1048.22 1133.93

8to16 0 41.94 87.60 134.82 182.81 279.94 377.34 474.74 572.14 669.54 766.94 803.46 864.34 961.74 1059.14 1144.85 17 0 40.14 84.04 129.55 175.86 268.03 365.23 459.23 558.65 656.55 753.87 790.4 851.27 948.67 1046.07 1131.79 18 0 32.71 69.09 107.62 147.41 229.34 312.89 397.49 483.00 569.65 657.68 691.14 747.54 839.48 933.60 1018.27

18.5 0 24.78 53.37 84.40 116.99 184.99 256.03 327.52 400.69 474.01 549.77 578.66 627.51 708.43 793.11 870.97 19 0 16.09 36.12 58.40 82.28 133.08 185.44 237.80 290.63 344.93 402.05 424.38 462.79 527.47 596.43 660.86

19.5 0 7.74 19.63 33.62 48.83 81.40 114.54 145.99 175.18 203.53 233.55 245.63 267.08 305.30 348.68 391.40 20 0 1.41 5.33 11.38 18.67 34.61 50.76 62.49 70.72 74.61 76.52 76.48 76.50 80.48 90.98 106.43

Table 3.4 Sectional Areas in m2


49

BONJEAN MOMENTS Station Spacing=13.15m Waterline Spacing=2m wl/stn 0 0.5 1 1.5 2 3 4 5 6 7 8 lwl 9 10 11 MDK

-1 - - - - - - - - - - - 0.00 237.60 1037.96 1882.78

-0.5 - - - - - - - - - 0.00 166.40 401.4 850.47 1770.67 2871.35 3978.35

0 - - - - - - - - 0.00 393.45 1155.52 1492.7 2094.57 3203.73 4483.77 5753.82

0.5 - - - - - - - - 0.00 471.65 1311.57 1674 2317.63 3489.55 4832.59 6162.20

1 0 1.82 10.64 29.28 61.25 174.59 358.32 673.55 1224.08 1985.39 2944.77 3352.2 4088.24 5417.20 6932.28 8421.68

1.5 0 3.16 18.40 49.98 104.80 301.00 625.81 1115.24 1785.01 2647.24 3689.92 4142.9 4926.23 6353.39 7970.43 9556.09

2 0 5.31 29.91 78.27 156.45 415.60 826.80 1406.48 2168.56 3122.83 4269.89 4748.9 5606.64 7132.72 8849.96 10522.39

3 0 10.94 50.92 125.02 238.00 588.59 1117.15 1826.75 2730.59 3825.33 5108.93 5639.6 6585.20 8257.36 10127.28 11939.75

4 0 14.91 66.21 159.48 298.77 721.25 1340.48 2158.43 3175.09 4387.81 5795.52 6373.2 7397.20 9194.40 11184.36 13098.99

5 0 17.16 75.16 178.08 328.91 778.36 1429.97 2280.84 3330.29 4577.00 6024.75 6618.2 7669.29 9515.57 11560.97 13522.06

6 0 19.33 82.27 192.82 352.67 822.95 1491.33 2360.97 3422.96 4681.27 6135.17 6732 7789.48 9640.08 11685.48 13646.57

7 0 20.50 86.75 201.80 366.61 838.73 1509.33 2379.45 3449.65 4715.85 6176.85 6774.9 7832.65 9683.25 11728.65 13689.74

8to16 0 21.73 90.45 208.52 376.64 862.57 1544.37 2420.97 3492.37 4758.57 6219.57 6817.6 7875.37 9725.97 11771.37 13732.46

17 0 20.65 86.79 200.58 362.83 810.23 1500.64 2340.79 3437.44 4709.24 6169.12 6767.2 7824.92 9675.52 11720.92 13682.01

18 0 16.85 71.75 168.10 307.63 717.12 1302.83 2063.71 3005.17 4131.12 5452.59 6000.3 6979.81 8727.73 10705.37 12643.46

18.5 0 12.84 56.13 133.67 248.08 583.07 1085.52 1725.04 2533.41 3484.27 4622.91 5095.7 5943.36 7482.64 9262.88 11045.80

19 0 8.82 39.23 94.89 178.83 431.64 799.95 1269.72 1852.43 2557.37 3416.05 3781.3 4447.80 5678.72 7129.16 8604.93

19.5 0 4.64 22.79 57.79 111.28 272.45 506.27 787.12 1109.89 1476.72 1929.20 2126.6 2498.11 3226.75 4140.43 5119.66

20 0 0.89 7.03 22.18 47.95 119.80 239.63 338.39 433.65 479.05 511.20 509.6 508.28 586.72 810.92 1167.08 Table 3.5

Moments in m^3


50

3.2.2 Hydrostatic Calculations

Hydrostatic calculation is mandatory in the design phase of a ship for various drafts at different trim conditions. Any of hydrostatic particulars can be estimated with the table or graph obtained from hydrostatic calculation. The calculations are done with MS-Excel and the results are given in the table 3.5

List of formulae used. (Integration is performed using Simpson’s rule for port side and then doubled to get the total volume)

AWP = 2/3 h Σ f (A)

LCF =

IL = IФ – AWP x LCF2

IT = (2h/9)Σ f (IT)

TPC =

∇ = (h/3) Σ f (∇)

Δ = ∇ x 1.008 x 1.006

KB = (h/3) Σ f (MT)/∇

BMT =

BML =

MCT1cm =

KM = BM +KB

LCB = (h2/3) Σ f (ML)/∇

CB =

CM =

h × Σ f (M)

Σ f (A)

AWP × 1.008100

IT

∇ IL

∇

ΔxBML

100 LWL

∇

A ⊗BxT

LBP xBxT


51

CW =

CP =

Hydrostatic parameters at designed load water are as below.

∇ = 180,113 m3 Δ = 182,643 t. KB = 8.73 m KMT = 20.36 m KML = 341.5 m IL = 59988798 m4 IT = 2095122 m4 TPC = 118.81 t MCT1cm = 2311.14 t-m LCF = -2.01m (Aft of midship) LCB = 4.79m (Fwd of midship) CB = 0.840 CP = 0.852 CW = 0.920 CM = 0.985 The value of CB and Displacement are approximately same and hence the lines design is satisfactory.

AWP

LxB

CB

CM


52

WL/PROP

V Δ LCBФ LCFФ TPC IL IT KB BML KMT MCT1cm CB CW CM CP

(m^3) (t) m (m) (t/cm) (m^4) (m^4) (m) (m) (m) (tm/cm)

0 13.49 75.17 27343723 770144 0.582

0.5 8,416 8,534 12.35 11.51 91.67 35917441 1268909 0.52 4124.76 152.99 1338.45 0.657 0.710 0.861 0.763

1 17,873 18,124 11.52 10.23 98.45 39922567 1504622 1.04 2176.51 85.23 1499.92 0.698 0.763 0.899 0.776

1.5 27,873 28,264 10.88 9.29 102.60 42638410 1652580 1.57 1498.26 60.86 1610.16 0.725 0.795 0.923 0.786

2 38,190 38,726 10.38 8.51 105.42 44609236 1753947 2.09 1148.26 48.02 1690.79 0.745 0.817 0.938 0.794

3 59,350 60,184 9.48 7.35 108.34 46884418 1858004 3.12 780.17 34.43 1785.33 0.772 0.839 0.958 0.806

4 81,195 82,335 8.58 5.72 110.26 48649183 1915912 4.17 594.76 27.76 1861.96 0.792 0.854 0.969 0.818

5 103,218 104,668 7.58 4.08 111.74 50079080 1961168 5.20 483.39 24.20 1923.78 0.806 0.865 0.975 0.827

6 125,759 127,525 6.67 2.56 113.66 52175224 2019406 6.23 414.29 22.29 2008.86 0.818 0.880 0.979 0.836

7 147,867 149,944 6.26 -0.75 116.51 56704169 2045824 7.27 383.44 21.11 2186.09 0.825 0.902 0.982 0.840

8 171,277 173,683 5.15 -1.72 118.16 59028911 2082660 8.33 344.44 20.49 2274.64 0.836 0.915 0.984 0.849

LWL 180,113 182,643 4.79 -2.01 118.81 59988798 2095122 8.73 332.80 20.36 2311.14 0.840 0.920 0.985 0.852

9 195,044 197,784 4.11 -2.53 119.88 61530147 2118420 9.38 315.08 20.24 2369.48 0.846 0.929 0.986 0.858

10 219,419 222,501 3.03 -4.46 122.90 66662641 2161410 10.45 302.71 20.30 2560.97 0.857 0.952 0.987 0.867

11 243,769 247,194 2.30 -4.24 124.23 68593246 2196343 11.50 280.48 20.51 2636.21 0.865 0.962 0.989 0.875

MDK 264,657 268,375 2.16 -3.13 124.66 68960547 2224990 12.41 260.11 20.81 2654.22 0.870 0.966 0.989 0.879

NOTE 1) + means Fwd of midship Table 3.6 2) - ve means aft of midship HYDROSTATIC PROPERTIES


CHAPTER 4

RESISTANCE AND POWERING

“Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX”

53

4. RESISTANCE CALCULATION

4.1 Introduction

The resistance of a ship at a given speed is the force required to tow the ship at that speed in smooth water, considering no interference from towing ship. The resistance will be equal to the components of fluid forces acting parallel to the ship centreline.

The resistance of a DAT can be given by:

Total resistance RT (DAT) = R bare + R bow thrusters + R pod

4.1.2 Resistance Calculation of POD:

R pod can be calculated by using the equation: (from proceedings of 24th ITTC – Vol. III, Specialist committee on Azimuthing podded propulsion)

Rpod = Rbody + Rfin

Where,

R body = ½ ρV2 S body [C body (1+ k body) + ΔCF body]

R fin = ½ ρV2 S fin [C fin (1+ k fin) + ΔC Ffin]

The parameters of podded propulsion system can be assumed from the parent ship data. The approximate values are:

S body = 136.4 m2 (approx.)

Diameter of shaft = 1.0 m.

S fin = 8.4 m2 (approx.)

CF body = C fin = 0.001556 (from ITTC-57 line)

ΔCF body = ΔC fin =[105(ks/L)1/3 – 0.64] x 10-3 = 0.00358

(for ks = 0.015 m and L is the length of the ship)

K body = K fin = 0.7 (from VTT, Finland) The form factor, k, which is defined in pod setup and test location, is given only as qualitative information of the test results and the hull.


54

R body = 24.81 KN

R fin = 1.52 KN

The sum of the separately measured nominal total resistance (bare hull + pod drag) compared to the directly measured total resistance deviate only approximately �2 % from each other. Thus it can be concluded that there are no significant pod - hull interaction despite the rather large sized pod units. (Source: VTT technical research center of Finland.)

Therefore,

R pod = R body + R fin = 26.33 KN (for V = 15.0 Knots)

For bare hull and bow thrusters resistance calculation, we can follow different methods of calculating resistance and assume the maximum of all to decide the powering requirements. The ship stern shape is considered to be normal, and the bow has a U-shape. Saltwater properties and the speed range are detailed in the vessel condition section of NAVCAD.

The input parameters for calculating resistance by any of the methods given in NAVCAD v3.1e. [X]Bare-hull: Holtrop-1984 method [X]Appendage: Holtrop-1988 method Technique: Prediction [ ]Wind : Cf type : ITTC [ ]Seas : Align to : [ ]Channel : File : [ ]Barge : Correlation allow(Ca): 0.00012 [ ]Net : [X]Roughness: 0.15mm dCa: %-7.5 [X]3-D corr : Form factor(1+k): 1.1307 [ ]Speed dependent correction ---------- Prediction results ----------------------------------------- Vel Fn Rn Cf [Cform] [Cw] Cr Ct kts ----- ----- ------ -------- -------- -------- -------- -------- 10.00 0.100 1.21e9 0.001495 0.000195 0.000963 0.001159 0.002774 11.00 0.109 1.33e9 0.001478 0.000193 0.000942 0.001135 0.002733 12.00 0.119 1.45e9 0.001462 0.000191 0.000927 0.001118 0.002701 13.00 0.129 1.57e9 0.001448 0.000189 0.000923 0.001113 0.002681 14.00 0.139 1.69e9 0.001435 0.000188 0.000935 0.001123 0.002678 15.00 0.149 1.81e9 0.001424 0.000186 0.000970 0.001156 0.002700 16.00 0.159 1.93e9 0.001413 0.000185 0.001035 0.001220 0.002753 17.00 0.169 2.05e9 0.001403 0.000183 0.001138 0.001322 0.002844 18.00 0.179 2.18e9 0.001393 0.000182 0.001294 0.001476 0.002989 19.00 0.189 2.30e9 0.001384 0.000181 0.001503 0.001684 0.003188


55

Vel Rw/W Rr/W Rbare/W Rw Rr Rbare PEbare kts kN kN kN kW ----- ------- ------- ------- ------- ------- ------- ------- 10.00 0.00014 0.00017 0.00041 257.59 309.86 741.88 3816.6 11.00 0.00017 0.00021 0.00049 304.81 367.32 884.46 5005.1 12.00 0.00020 0.00024 0.00058 357.14 430.76 1040.21 6421.6 13.00 0.00023 0.00028 0.00068 417.35 502.91 1211.80 8104.2 14.00 0.00027 0.00033 0.00078 490.33 588.68 1404.08 10112.5 15.00 0.00033 0.00039 0.00091 583.82 695.79 1624.72 12537.4 16.00 0.00040 0.00047 0.00105 708.83 835.25 1884.68 15513.0 17.00 0.00049 0.00057 0.00123 879.95 1021.64 2198.50 19227.1 18.00 0.00063 0.00071 0.00145 1121.08 1278.86 2590.03 23983.7 19.00 0.00081 0.00091 0.00172 1451.57 1626.25 3078.59 30091.5 Vel Rapp Rwind Rseas Rchan Rother Rtotal PEtotal kts kN kN kN kN kN kN kW ----- ------- ------- ------- ------- ------- ------- ------- 10.00 5.60 0.00 0.00 0.00 0.00 747.49 3845.4 11.00 6.76 0.00 0.00 0.00 0.00 891.22 5043.3 12.00 8.02 0.00 0.00 0.00 0.00 1048.23 6471.1 13.00 9.38 0.00 0.00 0.00 0.00 1221.18 8167.0 14.00 10.85 0.00 0.00 0.00 0.00 1414.94 10190.7 15.00 12.43 0.00 0.00 0.00 0.00 1637.15 12633.3 16.00 14.11 0.00 0.00 0.00 0.00 1898.79 15629.1 17.00 15.90 0.00 0.00 0.00 0.00 2214.40 19366.1 18.00 17.79 0.00 0.00 0.00 0.00 2607.82 24148.4 19.00 19.78 0.00 0.00 0.00 0.00 3098.37 30284.8 Condition data Water type: Custom Mass density: 1008 kg/m3 Kinematic visc: 1.16e-06 m2/s ---------- Hull data -------------------------------------------------- Primary: Secondary: Length between PP: 263.000 m Trim by stern: 0.000 m WL aft of FP: 0.000 m LCB aft of FP: 126.820 m Length on WL: 272.500 m Bulb ext fwd FP: 6.150 m Max beam on WL: 48.700 m Bulb area at FP: 42.000 m2 Draft at mid WL: 16.750 m Bulb ctr abv BL: 6.150 m Displacement bare: 182642.0 t Transom area: 15.000 m2 Max area coef(Cx): 0.985 Half ent angle: 52.000 deg Waterplane coef: 0.920 Stern shapes: U-shape Wetted surface: 20052.0 m2 Bow shape: Normal Loading: Load draft Parameters: Holtrop-1984 method Fn(Lwl) [0.10..0.80] 0.10* Fn-high [0.10..0.80] 0.19 Cp(Lwl) [0.55..0.85] 0.83 Lwl/Bwl [3.90..14.90] 5.60 Bwl/T [2.10..4.00] 2.91


56

Appendages Total wetted surface (ex. thruster): Rudders: 0.000 m2 Drag coefficient: 0.000 Shaft brackets: 0.000 .................. 0.000 Skeg: 0.000 .................. 0.000 Strut bossing: 0.000 .................. 0.000 Hull bossing: 0.000 .................. 0.000 Exposed shafts: 0.000 .................. 0.000 Stabilizer fins: 0.000 .................. 0.000 Dome: 0.000 .................. 0.000 Bilge keels: 60.000 .................. 1.400 Bow thruster diam: 2.500 m .................. 0.007 Application: Resistance 7 Feb 08 19:25 Page 3 Hull type : Displacement File name: untitled.nc3 Description: ---------- Environment data ------------------------------------------- Wind: Seas: Wind speed: 60.000 kts Sig. wave height: 0.000 m Angle off bow: 30.000 deg Modal wave period: 0.000 sec Tran hull area: 0.000 m2 VCE above WL: 0.000 m Channel: Tran superst area: 0.000 m2 Channel width: 0.000 m VCE above WL: 0.000 m Channel depth: 0.000 m Total longl area: 0.000 m2 Side slope: 0.000 deg VCE above WL: 0.000 m Wetted hull girth: 0.000 m Wind speed: Free stream Arrangement: Tanker/Bulk Symbols and values Vel Ship speed Fn Froude number Rn Reynolds number Cf Frictional resistance coefficient [Cform] Viscous form resistance coefficient [Cw] Wave-making resistance coefficient Cr Residuary resistance coefficient Ct Bare-hull resistance coefficient Rw/W Wave-making resist-displ merit ratio Rr/W Residuary resist-displ merit ratio Rbare/W Bare-hull resist-displ merit ratio Rw Wave-making resistance component Rr Residuary resistance component Rbare Bare-hull resistance PEbare Bare-hull effective power Rapp Additional appendage resistance Rwind Additional wind resistance Rseas Additional sea-state resistance Rchan Additional channel resistance Rother Other added resistance Rtotal Total vessel resistance PEtotal Total effective power * Exceeds speed parameter


57

BSRA METHOD The bare hull resistance and the resistance of bow thrusters of the vessel is calculated by using the software NavCAD v3.1e. The results are shown below: Analysis parameters [X]Bare-hull: BSRA series [X]Appendage: Holtrop-1988 method Technique: Prediction [ ]Wind : Cf type : ITTC [ ]Seas : Align to : [ ]Channel : File : [ ]Barge : Correlation allow(Ca): 0.00012 [ ]Net : [X]Roughness: 0.15mm dCa: %-7.5 [X]3-D corr : Form factor(1+k): 1.1307 [ ]Speed dependent correction Prediction results Vel Fn Rn Cf [Cform] [Cw] Cr Ct kts ----- ----- ------ -------- -------- -------- -------- -------- 10.00* 0.100 1.21e9 0.001495 0.000195 0.000633 0.000829 0.002444 11.00* 0.109 1.33e9 0.001478 0.000193 0.000706 0.000899 0.002497 12.00* 0.119 1.45e9 0.001462 0.000191 0.000760 0.000951 0.002533 13.00* 0.129 1.57e9 0.001448 0.000189 0.000793 0.000982 0.002551 14.00* 0.139 1.69e9 0.001435 0.000188 0.000804 0.000992 0.002547 15.00 0.149 1.81e9 0.001424 0.000186 0.000793 0.000979 0.002523 16.00 0.159 1.93e9 0.001413 0.000185 0.000801 0.000986 0.002519 17.00 0.169 2.05e9 0.001403 0.000183 0.000927 0.001110 0.002632 18.00 0.179 2.18e9 0.001393 0.000182 0.001184 0.001366 0.002879 19.00 0.189 2.30e9 0.001384 0.000181 0.001511 0.001691 0.003196 Vel Rw/W Rr/W Rbare/W Rw Rr Rbare PEbare kts kN kN kN kW ----- ------- ------- ------- ------- ------- ------- ------- 10.00* 0.00009 0.00012 0.00036 169.41 221.68 653.70 3362.9 11.00* 0.00013 0.00016 0.00045 228.55 291.07 808.21 4573.6 12.00* 0.00016 0.00020 0.00054 292.66 366.28 975.73 6023.5 13.00* 0.00020 0.00025 0.00064 358.51 444.07 1152.96 7710.7 14.00* 0.00024 0.00029 0.00075 421.64 519.99 1335.39 9617.8 15.00 0.00027 0.00033 0.00085 477.39 589.37 1518.29 11716.2 16.00 0.00031 0.00038 0.00096 548.76 675.18 1724.61 14195.5 17.00 0.00040 0.00048 0.00114 716.21 857.90 2034.76 17795.1 18.00 0.00057 0.00066 0.00139 1025.93 1183.71 2494.88 23102.6 19.00 0.00081 0.00091 0.00172 1458.54 1633.22 3085.55 30159.6 Vel Rapp Rwind Rseas Rchan Rother Rtotal PEtotal kts kN kN kN kN kN kN kW ----- ------- ------- ------- ------- ------- ------- ------- 10.00* 5.60 0.00 0.00 0.00 0.00 659.31 3391.8 11.00* 6.76 0.00 0.00 0.00 0.00 814.97 4611.8 12.00* 8.02 0.00 0.00 0.00 0.00 983.75 6073.0 13.00* 9.38 0.00 0.00 0.00 0.00 1162.34 7773.5 14.00* 10.85 0.00 0.00 0.00 0.00 1346.24 9695.9 15.00 12.43 0.00 0.00 0.00 0.00 1530.72 11812.1 16.00 14.11 0.00 0.00 0.00 0.00 1738.72 14311.6 17.00 15.90 0.00 0.00 0.00 0.00 2050.66 17934.1 18.00 17.79 0.00 0.00 0.00 0.00 2512.67 23267.3 19.00 19.78 0.00 0.00 0.00 0.00 3105.34 30353.0


58

The above data give resistance of bare hull and the resistance offered by one bow thrusters Hence the total resistance, for V =15 Knots (from Holltorp Menon - 1984 Method) RT (DAT) = Rbare + 2 x Rbow thrusters + Rpod For V = 15.0 knots (From Holltrop – Menon 1984 Method) RT (DAT) = 1637.15+ 2 x 12.43+ 26.33 KN = 1688.34 KN Total resistance by Guldhammer – Harvald Method:

Speed (Knots)

Rbare (KN)

2 x Rbow thrusters (KN)

Rpod (KN)

RT (DAT) (KN)

PE (DAT) (KW)

10 640.06 11.20 11.70 662.96 3410.25 11 768.90 13.52 14.16 796.58 4507.38 12 909.11 16.04 16.85 942.00 5814.77 13 1069.65 18.76 19.77 1108.18 7410.65 14 1249.57 21.70 22.93 1294.20 9320.32 15 1487.56 24.86 26.33 1538.75 11873.00 16 1801.46 28.22 29.95 1859.63 15305.53 17 2126.36 31.80 33.82 2191.98 19168.44 18 2531.69 35.58 37.91 2605.18 24121.88

Table 4.1 Total resistance Guldhammer – Harvald Method:

10 12 14 16 18

5

15

20

25

10

(MW)(10^5N)RT

PE

RP

TE

Fig 4.1 Graph from Guldhammer- Harvald method of resistance calculation.


59

Total resistance by Holltrop – Menon 1984 Method:

Speed (Knots)

Rbare (KN)

2 x Rbow thrusters (KN)

Rpod (KN)

RT (DAT) (KN)

PE (DAT) (KW)

10 747.49 11.20 11.70 770.39 3962.89 11 891.22 13.52 14.16 918.90 5199.50 12 1048.23 16.04 16.85 1081.12 6673.54 13 1221.18 18.76 19.77 1259.71 8423.93 14 1414.94 21.70 22.93 1459.57 10511.24 15 1637.15 24.86 26.33 1688.34 13027.23 16 1898.79 28.22 29.95 1956.96 16106.56 17 2214.4 31.80 33.82 2280.02 19938.32 18 2607.82 35.58 37.91 2681.31 24826.79

Table 4.2 Total resistance by Holltrop – Menon 1984 Method:

10 12 14 16 18

5

15

20

25

10 RTPE

(MW)(10^5N)RT

PE

Fig 4.2

Graph from Holltrop-Menon 1984 method of resistance calculation.


60

Total resistance by BSRA Method:

Speed (Knots)

Rbare (KN)

2 x Rbow

thrusters (KN)

Rpod (KN)

RT (DAT) (KN)

PE (DAT) (KW)

10 653.7 11.20 11.70 676.60 3480.43 11 808.21 13.52 14.16 835.89 4729.80 12 975.73 16.04 16.85 1008.62 6226.01 13 1152.96 18.76 19.77 1191.49 7967.73 14 1335.39 21.70 22.93 1380.02 9938.35 15 1518.29 24.86 26.33 1569.48 12110.11 16 1724.61 28.22 29.95 1782.78 14672.99 17 2034.76 31.80 33.82 2100.38 18367.40 18 2494.88 35.58 37.91 2568.37 23781.05

Table 4.3 Total resistance by BSRA Method

1 0 1 2 1 4 1 6 1 8

RP

5

1 5

2 0

2 5

1 0T

E

( M W )( 1 0 ^ 5 N )R T

P E

Fig 4.3

Graph from BSRA method of resistance calculation.

From these three methods, Holltrop and Menon 1984 have the max value of resistance.


61

4.2 Powering Calculation 4.2.1 Introduction

This deals with the selection of the main engine. The derivation of the engine power starts from resistance at service speed. A preliminary design of the podded machinery can be done which would deliver the required thrust. The selection of the pod is done on the basis of model test results carried out in the proceedings of 24th ITTC, Vol. – II (Special committee on Podded Propulsion). The Model tests were carried out for the Ice capable ships Mewis (2001) and Ukon et al (2003). The main engine is selected according to this parameter. Propeller design is done with the help of T-J and P-J charts. Wake fraction (w) w = 0.55CB-0.20 [36]

= 0.261

Thrust deduction factor (t) t = 1.25w [36]

= 0 .326 RT = 1688.34KN An allowance of 25% is provided to get service condition resistance. RT = 1688.34 *1.25 = 2110.5 KN

Thrust calculation

Required thrust = RT/ (1-t) = 3131.3 KN

Velocity of advance (VA)

VA = V (1-w)

= 15.0 × 0.5144(1-0.261) m/s

= 5.702 m/s


62

Diameter of propeller

D = 2/3 T = 11.166 m T = draft D selected = 7.75 m (twin Azipod propeller) Td = √T/ρ/ (D × VA) In this case Td = (1/7.75× 5.7021) √(1565.65 /1.008) = 0.89

From Model results: (Model used for Extrapolation) (24th ITTC - Volume II)

Particulars Ukon et al. TU032 (VTT) Mewis

(AE/AO) 0.55 0.537 0.58 Diameter (mm) 200 200 215.15 Pitch Ratio 0.800 0.850 1.104 Boss Ratio 0.280 0.278 0.276 No. of Blades 4 4 4 Rotation direction Right Right Right

Table 4.4

Values of J, KQ are read off from T-J chart where the Td=0.89 line intersects the optimum efficiency line for optimizing n. This is done for AE/AO = 0.4, 0.55 and 0.70 Graphs are drawn with J and KQ versus AE/AO .Then the values of J and KQ for AE/AO = 0.55, 0.537 and 0.58 are found out for z = 4.

AE/A0 J KQ

0.4 0.47 0.0225

0.55 0.565 0.04

0.7 0.515 0.031

Table 4.5 KQ, J values for 4 bladed propellers


63

Graph to find KQ, J values for 4 bladed propeller

Fig 4.4

Graph to find KQ, J values for 4 bladed propeller

From the above graph:

AE/A0 J KQ

0.537 0.563 0.0398 0.55 0.565 0.04 0.58 0.564 0.0395

Table 4.6 J, KQ Values from the Graph above


64

For AE/AO = 0.537; J= 0.563 KQ = 0.0398 J = 0.563 n = VA/J×D = 1.306 PD = 2π×ρ×n3×D5× KQ = 15698.62 KW η0 = T× VA /PD = 0.5686 = 56.86 %

AE/A0 0.537 0.550 0.580

J 0.563 0.565 0.564 KQ 0.0398 0.0400 0.0395 n 1.306 1.302 1.304

PD (KW) 15698.62 15632.98 15508.82 η0(%) 56.86 57.1 57.5

Table 4.7 n, PD and η0 for the models:

The FP propeller with BAR of 0.58 can be selected

4.2.2 Brake power calculation (for ahead running condition) PD = 15508.82 KW PB = PD / (η m x η t x η g) ηm = Efficiency of motor = 0.96 η t = Efficiency of transformer [28] = 0.97

η g = Efficiency of generator

= 0.96 PB = 15508.82/ (0.96x0.97x0.96)

= 17348.6 KW


65

4.2.5 Engine selection

In order to utilize Azipod propulsion system, the ship should have electric power plants. Generator sets are connected to the main electric switchboard to distribute electric power for all power consumers onboard, including Azipod propulsion. In case of diesel electric power plant all the diesel engines can be of the same type as of the conventional vessel, which minimizes the spare parts inventories. The number of vulnerable auxiliary systems is reduced to a minimum. Diesel Engines Type: 9TM620 Number: 3 Manufacturer: STORK WARTSILA DIESEL CO. Holland [33] Rated output: 12,750KW Rated speed: 428rpm Consumption of heavy fuel oil: 174G/KWH +5% Consumption of lube oil: 1.3+0.3G/KWH Greatest weight/piece: 270T Generators Type: HSG 1600 S14 Number: 3 Rated capacity: 15,537 KVA Cos Factor: 0.8 Frequency: 50 HZ Rated current: 815A Rated voltage: 11KV Greatest weight/piece: 55T Rated speed: 429 rpm Rated output: 12.43 MW Transformers Number: 2 Type: STROD/BTRD. Rated voltage: 11KV/121KV Weight: 58T Auxiliary engines Type: SKU CUIN-1400N305, Model 1400 GQKA Number: 3 Manufacturer: Cummins Rated output: 1400 kW Rated capacity: 1400 kW (1750 kVA) 60 Hz or 1166.7 kW (1458.3 kVA) 50 Hz


66

The engine is well suited for operation on low-quality fuels and intended to drive

the generator directly without any speed changing device. Normally generators are running at higher rpm, hence selected engine is medium speed engine using heavy fuel oil. This engine has been especially designed for such specific purpose only.

Brake power calculation (for ahead running condition) PB = 19125 KW η m = Efficiency of motor = 0.96 η t = Efficiency of transformer [28] = 0.97

η g = Efficiency of generator

= 0.96 PD = PB x (η m x η t x η g)

PD = 17096.8 KW 4.3 Selection of POD:

Power transmission and steering module is installed to the ship hull at a

convenient phase of ship construction. Pre-fabricated pod including strut and motor are delivered, installed and connected to the power and steering module separately on the most suitable phase only just before launching of the ship. The Azipod unit itself has a flexible design. It can be built for pushing or pulling in open water or in ice conditions.

PD = 17096.8 KW

Hence from Azipod performance curve, V25 type Azipod can be selected with special material requirements of Ice class operations.

Pod parameters are as follows

PD = 17096.8 KW RPM = 110


67

Fig 4.5

Power (KW) Vs Propeller speed [28]

Fig 4.6

Azipod main dimension drawing [28]


68

For V25 type (ABB) [Project [28]

A = 13500 mm B = 7050 mm C = 6500 mm D = 7750 mm (Assumed propeller diameter) E = 1600 mm F = 3355 mm G = 4900 mm H = 550 mm J = 2500 mm K = 2600 mm L = 6445 mm Tilt angle = 0o to 6o, Selected = 3o

Fig 4.7 [28] Weight of V25 Standard Azipod = Complete weight excluding propeller +

Weight of AZU (Azipod unit) + Weight of STU (Steering unit) + Weight of SRP (Slip ring unit) + Weight of CAU (cooling air unit) + Weight of HPY (Hydraulic power unit) + other ancillaries + weight of propeller [28]

= 315 + 175 + 85 + 4 + 10 + 5 + 8 + 60 = 662 tons


69

4.4 Design of propeller to match the selected pod

PD = 17096.8 KW RPM = 1.833 VA = 5.7021 m/s PN = (n/ VA

2) (P/2π × ρ × VA)1/2 PN = 1.833/ (5.702)2 × (17096.8 /2π × 1.008 × 5.702)1/2 = 1.22

Steps to get performance values for Wageningen B-Series propeller using P-J charts.

a) Find the point of intersection of PN = 1.22 line with the η optimum for PN constant

b) Read off J, where J = Advance coefficient c) Increase J by 6 %. d) At this J’=J(1.06), find the propeller characteristic where J’ meets e) For PN = 1.22 From J’ we can find the value of KT for given (AE/AO) = 0. 4 ,0.55

and 0.70after Interpolating the values of J’ and KT from the P-J charts

AE/Ao 0.4 0.55 0.70

J 0.385 0.408 0.43 J' (=J*1.06) 0.408 0.432 0.456

KT 0.158 0.175 0.208 P/D 0.68 0.75 0.77 D 7.635 7.204 6.836 T 1812.4 1591.6 1533.3

AE/Ao(min) 0.476 0.522 0.568 ηO 60.45 53.08 51.14

Table 4.8 Performance values


70

Minimum blade area ratio to avoid capitation

(AE/A

O)

min = [((1.3 + 0.3Z) T) / ((P

atm + ρgh – P

V) D

2)]+ K [Auf’en Keller formula]

Where K = 0.1 for twin screw propellers Z = number of blades

h = height of LWL above shaft central line in meters P

atm = 101.366 kN/m2

PV

= 1.704 kN/m2

h = 8.0 m D = 7.75 m K = 0.1 for double screw propellers

ρ = 1.008 t/m3

g = acceleration due to gravity (9.81 m/s2)

=0.47 Performance curves

0.4 .55 .7

P/D D

AE/A

KTJ*

N

T

1 Kt 1cm=0.001

2 1cm=0.001

3 P/D 1cm=0.001

4 Ae/Ao 1cm=0.001

5 j* 1cm=0.002

6 T 1cm=2KN

1500

1700

1900

T(KN)

0.6

0.7

0.8

P/D

0.6

0.7

0.8

D(m) 0.5

0.6

0.7

no

0.4

0.5

0.6

Ae/Ao

0.1

0.2

0.3

kt

0.2

0.3

0.4

j*

00

N0

Fig 4.8

Performance curves


71

Particulars of selected propellers D : 7.26 m Z : 4 AE/AO : 0.527 P/D : 0.742 T : 1612.56 KN ηO : 53.8 Material : Lloyd’s grade Cu 4 Manganese Aluminium Bronze Type : Wageningen B –series Fixed pitch Tensile strength N/mm2 minimum: 630N/mm2

Chemical composition of propeller and propeller blade castings

Sn 70-80%,

Pb-6%

Ni-0.05%,

Fe-1.-3%

Al- 5-9%,

Mn-8-20%

Zn -1%

4.5 Determination of ice torque [FSICR] Dimensions of propellers, shafting and gearing are determined by formulae taking into account the impact when a propeller blade hits ice. The ensuing load is hereinafter called the ice torque M. M = m D2 ton meters where: D = diameter of propeller in meters m = 2.15 for ice class IA Super = 1.60 (IA) = 1.33 (IB) = 1.22 (IC


72

If the propeller is not fully submerged when the ship is in ballast condition, the ice torque for ice class IA is to be used for ice classes IB and IC.

M = 2.15X7.262 = 113.32 ton meters The elongation of the material used is not to be less than 19%, preferably less than 22% for a test piece length = 5 d and the value for the Charpy V-notch test is not to be less than 2.1 kpm at –10°C. Width c and thickness t of propeller blade sections are to be determined so that:

a) at the radius 0.25 D/2, for solid propellers

t = 23.85 cm

b) at the radius 0.35 D/2 for FP-propellers

t = 20.31 cm

c) at the radius 0.6 D/2

t = 13.06 cm

Where: c = length in cm of the expanded cylindrical section of the blade, at the radius in question t = the corresponding maximum blade thickness in cm H = propeller pitch in meters at the radius in question. = 5.386 (For controllable pitch propellers 0.7 H nominal is to be used.) Ps = shaft engine output according to 3.1, but expressed in horsepower [hp] = 22927.18hp n = propeller revolutions [rpm] = 110


73

M = ice torque =113.32 ton meters Z = number of blades = 4 σ b = tensile strength in kp/mm2 of the material =31.5kp/mm2 The blade tip thickness t at the radius 1.0 D/2 is to be determined by the following Formulae: Ice Class IA Super

t = 43.49 mm Ice Classes IA, IB and IC

Where D and σb are as defined previously Other important aspects to be covered are as follow a) The thickness of other sections is governed by a smooth curve connecting the

above section thicknesses. b) Where the blade thickness derived is less than the class rule thickness, the latter

is to be used. c) The thickness of blade edges is not to be less than 50% of the derived tip

thickness t, measured at 1.25 t from the edge. For controllable pitch propellers this applies only to the leading edge.

d) The strength of mechanisms in the boss of a controllable pitch propeller is to be 1.5 times that of the blade when a load is applied at the radius 0.9 D/2 in the weakest direction of the blade.

Screw shaft The diameter of the screw shaft at the aft bearing is not to be less than:


74

Where σb = tensile strength of the blade in kp/mm2 (49.0kp/mm2) ct2 = value derived =94667.3 σy = yield stress of the shaft in kp/mm2 (31.5kp/mm2)

ds=570.3mm 4.6 Propeller Geometry

PROPELLER OFFSETS(all dimensions in m)

r/R 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 1.00Dis from CL TO TE 0.599 0.684 0.766 0.837 0.901 0.958 0.992 0.965 0.413Dis from CL TO LE 0.963 1.080 1.156 1.182 1.151 1.055 0.855 0.520 *chord length 1.562 1.764 1.922 2.019 2.053 2.013 1.847 1.485 0.413tmax 0.267 0.236 0.206 0.175 0.144 0.114 0.083 0.052 0.045LE-Tmax 0.547 0.618 0.673 0.717 0.798 0.892 0.885 0.742 *

Tables 4.9 Propeller geometry

Ordinates for the back (As distance in meters) From maximum thickness to trailing edge

From maximum thickness to leading edge

r/R 100 80 60 40 20 20 40 60 80 90 95 1000.2 * 0.14 0.19 0.23 0.26 0.26 0.25 0.23 0.20 0.17 0.15 * 0.3 * 0.12 0.17 0.21 0.23 0.23 0.22 0.20 0.17 0.15 0.13 * 0.4 * 0.10 0.14 0.18 0.20 0.20 0.19 0.17 0.14 0.12 0.11 * 0.5 * 0.08 0.12 0.15 0.17 0.17 0.16 0.14 0.12 0.10 0.09 * 0.6 * 0.06 0.10 0.12 0.14 0.14 0.13 0.11 0.09 0.08 0.06 * 0.7 * 0.04 0.08 0.10 0.11 0.11 0.10 0.09 0.06 0.05 0.04 * 0.8 * 0.03 0.06 0.07 0.08 0.08 0.07 0.06 0.04 0.03 0.02 * 0.9 * 0.02 0.04 0.05 0.05 0.05 0.05 0.04 0.02 0.02 0.01 * 1 * 0.01 0.02 0.02 0.02 0.02 0.02 0.02 0.01 0.01 0.00 *

Tables 4.10


75

Ordinates for the face (As distance in meters) From maximum thickness to trailing edge

From maximum thickness to leading edge

r/R 100 80 60 40 20 20 40 60 80 90 95 1000.2 0.08 0.05 0.03 0.01 0.00 0.00 0.01 0.02 0.04 0.05 0.07 0.110.3 0.06 0.03 0.01 0.00 0 0.00 0.00 0.01 0.03 0.04 0.05 0.090.4 0.04 0.01 0.00 0 0 0 0.00 0.01 0.02 0.03 0.04 0.070.5 0.02 0.00 0 0 0 0 0 0.00 0.01 0.01 0.02 0.050.6 0.01 0 0 0 0 0 0 0 0.00 0.01 0.01 0.040.7 0 0 0 0 0 0 0 0 0 0.00 0.00 0.020.8 0 0 0 0 0 0 0 0 0 0 0 0.01

Tables 4.11

4.7 Power requirement for Ice operations (Astern running condition):

For Ice breaking speed of 1 m/s (“Icebreaker performance prediction” by Arno Keinomen, Robin P Brown, Colin R Revill and Ian M Bayly, SNAME [30]

R1 = 0.015CSCHB0.7L0.2T0.1H1.25[1-0.0083(t + 30)][0.63 + 0.00074σF][1 + 0.0018(90 – ψ)1.6][1 + 0.003(φ – 5)1.5] x 103 KN

Where, CS = Salinity coefficient = 0.85 (for brackish Ice)

CH = Hull condition coefficient = 1.33 (for new steel)

B = Beam of ship = 48.7 m

L = Length of ship at LWL = 272.5 m

T = Designed draft = 16.75 m

H = Thickness of Ice

t = Ice surface air temperature = taken as -10oC (most severe condition)

ψ = flare angle = 65 o

φ = buttock angle = 24o

σF = 270 KPa (for Baltic Ice)

R1 = Level Ice resistance at 1 m/s for rounded type icebreakers


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= 1154.05 KN (for H = 1.0 m, most severe Ice condition thickness)

Since, R α V2 For Designed Ice speed of 5.0 Knots in 1.0 m thick Ice

R = 1154.05 x VICE2

Required delivered power = R x VICE2 x 0.85 (assume 15% reduction for a DAT)

= 980.93 VICE2

ηH = (1-t)/(1-w)

= 0.912

PE = PT X ηH KW

= (1612.56X5.702X2) X 0.912 (Twin Azipod)

= 16771.3 KW

VICE (maximum) = (PE/980.93)1/3 = 2.576 m/s

VICE (Maximum) = 5.008 Knots

ASTERN SPEED IN KNOTS

0 . 4 0.6 0.8 1.0 1.2 1.4 1.6

5.06.07.08.0

THICKNESS OF ICE IN m

4.0

Fig 4.9 Ice thickness (HICE) vs. VICE

Hence for minimum Ice speed of 5 Knots is achievable with the selected model of Pod and the brake power calculation.


CHAPTER 5

FINAL GENERAL ARRANGEMENT


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5. FINAL GENERAL ARRANGEMENT

5.1. Frame Spacing and Bulkhead Disposition 5.1.1 Introduction

The general Arrangement of a ship can be defined as the assignment of spaces for all the required functions and equipments, properly coordinated for location and access.

The requirements that must be met are, a) Volume requirements b) Adequate trim and stability c) Structural integrity d) Watertight subdivision and integrity e) Adequate access to spaces.

The volume below deck is subdivided into: a) Machinery space b) Cargo spaces c) Ballast spaces d) Pump room e) Slop Tank

5.1.2 Basic Hull Framing

The bottom shell, inner bottom, deck, side shell, inner hull bulkheads and longitudinal bulkheads are longitudinally framed. Transverse framing is adopted in fore peak region, aft peak region and machinery space region.

The different regions along with their rule spacing [LRS, Part 3, and Chapter 5, 6] are given below, a) Aft Ice breaking region: 500 mm (taken from trends in Russian Ice class 1A ships)

b) Aft of 0.05 L from AP

s = (470 + L / 0.6) = 908 mm (where L = 263 m) or 600 mm, whichever is the lesser. Taken s = 600 mm


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c) Between 0.05 L and 0.15 L from AP

s = (510 + L / 0.6) = 948 mm (where L = 263 m) or 850 mm, whichever is the lesser. Taken s = 850 mm

d) Forward of 0.05 L from FP s = (470 + L / 0.6) = 908 mm (where L = 263 m) or 600 mm, whichever is the lesser. Taken s = 600 mm e) Between 0.05 L & 0.2 L from FP s = (470 + L / 0.6) = 908 mm (where L = 263 m) or 700 mm, whichever is the lesser. Taken s = 700 mm

f) Rest of spaces, s = 850mm is adopted.

The maximum frame spacing as permitted by the rules has been calculated. The final frame spacing along the length in accordance with the rules is shown in the table.

Region Spacing (mm)

a 500 b 600 c 850 d 600 e 700

Rest o space 850

Table 5.1 Basic Frame Spacing


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Fig 5.1

Basic Frame Spacing


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5.1.3 Number and Disposition of Bulkheads

The disposition of transverse bulkheads is to comply with the requirements of LRS [LRS, Part3, Chapter 3&4], as applicable to ships with machinery located aft. Minimum number of bulkheads = 9 Number of bulkheads taken = 9 5.1.4 Forward Collision Bulkhead

For ships with bulbous bow [LRS, Part 3, Chapter 3, Section 4] and LL ≥ 200, the distance of collision bulkhead aft of fore end of LL in m is. 10 – f2 (minimum) 0.08 LL– f2 (maximum) Where:

LL = load line length, is to be taken as 96% of total length on WL at 85% of least moulded depth, or as the length from foreside of the stem to the AP on that WL, if that is greater f2 = G/2 or 0.015 LL m, whichever is the lesser G = projection of bulbous bow forward of fore end of LL in m = 4.56 m Here, LL = 270.65 m. G = 4.56 m. Whence f2 = 2.28 m. Minimum distance = 10 – f2 = 7.72 m. Maximum distance = 0.08 LL – f2 = 19.37 m.

Let’s take distance of fore peak bulkhead at a distance of 11.4 m from FP. 5.1.5 Aft Peak Bulkhead

All ships should have one aft peak bulkhead generally enclosing the stern tube and the rudderpost. As provided in the parent ship, aft peak bulkhead is provided at a distance of 12.6 m from AP.


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5.1.6.1 Length of Engine Room

The length of engine room is determined by the power and size of the engine, type and whether it is a slow-speed, medium-speed or high-speed engine. Main engine particulars: Type: 9TM620 Number: 3 Manufacturer: STORK WARTSILA DIESEL CO. Holland [33] Rated output: 12,750KW Rated speed: 428rpm

Considering the frame spacing and the information from built ships the length of engine room is fixed as 31.55 m. Length of pump room is 4.25m.

5.1.6.2 Cofferdams

Cofferdams are to be provided at the forward and aft ends of the oil cargo space. These cofferdams should be at least 760 mm in length and should cover the whole area of the bulkheads of the cargo space. Pump room has been incorporated as the aft cofferdam. The fore peak tank forms the forward cofferdam.

5.1.6.3 Slop Tank

According to LRS rule, slop tank should be provided with a minimum capacity of 3% of cargo carrying capacity.

3% of cargo carrying capacity = 3% of 150000 = 4500 t

Assuming a stowage factor of 1.2, 5400 m3 capacity is required for the slop tank, hence length of slop tank taken is 5.1m 5.1.7 Length of Cargo Tanks The structural configuration has been adopted with one centreline longitudinal bulkhead. For such a configuration the length of the hold [Part 4, Chapter 9] should not exceed, 10 m or (0.25 bi/B + 0.15) LL m, whichever is the greater.

Where bi = minimum distance from side shell to inner hull of tank measured inboard at right angles to the center line at load water line.


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Here bi = 3.0 m

LL = load line length, is to be taken as 96% of total length on WL at 85% of least moulded depth, or as the length from foreside of the stem to AP on that WL, if that is greater Therefore, LL = 270.65 m (0.25 bi / B + 0.15) LL= 44.76 m

According to the above mentioned restrictions the cargo region is divided into ten holds.(5 port and 5 stbd). For length of cargo tanks see table 5.2.

Component Frame Spacing (mm) Length (m)

Aft ballast tank -39-11 500 13.89

Pod room -11-21 500&600 18.1

A P tank 9-21 600 7.2

Engine room 21-59 600 & 850 31.55

Pump room 59-64 850 4.25

Slop tank 64-70 850 5.1

Cargo oil tank-1 70-114 850 37.4

Cargo oil tank-2 114-164 850 42.5

Cargo oil tank-3 164-209 850 38.25

Cargo oil tank-4 209-259 700&850 41.75

Cargo oil tank-5 259-314 600&700 38.2

Fore peak tank 314 to FE 500&600 19.9

Table 5.2 Division of Compartments


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5.2 GENERAL ARRANGEMENT 5.2.1 Introduction

The vessel has been designed as a twin screw diesel-electric driven (Podded Propulsion machinery) double skin segregated ballast crude oil tanker with machinery space and all accommodation including Navigation Bridge located aft. The vessel has a single continuous deck with forecastle deck and five tiers of deckhouse and has a bulbous bow at the stem and stern.

5.2.2 Hull Structure

The vessel is to be classed under LRS. All steel for hull construction is of ship building quality High tensile steel (DH32 or DH36) and grade of steel is in accordance with FSICR as par Ice Navigation requirements.

5.2.3 Framing

Details about major subdivision of cargo and ballast spaces are discussed in the above table 5.2. Longitudinal framing supported by transverse webs has been adopted in way of cargo region. Forward and aft ends have been framed transversely. Adequate changing systems from longitudinal to transverse framing have been provided to avoid abrupt discontinuities. Cargo hold region : Longitudinal framing in way of upper deck, side shell, inner bottom, longitudinal bulkhead and bottom Forepeak : Longitudinal except at fore part. Forecastle deck : Longitudinal except at fore part. Engine room : Longitudinal system in way of upper deck and side shell. Transverse system in double bottom Aft peak : Transverse system 5.2.4 Superstructure External bulkheads and decks of superstructure and deckhouse are of steel construction. Navigation bridge wings have been extended to the full breadth of the vessel. The wheel house is constructed in such a way to meet with the requirements to run the vessel ahead as well as astern. Funnel has sufficient height to prevent smoke nuisance at bridge wings and accommodation areas.


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5.2.5 Deck Machinery

Deck machinery has been arranged as shown in the general arrangement plan. Windlasses, mooring winches and hose handling cranes are of electro-hydraulic type. Each windlass provided with two declutch cable wire drums and two warping heads mounted on the shaft. Mooring winches are provided as shown in the general arrangement plan.

5.2.6 Pumps and Engines The ballast water is transferred by two electric powered pumps. There are also four tanks that hold drinking water & washing water .Two fire pump of capacity 300 m3/hr@4 bar running at 200 m3/[email protected] is provided which this can be used as bilge pump. Emergency fire pump has been provided in fwd .Cargo pump has been provided in pump room. Power is supplied by following Generators Type: SKU CUIN-1400N305, Model 1400 GQKA Number: 3 Manufacture: Cummins Rated output: 1400 kW Rated capacity: 1400 kW (1750 KVA) 60 Hz or 1166.7 kW (1458.3 KVA) 50 Hz Additionally two boiler of capacity 1400 KW has been provided for heating purpose.

5.2.7 Hose Handling Cranes

Hose handling cranes are provided on the upper deck for handling cargo oil hose. The installed crane has capacity 5-ton with the speed of 15m/minute, and have a radius of action (maximum 13 m and min 3.9m).additionally one provision crane of capacity 1-ton has been provided aft in port side near provision store.

5.2.8 Masts and Posts

One unstayed fore mast has been provided as shown in the general arrangement plan. One unstayed aft mast has been provided, fitted with Navigation lights; ladder and air horn.

5.2.9 Hatch Covers

One set of cargo oil tank hatch with neoprene rubber gasket has been provided for each cargo oil tank, fuel oil, bunker tank and slop tank as shown in the general arrangement plan. The hatches have been fitted at end of tanks. Oil tight or watertight manholes are provided for access to cargo tanks, double bottom tanks, peak tanks, cofferdam etc. The hatch is fitted with two vapour controlling valves. The hatch size should be of sufficient size to insert cargo sampling bottles.


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5.2.10 Doors

The sizes of doors fitted are of 850 mm wide. Heavy weather tight steel doors are to be provided at weather-exposed entrances. All doors are provided with stainless steel and nameplate.

5.2.11 Accommodation Ladders

Two accommodation ladders, one on each side, are provided on the upper deck as shown in the general arrangement plan. They are of the vertical self-stowing type. Material - Al alloy Width - 800 mm Length - Sufficient to reach 700 mm above WL at an angle of 50o. 5.2.12 Windows The sizes of windows fitted are: Windows: 400 x 600 mm in accommodation rooms 600 x 700 mm in public rooms

5.2.13 Guard Rails and Bulwark Guardrails have been provided in accordance with Lloyd’s Register [Part 3, Chapter 9]. Stanchions are provided at the boundaries of exposed freeboard. Guardrails are provided at super structure decks and first tier deckhouse. Height of Guardrails = 1 m Distance of first and second rail from bottom = 0.26 m Distance of second and third rail = 0.44 m Distance between third and top most rail = 0.30 m Bulwark of 1.0 m height is provided along the boundary of forecastle deck.

5.2.14 Foam Monitoring Platform

Foam monitoring platforms are provided on the upper deck for the installation of foam guns.

No. of foam monitoring platforms = 7 (on the main deck)


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5.2.15 Accommodation

The design of accommodation covers following aspects: 1. Crew accommodation aft. 2. All bulkheads should be of steel. If in contact with weather they have to be gas tight

and watertight. 3. Bulkheads connecting crew space with store, cargo spaced tanks etc should be

watertight, gastight. 4. Bulkheads connecting two galleys, sanitary space, laundry etc should be gastight

and watertight up to a certain height. 5. Floors to be properly covered. 6. Protection should be provided from following : a) Protection of crew against injury b) Protection of crew against weather c) Insulation from heat and cold d) Protection from moisture e) Protection from effluent originating in various compartments f) Protection from noise. 7. No direct opening between accommodation and stores. 8. Side scuttles can be opened in sleeping rooms, mess rooms, and recreation rooms. 9. Separate sleeping rooms for officers, petty officers, apprentices etc. 10. Mess room should be able to accommodate all officers at the same time. 11. Recreation room should accommodate one third of the officers.

5.2.16 Compliment Estimation Compliment is estimated as per the Indian regulations, i.e., Maritime Law of India. GRT = 84919 (Ref capacity calculation) 1) Deck officers including master For GRT > 1600 – 4 numbers. Additional 1 or 2 cadets are carried in larger vessels. 3 cadets are carried. 2) Radio Officer GRT > 500 – 1 number. 3) Deck ratings including petty officers GRT > 1500 – 10 numbers.


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4) Caterers For total crew up to 45 – 3 numbers. 5) Engineering officers including electrical engineer Over 3680 kW – 4 numbers. Additional 1 or 2 junior engineers are carried in higher-powered vessels 6) Engine ratings including petty officers Foreign going – 5 numbers. 7) Stewards For 6 officers - 1 numbers. For 10-12 officers- 2 numbers. Deck officers are: Captain Chief officer Second officer Third officer Radio officer Additional 1 or 2 cadets are carried in larger vessels. Engineering officers are: Chief engineer Second engineer Third engineer Fourth engineer Fifth engineer Electrical engineer


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Rank Deck Part Engine Part Other Part Total

Captain Class 1 1 2 4

Senior Class 1 1 - 2

Junior Class 2 4 1 3

Cadet 2 - 1 2

Petty Officers 1 2 1 3

Leading Crew 1 1 1 4

Crew Class 8 5 7 24

Table 5.3 Compliment List

Grand Total = 42

Single cabin accommodation has been provided for captain and other officers. And double berth accommodation for seamen. Accommodation for officers and crew is provided based on minimum area requirements.

The minimum stipulated areas are as follows: i) Captain and Chief Engineer : 30 m2 + bath 4 m2 or toilet 3 m2 ii) Chief Officer and 2nd Engineer : 14 m2 + toilet 3 m2 iii) Other Officers : 8 m2 + toilet iv) Captain’s office and Chief Engr’s office :7.5 m2 each v) Passages and Stairs : 40 % of sum of (i) to (iv) vi) Petty Officers’ and Crew cabin : 7 m2 single berth cabins vii) Passages and Stairs : 35 % of (vi)

viii) Wheelhouse : 30 m2 ix) Chart room : 15 m2 x) Radio room : 10.5 m2 (8 + 2.5 m2 / radio officer) xi) Galley : 28.6 m2 (Area/person served = 0.65)


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xii) General Stores : 125.4 m2 ( 0.09 m2 / person / day ) xiii) Refrigerated Stores : 56 m2 (0.04 m2 / person / day)

Area in excess of the minimum stipulated area is provided. The heights of various accommodation tiers are: A deck tier = 3.2 m B deck tier = 3.2 m C deck tier = 3.2 m D deck tier = 3.2 m Wheel house = 3.2 m

5.2.17 Anchoring Arrangements Anchor is selected as per LRS. [Part 3, Chapter 13] Equipment number = Δ2/3 + 2 B H + A / 10

Where H is the freeboard amidships plus sum of the heights of each tier of houses, in m

A is the profile area of hull and super structures above the summer load water line, in m2

B = 48.7 m Δ = 183376.12 t H = 25.01m A = 1843.63+439.92 = 2283.55 m2 E = 5879 From the table 13.7.2 in LRS [Part 3, Chapter 13] Equipment letter = A* Anchor type = Commercial standard stockless

No. Of anchors = 2 Mass of anchor, WA = 17800 kg Total mass of anchor = 17.8 x 2 = 35.6 t Total length of stud link cable, Lc = 742.5 m Diameter of stud link cable, dc = 102 mm (special grade of steel)


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5.2.17.1 Chain Locker Volume of chain locker = 0.6 Lcdc

2 ft3 [5] Where dc in inches and Lc in fathoms 1 fathom = 1.8288 m 1 inch = 0.0254 m Lc = 406.04 fathom dc = 4.0157 inch Volume required = 108.70 m3

A chain locker of rectangular shape of size 4x6x11 is provided on either side Width = 4.0 m

Depth = 11m (the depth is inclusive of the height of mud box.)

5.2.18 Navigation Lights

Navigational lights provided as follows 1) Masthead light - one on forward mast and one on navigational mast; visibility over an arc of horizon of 225°. 2) Side lights - Red light on port side and green light on starboard. Fitted on the sides of navigating bridge; visibility over an arc of horizon of 112.5°. 3) Anchor lights - All round white light at forward mast, visibility over an arc of horizon of 360°. 4) Stern light - White light at extreme aft having visibility over an arc of horizon of 225°. 5) NUC light - Red white and red light at aft navigating mast, visibility over an arc of horizon of360°. .


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Fig 5.2

Arc of light

5.2.19 Life Saving Appliances Life saving appliances provided as per SOLAS CHAPTER III. Lifeboat particulars should satisfy volume requirement for each person: Volume required per person = 0.283 m3. Total compliment = 42 Lifeboat chosen has following particulars: L = 8.5 m B = 2.97 m T = 1.25 m H = 8.58 m CB = 0.60 [5]

One totally enclosed free fall type, diesel engine driven lifeboats capable of 55 person’s capacity is provided on aft of the ship. The lifeboats are equipped with water spray fire protection system. Material of construction is GRP.


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Compliance list of life saving appliances a. Two inflatable life rafts of 25 person’s capacity each is provided on either side of

the ship. b. One life raft for 6 persons with hydrostatic release is installed on forward upper

deck behind forecastle deck. c. 55 life jackets have been provided. d. Eight life buoys are provided, four of which are fitted with self-igniting light e. 2 life jackets for child have been provided f. A line throwing apparatus in wheel house is provided. g. 2 two way portable VHF (CH16) is provided in wheel house. h. 12 parachute flare has been provided in wheelhouse. i. 4 EPIRB has been provided in wheelhouse and above deck. j. 2 SART has been provided in wheel house and adjacent space k. 4 WT set has been provided. l. 9 general alarm and P A System has been provided in different location in ships m. Training manual has been provided in wheel house, galley and other public places n. Operating instruction booklet is provided in each raft and boat. o. 9 muster lists has been provided in different public places in ship. p. 2 OMTL is provided in wheel house. q. 2 Embarkation ladder with light is provided in aft at MDK. r. Muster station has been provided at MDK in aft region. s. 55 immersion suits has been provided t. TPA has been provided according to approval of administrations

5.2.20 Fire Fighting Systems

Fire fighting systems are to be installed in accordance with SOLAS and fire fighting rules 1990.compliance list and calculation are as follows.


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SOLAS CHAPTER II-2

Construction – Fire Protection, Fire Detection and Extinction SOLAS CHAPTER II-2 PART-C (SUPPRESSION OF FIRE)

Fixed fire detection, fire alarm sys, manually operated call points should be

installed. Fire patrols shall provide an effective means of detecting and locating fire. Smoke detectors in accommodation spaces. installation of automatic and remote control systems in engine room Two-way portable radiotelephone apparatus Suitable arrangement shall be made to permit the release of smoke, in event of

fire, from protected space. Ship shall be subdivided by thermal and structural boundaries. Fire integrity of division shall be maintained at openings and penetrations Fixed fire fighting system should be installed. Fire extinguishing appliances should be readily available. Pipes and fire hydrants should be so placed that it can be easily coupled to fire

hoses, suitable drainage sys should be provided for fire main piping, isolation valve shall be installed for open deck fire main branch, hydrant should be so placed that it can be easily accessible and avoid the risk of damage to cargo.

The diameter of the fire main and water service pipes shall be sufficient for the effective distribution of the maximum required discharge from two-fire pump.

To separate the section of fire main within the machinery space, containing the fire main pump or pumps from rest of the fire main shall be fitted in easily accessible position outside machinery space.

Valve for each fire hydrant should be fitted to remove fire hoses. Isolation valves for tankers.

The following minimum Pressure shall be maintained at all hydrants

Passenger Ships : 4000 GT. and upward 0.40N/mm2. Under 4000 GT 0.30 N/mm2.

Cargo Ships.

6000 GT and upwards 0.27 N/mm2. Under 6000 GT 0.25 N/mm2

Max pressure at hydrant should not exceed that at which effective control of fire

hose is demonstrated


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Ship of 500 gross tonnages and above shall be provided with at least one

international shore connection. Above connection should be used on either side of the ship.

Fire pumps Passenger ship 4000 GT and upwards. at least 3 pumps Passenger ship less than 4000 GT at least 2 pumps Cargo ship of 1000 GT upwards at least 2 pumps Cargo ships have less than 1000 GT. at least 2 pumps Access to emergency fire pumps No direct access shall be permitted between machinery Space & space

containing emergency fire pump. (Door can be provided with air lock arrangement with self-closing doors).

Ventilation of emergency fire pump room. In addition, in cargo ships where other pumps, such as general service

pumps, bilge etc are fitted in a machinery space, arrangement shall be made to ensure that at least one of these pump should be capable to provide water to fire main at capacity and pressure required in above table.

Capacity of fire mains Capable of delivering for fire-fighting purpose at pressure specified above. Fire hoses and nozzle Fire hoses shall be non –perishable material approved by administration. fire

hose shall have a length of at least 10m,but not more than 25 m in machinery space,20 m in other spaces and open decks; and25m for open decks on ships with max breadth in excess of 30m.

Unless one hose and nozzle is provided for each hydrant in ship, there shall be complete interchange ability of hose couplings and nozzles.

Number and diameter of fire hoses Diameter of fire hose shall be to satisfaction to administration. Cargo ships 1000 GT and upwards fire hoses for every 30m of length of ship and

one spare no case less than five. Cargo ship less than 1000 GT hoses to be provided to satisfacti to

administration. Size and type of nozzles Nozzles standard size 12 mm, 16mm and 19 mm. Dia. Accommodation and

service spaces nozzle size 12mm to be used. Machinery space and exterior locations nozzle size greater than 19mm. should

not be used. it should obtain maximum possible discharge from two nozzle at pressure mentioned in table above.

Portable fire extinguisher It should comply with the requirement of the fire safety system code.


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Arrangements of fire extinguisher Accommodation spaces, service spaces and control stations shall be provided

with portable fire extinguisher of proper type and in sufficient in number to the satisfaction to administration.

Ship of 1000 gross tonnage and upwards shall carry at least five portable fire extinguishers. Portable fire extinguishers intended for use in any space shall be stowed near the entrance to the space.

Carbon dioxide fire extinguisher shall not be placed in accommodations spaces. In control station and other space containing electrical equipment necessary for

safety of ship, fire extinguisher shall be provided whose extinguishing media is neither electrically conductive nor harmful to the equipment and appliances.

Fire extinguisher shall be situated ready for use at easily visible place .it should be provided with device which indicates whether they have been used.

spare charges Spare charge shall be provided for 100%of the first ten extinguisher and 50%of

the remaining fire extinguisher. Capable of being recharged on board. Not more than sixty total spare charges are required.

Fixed fire extinguishing systems Fixed high expansion foam fire extinguishing system should comply the

provisions of the fire safety system code. Fixed pressure water-spraying fire extinguishing system should comply the

provisions of the fire safety system code. Fire extinguishing system using halon 1211,1301,and2402 and per fluorocarbon

shall be prohibited. Steam firefighting system is not permitted by administration in general, but if it

is permitted it shall be used in restricted area and it should complied the provisions of the fire safety system code

Closing appliances for fixed gas fire extinguishing systems. Where a fixed fire extinguishing system is used, opening which may admit air to,

or allow gas to escape from, a protected space shall be capable of being closed from outside the protected space.

Storage room for fire extinguishing media if it is stored outside a protected space, it should be stored in room behind the

forward collision bulkhead and not to be used for other purpose, entrance should be preferably from main deck, access doors should open outwards, closings should be gas tight. can be treated as fire control.

Water pumps for other fire extinguishing system Pumps, other than those serving the fire main, their source of power and

controls shall be installed outside the space or spaces protected by such systems and so arranged that fire in space will not put such system out of action.


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Machinery space containing oil fired boilers or oil fuel units Space containing oil fired boiler or oil fuel unit. Machinery space containing oil fired boiler or oil fuel unit shall be provided with

any of the fixed fire extinguishing system Additional fire extinguishing systems In each boiler room at least one set of portable foam applicator complying with

the provisions of the fire safety system code. There shall be at least two portable foam extinguishers in each firing space in

each boiler room There shall be receptacle containing at least 0.1m3 sand other approved

material in each firing space. an approved portable extinguisher may be substituted as an alternative..

At least one set of portable foam equipment complying with the provisions of the fire safety system code. One in each such space at least one 45 liters capacity or equivalent. Foam extinguisher system.

Machinery space containing internal combustion engine. Machinery space containing oil fired boiler or oil fuel unit shall be provided with

any of the fixed fire extinguishing system. Space containing flammable liquid Paint locker should be protected by: Carbon dioxide system, designed to give a

min volume of free gas equal to 40%of the gross volume, or Dry powder system, a water spraying or sprinkler sys.

It should be operated from outside the protected space. Flammable liquid locker shall be protected by an appropriate fire extinguishing arrangements.

Arrangements of fire extinguishing in cargo space. Fixed deck foam fire extinguishing systems. Protection of cargo pump room for tanker. Fire fighter outfits At least two fire fighter’s outfits should be provided. Should comply according to FSS Code. Two spare charges shall be provided for each breathing apparatus. Storage of fire fighter outfits Shall be kept ready for use easily accessible position Structure integrity The purpose is to maintain structural integrity of the ship, preventing partial loss

or whole collapse of the ship due to strength deterioration by heat. The hull, structural bulkhead, decks and deckhouse shall be constructed of steel

or other equivalent material.


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SOLAS CHAPTER II-2 PART-D (ESCAPE)

Notification to crew and passenger. General emergency alarm system should be provided. Means of Escape. Stairways and ladders shall be so arrange to provide from all accommodation

spaces service spaces, ready means of escape to embarkation deck. life raft ,life boat.

SOLAS CHAPTER II-2 PART-E (OPERATION REQUIREMENTS) Operational readiness and maintenance. Fire protection and fire fighting system shall be maintained ready to use. Fire protection and fire fighting system shall be properly tested and inspected. Instructions, onboard training and drills Fire safety operational booklet should be provided.

SOLAS CHAPTER II-2 PART-G (SPECIAL REQUIREMENTS) Helicopter facilities Helideck structure shall be adequate to protect the ship from the fire hazards. Two dry powder extinguishers having a total capacity of not less than 45 kg. Carbon dioxide extinguishers of a total capacity of not less than 18 kg or

equivalent. A suitable foam application system consisting of monitors or foam-making

branch pipes capable of delivering foam to all parts of the helideck in all weather conditions in which helicopters can operate

NO SMOKING’’ signs shall be displayed at appropriate locations;


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FIRE PUMP CAPACITY CALCULATIONS

Capacity of fire pump

Q = Cd2 where

C = 5 for ships required to be provided with more than one fire pump (excluding any

emergency fire pump) and C= 2.5 for ships required to be provided with only one fire

pump, and

d = 1+ 0.066 [√ L (B+D)] ⇒ 1+0.066√ 263.07 ( 48.7 +23.76 )] = 10.11

L = length of the ship in meters on the summer load water line from the foreside of the

Stem to the after side of the rudderpost. Where there is no rudderpost, the length is

measured from the foreside of the stem to the axis of the rudderstock if that be the

greater.

B = greatest moulded breadth of the ship in meters and

D = moulded depth of the ship in meters measured to the bulkhead deck amidships

Q = Cd2

= 5 x 10.112 =511.06 m3/hr

Minimum is 40 m3/hr

Provided is 300 m3/hr@4 bar running at 200 m3/[email protected]


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PRESSURE AT HIGHEST HYDRANT Pump Pressure at fire main, P1 (6.5bar)(650000N/ m2)

Specific gravity of the sea water (ρ) 1025 kg/m3

Capacity of fire pump, Q 200 m3/hr

Diameter of fire main, d1 0.15 m

Diameter of pipe at hydrant, d2 0.15 m

Cross-sectional area of fire main, A1 0.0177 m2

Cross-sectional area of pipe at hydrant, A2 0.0177 m2

Length of the pipe to hydrant, l 36 m

Velocity of water at fire main, V1 3.139 m/s

Velocity of water at hydrant, V2 = A1.V1 / A2 3.139 m/s

Applying Bernoulli’s equation at fire main and hydrant

P1 /ρ g + v12 / 2g + H1 = P2 /ρ g + v2

2 / 2g + H2 + Head losses

A. Loss of Head due to Height (H2 - H1)

Height of fire pump above base line (H1) 6.0 m

Height of highest fire hydrant above base line (H2) 39.78 m

Loss of Head due to Height (H2-H1) 33.78 m

B. Loss of Head due to Friction (4. f. l. v22/ d2. 2g)

Coefficient of friction 0.0033

Loss of head due to friction 1.59m

C. Loss of Head at the exit of Pipe (v22 / 2g)

Loss of Head 0.5 m

D. Loss of Head due to Bends, Valves and Pipe fittings

Loss of Head (considered 5% of loss of Head due to Friction) 0.08

P2 = (P1 /ρ g + v12 / 2g + H1 – v2

2 / 2g – H2 – Head losses)X (ρ g)

Pressure at highest hydrant (P2) 288513.76 N/m2

Required Pressure 270000 N/m2

Conclusion: Satisfactory


100

PRESSURE AT FARTHEST HYDRANT

Pump Pressure at fire main, P1 (2.75 kg/cm2) 6.5 bar

Specific gravity of the sea water (ρ) 1025 kg/m3

Capacity of fire pump, Q 200 m3/hr

Diameter of fire main, d1 0.15 m

Diameter of pipe at hydrant, d2 0.15 m

Cross-sectional area of fire main, A1 0.0177 m2

Cross-sectional area of pipe at hydrant, A2 0.0177 m2

Length of the pipe to hydrant, l 236 m

Velocity of water at fire main, V1 3.139 m/s

Velocity of water at hydrant, V2 = A1.V1 / A2 3.139 m/s

Applying Bernoulli’s equation at fire main and hydrant

P1 /ρ g + v12 / 2g + H1 = P2 /ρ g + v2

2 / 2g + H2 + Head losses

E. Loss of Head due to Height (H2 - H1)

Height of fire pump above base line (H1) 6.0 m

Height of farthest fire hydrant above base line (H2) 20.76 m

Loss of Head due to Height (H2-H1) 14.76 m

F. Loss of Head due to Friction ( 4. f. l. v22/ d2. 2g)

Coefficient of friction 0.0033

Loss of head due to friction 10.43 m

G. Loss of Head at the exit of Pipe (v22 / 2g)

Loss of Head 0.5m

H. Loss of Head due to Bends, Valves and Pipe fittings

Loss of Head (considered 5% of loss of Head due to Friction) 0.52 m

P2 = (P1 /ρ g + v12 / 2g + H1 – v2

2 / 2g – H2 – Head losses)X (ρ g)

Pressure at farthest hydrant (P2) 386451.9 N/m2

Required Pressure 270000 N/m2



101

JET THROW CALCULATION

MS (Fire appliances) Rules 1990

Capacity of fire pump = 200 m3/hr

Dia. of nozzle = 19 mm

Cross-sectional area of nozzle = 2.8 x 10-4 m2

Length of the jet throw required = 12 m Jet velocity = 198.4 m/s

Percentage loss due to nozzling and air resistance = 30%

Net jet velocity = 138.8 m/s

Projectile Angle = 45˚

Velocity require at nozzle for 12 m throw

Using formula R = u2 Sin 2θ / g

Where

u = Velocity at the nozzle

θ = Projectile angle to get maximum range = 45˚

G= (acceleration due to gravity = 9.8 m/s2

R = Horizontal distance reached by the throw = 12 m.

i.e., u = √ R g / Sin 2θ = 10.84 m/s

Velocity of throw required = 10.84 m/s

Available jet Velocity = 138.4 m/s



102

CARBON DIOXIDE GAS CALCULATION Gross volume of engine room including pump room 21716.53 m3

40% of Gross volume of engine room including pump room 8686.612 m3

Gross volume of Azipod room 7714 m3

40% Gross volume of Azipod room 3085.6 m3

Addition of air receiver 18 m3 Gross volume for co2 protection 11790.2 m3

Gross volume of co2 required 11790.2 m3

Weight of Co2 required 11790.2 /0.56 =21053 kg (sp vol =0.56 m3/kg)

No of bottle of 45.5 kg required 21053/45.5 =463bottles


CHAPTER 6

DETAILED CAPACITY CALCULATION AND

MASS ESTIMATION


103

6. DETAILED CAPACITY CALCULATIONS

The capacity plan is to know the cargo volumes in holds and the disposition of tanks and their position of centre of gravities. The mass of crew and effects and water ballast necessary for the design are known. Knowing the density of the various liquids, the volume required is calculated. The hold capacity can be calculated by subtracting the sum of the wing tank capacity and double bottom volume from the total under deck capacity. With the capacity determined, it is possible to calculate the stowage factor. 6.1 Final estimates of consumables, stores and cargo

Range = 3800 nm Speed = 15.0 Knot (open water) = 5.0 Knot (Most severe Ice conditions)

∴Max Hours of travel, H = 760 Hrs (operation in most severe condition) Hours in port = 48 Hrs No of officers = 21 No of crew = 23

Volume of heavy fuel oil (VHFO) Specific fuel consumption, SFC = 182 g / KWh. (Assumed for a slow speed large bore diesel engine) Brake power, PB = 38250 KW Mass of heavy fuel oil, MHFO = SFC × PB × H / 1000000 +20% 20% allowance has been taken into account. = 6449 t Volume of HFO, VHFO = MHFO /0.90 = 7154 m3

Volume of diesel oil (VDO) Auxiliary engines Type: SKU CUIN-1200N305, Model 1400 GQKA Number: 3 Manufacturer: Cummins Rated output: 1400 kW Rated capacity: 1200 kW (1750 kVA) 60 Hz or 1166.7 kW (1458.3 kVA) 50 Hz SFC 220 g /KWh PAUX 4200KW


104

Mass of diesel oil, MDO = SFC × PAUX × H/1000000

= 747 t Volume of diesel oil, VDO = MDO/0.95 = 786 m3 Volume of boiler fuel oil (VBO) Boiler of capacity 2000KW is selected. Mass of boiler oil, VBO = SFC × P × H/1000000 SFC = 220 g /KWh

= 355 t Volume of boiler oil = 355/0.95 = 373 m3

Volume of lubricating oil (VLO) Mass of lube oil, MLO = 0.03 (MHFO + MDO +MBO)

= 216.6 t Volume of lube oil = 216.6/0.9 = 241 m3

Volume of fresh water, (VFW) Consumption of fresh water = 20 litres / person / day Mass of fresh water, M FW = 29.6 t Volume of fresh water, VFW = 29.6 m3

Volume of washing water (VWW)

Consumption 120 liters /person/ day for officers 60 liters /person/ day for crew Mass of washing water, MWW = 131.3 t Volume of washing water, VWW = 131.3 m3

6.2.1 Capacity Calculation with allocation of Spaces

The capacities of tanks/compartments are determined using the computer software AutoCAD 2007. The values are found by creating different regions, and the “mass prop” command. Tables 6.1, 6.2, 6.3 and 6.4 indicate the moulded capacities (exclusive of camber volume) of respective tanks/compartments along with their location and centres of gravity. In all the above tables LCG is measured from AP, VCG from base line and TCG from the centre line


105

S.No. Item Fr.No. Vol Weight LCG VCG TCG FSM

m^3 (98%vol) m m m tm 1 CH1(P) 70-114 16049.03 13526.12 69.77 13.53 -10.43 15475.16 2 CH1(S) 70-114 16049.03 13526.12 69.77 13.53 10.43 15475.16 3 CH2(P) 114-164 18867.88 15901.85 109.25 13.45 -10.69 18504.95 4 CH2(S) 114-164 18867.88 15901.85 109.25 13.45 10.69 18504.95 5 CH3(P) 164-209 16981.09 14311.66 149.63 13.45 -10.69 16654.466 CH3(S) 164-209 16981.09 14311.66 149.63 13.45 10.69 16654.46 7 CH4(P) 209-259 18534.91 15621.22 189.63 13.45 -10.69 18178.39 8 CH4(S) 209-259 18534.91 15621.22 189.63 13.45 10.69 18178.39 9 CH5(P) 259-314 14646.90 12344.41 225.39 13.43 -9.32 13350.11

10 CH5(S) 259-314 14646.90 12344.41 225.39 13.43 9.32 13350.11 11 Slop tank(P) 64-70 2067.29 1722.05 50.99 13.84 -9.86 210.43 12 Slop tank(S) 64-70 2067.29 1722.05 50.99 13.84 9.86 210.43

Total 174294.17 146854.61 164747.01

Table 6.1 Capacity of cargo Tanks

S.No. Item Fr.No. Vol Weight LCG VCG TCG FSM

m^3 (98%vol) m m m tm 1 Aft peak tank(s) AE -16 1039.12 1026.48 -5.63 18.96 -7.26 696.39 2 Aft peak tank(s) AE -16 1039.12 1026.48 -5.63 18.96 7.26 696.39 3 Wing ballast tank1(P) 64-70 302.00 298.33 50.96 12.49 -20.85 12.47 4 Wing ballast tank1(S) 64-70 302.00 298.33 50.96 12.49 20.85 12.475 Wing ballast tank2(P) 70-114 2420.00 2390.57 73.20 12.50 -21.18 37.30 6 Wing ballast tank2(S) 70-114 2420.00 2390.57 73.20 12.50 21.18 37.30 7 Wing ballast tank3(P) 114-164 2969.90 2933.79 113.15 12.50 -21.18 47.57 8 Wing ballast tank3(S) 114-164 2969.90 2933.79 113.15 12.50 21.18 47.57 9 Wing ballast tank4(P) 164-209 2672.91 2640.41 153.53 12.50 -21.18 42.81 10 Wing ballast tank4(S) 164-209 2672.91 2640.41 153.53 12.50 21.18 42.81 11 Wing ballast tank5(P) 209-259 2917.49 2882.01 193.53 12.50 -21.18 46.73 12 Wing ballast tank5(S) 209-259 2917.49 2882.01 193.53 12.50 21.18 46.73 13 Wing ballast tank6(P) 259-314 2607.02 2575.32 233.25 13.01 -18.12 41.26 14 Wing ballast tank6(S) 259-314 2607.02 2575.32 233.25 13.01 18.12 41.26 15 Ballast tank 1(P) 131-164 1715.13 1694.27 119.65 1.54 -11.19 3791.36 16 Ballast tank 1(S) 131-164 1715.13 1694.27 119.65 1.54 11.19 3791.36 17 Ballast tank 2(P) 164-209 2584.94 2553.50 153.53 1.54 -11.29 6007.23 18 Ballast tank 2(S) 164-209 2584.94 2553.50 153.53 1.54 11.29 6007.23 19 Ballast tank 3(P) 209-259 2821.47 2787.16 193.53 1.54 -11.29 6556.91 20 Ballast tank 3(S) 209-259 2821.47 2787.16 193.53 1.54 11.29 6556.91 21 Ballast tank 4(P) 259-314 2096.42 2070.92 228.34 1.56 -18.12 4390.3622 Ballast tank 4(S) 259-314 2096.42 2070.92 228.34 1.56 18.12 4390.36 23 FP tank(P) 314-fe 1274.32 1258.82 257.31 9.14 -3.88 1034.51 24 FP tank(S) 314-fe 1274.32 1258.82 257.31 9.14 3.88 1034.51

Total 50841.42 50223.19 45409.75

Table 6.2 Capacity of Ballast Tanks


106

S.No Item Fr .No. Vol weight LCG VCG TCG FSM

m^3 (98%(vol) m m m tm

1 HFO tank1(P) 21-46 398.36 370.87 23.72 2.28 -5.18 476.06 2 HFO tank1(S) 21-46 398.36 370.87 23.72 2.28 5.18 476.063 HFO tank 2(P) 67-70 123.50 114.98 50.05 1.60 -8.21 82.29 4 HFO tank 2(S) 67-70 123.50 114.98 50.05 1.60 8.21 82.29 5 HFO tank3(P) 70-114 2196.6 2045.1 71.64 1.57 -9.91 4654.40 6 HFO tank3(S) 70-114 2196.6 2045.1 71.64 1.57 9.91 4654.40 7 HFO tank4(P) 114-131 857.56 798.39 95.20 1.54 -11.19 1855.66 8 HFO tank4(S) 114-131 857.56 798.39 95.20 1.54 11.19 1855.66 9 Boiler fuel tank1(P) 59-64 189.71 176.62 44.10 1.90 -7.56 350.44 10 Boiler fuel tank1(S) 59-64 189.71 176.62 44.10 1.90 7.56 350.44 11 Diesel oil tank 1(P) 46-59 398.70 371.19 35.90 2.28 -5.18 662.15 12 Diesel oil tank 1(S) 46-59 398.70 371.19 35.90 2.28 5.18 662.15 13 Lo tank(P) 64-67 123.50 108.93 47.47 1.60 -8.21 82.29 14 Lo tank(S) 64-67 123.50 108.93 47.47 1.60 8.21 82.29 15 Waste water tank (P) 9---21 66.22 64.90 8.38 4.00 -2.25 2.86 16 Fresh water tank(S) 9---21 66.22 64.90 8.38 4.00 2.25 2.86 17 Waste water tank (P) 9---21 16.00 15.68 8.38 10.20 -3.10 1.68 18 Fresh water tank(S) 9---21 16.00 15.68 8.38 10.20 3.10 1.68

Total 8740.3 8133.2 16335.64

Table 6.3 Capacity of storage tanks

Table 6.4 Capacity of other tanks/compartments

Description No. Location Volume LCG VCG TCG Azipod room 1 -11 – 21 7714 5.58 17.75 0 Engine Room 1 21 – 64 21716 30.3 12.47 0 Cofferdam 1 70 – 71 688 53.9 11.67 0 Chain Locker(P&S) 2 314 – 322 528 254.5 21.2 0 Forecastle deck 1 314-349 1093.4 259.07 25.26 0

Deck house 1 21-64 9472 36.89 30.78 0 Total 41211


107

6.2.2 GROSS TONNAGE COMPUTATIONS

GROSS TONNAGE (GT) = K1 V

Where K1 = 0.2 + 0.02 log10 (V)

Where K1 = 0.2 + 0.02 log 10 (267133.34) = 0.3087

V = Total volume of all enclosed spaces of the ship in m3 = 275086.9 m3

GROSS TONNAGE (GT) = 84919


108

6.2.3 NET TONNAGE COMPUTATIONS NET TONNAGE (NT) = K2 VC (4 d / 3 D )2 + K3 ( N1 + N2 / 10) In which formula a) The factor (4 d / 3 D)2 shall not be taken as greater than unity. b) The term K2 VC(4 d / 3 D )2 shall not be taken as less than "0.25 GT" ; c) "NT" should not be taken as less than "0.3 GT" VC, Total volume of cargo spaces =170160.17m3 (excluding slop tank volume) K2 = 0.2 + 0.02 * log10 (Vc) = 0.3046, D = Moulded depth amidships in metres. D = 23.76 m. d = Moulded draft amidships, d =16.75 m. K3 = 1.25 [(GT + 10000) / 10000] = 11.86 N1 = Number of passengers in cabins with not more than 8 berths. N2 = Number of other passengers. N1 + N2 = Total number of passengers the ship is permitted to carry as in the

ship’s Passenger certificates. When N1 + N2 is less than 13, N1 + N2 shall be taken as zero (no passengers hence zero) In the expression for Net Tonnage, K3 (N1 + N2 / 10) = 0 a) Since d = 16.75, the expression (4 d / 3 D )2 =0.8835 b) In the expression for Net Tonnage, K2 VC (4 d / 3 D )2 = 45792.5 > 0.25 GT ∴The term K2VC (4d / 3D) 2 is taken as 45792.5

c) NT = K2VC (4d / 3D) 2 + K3 (N1 + N2/10)

= 45792.5 + 0

= 45792.5 > 0.30 GT (24723.18)

∴Net Tonnage is taken as 45792.5

NET TONNAGE (NT) = 45793


109

6.3 Final Mass Estimation

6.3.1 Introduction

At the initial stages of design, dimensions of superstructures and deckhouses were not known. Lightship mass was calculated by taking rough values or giving allowance for masses of these quantities. After designing the general arrangement plan, the lightship mass is estimated more accurately, using actual values wherever possible and empirical formulae when the actual mass is not known.

6.3.2 Procedure

The light ship mass is split up into various components and their masses are estimated using empirical formulae and summed up. Mathematically,

ΔLS = ΔSE + ΔWO + ΔEP,

Where, ΔSE = Steel mass ΔWO = Wood & outfit mass ΔEP = Engine plant mass

6.3.3 Steel Mass

ΔSE = Δ7SE [1+ 0.5 (CB

0.8 –0.7)] + 840 t (addition for Ice Class 1A, taken from parent ship)

Δ7SE = KE1.36

K = 0.029 –0.035 E = L (B + T) + 0.85L (D-T) + 250

= 19030.44 E = 1500 – 40000 for tankers Take K = 0.035 Δ7

SE = 23126.95 CB

8 = Block Coefficient at 0.8D = CB + (1- CB) (0.8D – T) /3T = 0.846 ΔSE = 25717.9 t


110

6.3.4 Wood and Outfit Mass ΔOU = Co× L × B + 100 t (approx additional weight for Helipad and helicopter)

Co =0.24 [35]

= 3173.9t

6.3.5 Engine Plant mass ΔEP = Weight of Main engine & generator + Weight of

transformer, frequency convertor &MSB + Weight of Pod + Weight of Auxiliary machinery (3*Cummins Model 1400 GQKA) + Weight of boiler& pump etc

= 975 + 174 + (662*2) + (3 x 60) + 150 = 2803 t Light ship weight = ΔSE + ΔOU + ΔEP, = 31694.8 t

6.4 Distribution of Masses to Find Centre of Gravity

LCG is measured from AP and VCG from keel.

6. 4.1 Steel Mass

Steel mass can be divided into mass of superstructure and that of continuous material. Volume of superstructure = 9472 m3

∴Mass of superstructure = 0.067 × 9472 = 634.6 t ∴Mass of continuous material = Mass of steel – Mass of super structure = 25717.9 – 634.6 = 25083.3 t

Mass of superstructure is assumed to act at its centroid (LCG = 36.89, VCG = 30.78) (Calculated by AutoCAD Drawing with some geometrical assumptions) COG of continuous material: VCG hull = 0.01D (46.6 + 0.135(0.81 – CB) (L/D) 2) + 0.008D(L/B – 6.5), L ≤ 120 m = 0.01D (46.6 + 0.135(0.81 –CB) (L/D) 2), 120 m < L [35] = 10.96 m


111

The longitudinal position of the basic hull weight is assumed to be located at mid of length over all, as ship is highly strengthened in fwd and aft to meet with operational requirements. LCG hull = 125.6 m

LCG = 125.6 m from AP VCG = 10.96 m from keel

ITEM MASS(t) LCG from AP(m) VCG keel(m)

Super structure 634.6 36.89 30.78

Longitudinal continuous material 25083.3 125.6 10.96

TOTAL 25717.9 123.41 11.45 Table 6.5

Determination of COG of Steel Mass LCG of Steel mass = 123.41 m VCG of Steel mass = 11.45 m 6. 4.2 Engine plant mass

The engine plant mass is divided into propeller mass, propeller shaft mass, main engine mass, & remainder mass

Item Mass (t) LCG(m) VCG(m)

Main engine 975 21.27 7.00 Electric equipment 174 6.30 16.70 Pod and propeller 1324 0.00 7.93

Aux engine 180 33.90 6.50 Boiler and pump 150 34.00 8.00

Total 2803 11.79 8.06

Table 6.6 Determination of COG of machinery


112

6. 4.3 Wood and outfit mass VCG = D + 1.25, L ≤ 125 m = D + 1.25 + 0.01(L-125), 125 < L ≤ 250 m [35] = D + 2.50, 250 m < L = 26.26m LCG = (25% Wo at LCGM, 37.5% at LCG dh, and 37.5% at amidships) [35]

LCG = 66.09 m

ITEM MASS(t) LCG from AP(m) VCG keel(m)

Steel 25717.9 125.6 11.45

Wood & Outfit 3173.9 66.09 26.26

Engine Plant 2803 11.79 8.06 TOTAL 31694.8 107.46 12.63

Table 6.7

Determination of COG of Light Ship

6.5 Required capacity: Volume of HFO, = 7154 m3

Volume of diesel oil, = 786 m3 Volume of boiler oil, = 373 m3

Volume of lube oil = 241 m3

Volume of fresh water, = 30 m3 Volume of washing water, = 131 m3

Volume of washing water = 168096 m3 Available capacity Cargo Capacity = 174294.17 m3

Ballast water Capacity = 50841.42m3

HFO tank Capacity = 7152.1 m3

DFO tank Capacity = 797.4 m3

Boiler fuel tank Capacity = 379.42 m3

LO tank Capacity = 247 m3

Capacity of FW tank = 32 m3

Capacity of washing water tank= 132.44 m3

All the available capacities of tanks is more than the required, hence the design

is satisfactory.


CHAPTER 7 DETAILED TRIM AND

STABILITY CALCULATIONS


113

7.1 TRANSVERSE STABILITY For small angles of inclination (heel) of the order of 4 or 5 degrees, the waterlines

before inclination and after inclination intersect at the same point on the vertical

centreline of the vessel, keeping the emerged and immersed volume of water equal.

The center of buoyancy has moved off the vessel’s centerline as the result of

inclination, and the lines along which the resultants of weight and buoyancy act are

separated by a distance, “GZ”, the righting arm. A vertical line through the centre of

buoyancy will intersect the original vertical through the centre of buoyancy, which is

in the vessel’s centreline plane, at a point “M” called the transverse metacentre. For

small angles of inclination, the point “M”, will remain practically stationary with respect

to the vessel’s centreline. The distance “GM", between the vessel’s centre of gravity

‘G’ and M’ when angle of heel is zero degrees, is the transverse metacentric height

(often called “Initial Stability” ) and is used as an index of stability for the preparation

of stability curves. The position of the transverse metacentre varies with the draft.

The transverse met centric position for small angles of inclination above the keel

point “K”, denoted as “KM".

The location of the metacentre has neither to do with the nature nor the distribution of

weights onboard. On the other hand, the vertical centre of gravity position above the

keel point “K”, denoted as “KG”, depends on the nature & distribution of oil, water

etc.

The centre of gravity of a vessel decreases directly when the positioning of weights is

lower and increases when positioning of weights is higher.

The transverse metacentric height is given by the relation:

GM = KMT – KG If the displacement of the vessel in the light condition is known, the position of centre

of gravity “KG” , can be calculated by taking the vertical moments (weight of the

item * centre of gravity of the item) of all items on board and dividing the sum of these

moments by the total weight, i.e., displacement. Corresponding to this displacement,

the draft is determined and the “KMT" value obtained from the Hydrostatic Curves or

tables.


114

The motion of the liquid in a partially filled tank reduces the vessel’s stability

because, as the vessel is inclined, the centre of gravity of the liquid shifts towards

one side. This shift in the liquid causes the vessel’s centre of gravity to move towards

the lower side, reducing the righting arm and thus the stability is adversely affected

by the “free surface effect". The sum of the free surface moments of all liquid items in

tanks, not pressed full, is divided by the displacement of the vessel to obtain the Free

Surface Correction, described in page no. 21, denoted as “GG0 ". The new vertical

centre of gravity is denoted as “G” and its position above keel,”KG "is given by the

simple relation,

KGO =KG + GG0

The transverse metacentric height (corrected) is given by,

G0M = KMT -KG0 = GM - GG0

To maintain positive stability, the transverse metacentre must lie above the centre of

gravity i.e., the metacentric height must always be positive and its value must be able

to comply with statutory requirements.

7.2 LONGITUDINAL STABILITY

The longitudinal stability of a vessel usually poses no problem as the longitudinal

metacentric position is much higher than the center of gravity position The

longitudinal metacentre is similar to the transverse metacentre except that it involves

longitudinal inclinations. Since vessel is usually not symmetrical forward and aft, the

center of buoyancy at various even keel waterlines doesn’t always lie in a fixed

transverse plane, but may move forward and aft with changes in draft. For a given

even keel waterline, the longitudinal metacentre is defined as the intersection of a

vertical line through the center of buoyancy in the even keel position with a vertical

line through the position of the center of buoyancy after the vessel has been inclined

longitudinally through small angles.


115

The longitudinal metacentre, like the transverse, is substantially fixed

with respect to the vessel for moderate angles of inclination if there is no abrupt

change in the shape of the vessel in the vicinity of waterline, and its distance above

the vessels center of gravity is called the longitudinal metacentric height.

DRAFTS AND TRIM: The draft “T”, corresponding to the displacement, obtained from the Hydrostatic

Curves or Tables, is the draft at the longitudinal centre of flotation, denoted as “LCF”.

The longitudinal centre of gravity “LCG” is obtained by dividing the net longitudinal

moment by the displacement. If the longitudinal centre of buoyancy “LCB” position

does not coincide with “LCG” position, the vessel will “trim“, i.e., the draft at the fore

peak of waterline “Tf " and the draft at the aft peak “T a " will not be equal. If the

“LCG” is forward of the “LCB”, the vessel will trim by forward and if the “LCB” is

forward of the “LCG” , the vessel will trim by aft.

The total trim, denoted as “t”, is given by:

t = T a - Tf = ((LCB – LCG) X Displacement ) / (100 X MCT1cm )

Positive “t” implies trim by aft & negative “t” implies trim by forward. The “LCB”,

“LCF”, and “MCT1cm" (moment to change trim by 1cm) are all obtained from the

Hydrostatic Tables

The drafts at the extreme ends of waterline are given by the algebraic relation:

Ta = T + t * LCF / LBP

Tf = T + t * (LCF-LWL) / LBP The position of “LCG” depends on whether the weights are placed more concentrated

in the forward or aft of the vessel, in which case the vessel will trim by forward or aft,

respectively. Hence, the distribution of cargo, oil, freshwater, etc. must be uniform to

keep the trim as little as possible and towards aft. It must be noted that if it is not

possible to avoid trim, then trim by aft is more recommendable than trim by forward.

In the departure condition the trim, if present, must be, as far as possible, by aft.


116

7.3 WEATHER CRITERION ACCORDING TO IMO RES. A 749 (18) The ability of a ship to withstand the combined effects of beam wind & rolling should

be demonstrated for each standard condition of loading.

The ship is subjected to a steady wind pressure acting perpendicular to the ship’s

centreline which results in a steady wind heeling lever (lw1)

1. From the resultant angle of equilibrium (θ0), the ship is assumed to roll owing to

wave action to an angle of roll (θ1) to windward.

2. The ship is then subjected to a gust wind pressure which results in a gust wind

heeling lever (lw2)

3. Under these circumstances, area “ b” should be greater than or equal to area “a”.

4. Free surface effect should be accounted for in the standard conditions of loading.

θ

θ

θ θ

Fig 7.1 Weather criteria curves


117

The angles are defined as follows:

θ0 = Angle of heel under action of steady wind.

θ1 = Angle of roll to windward due to wave action

θ2= Angle of down flooding ( θf ) or 50 degrees or θc , whichever is less

θf= Angle of heel at which openings in the hull, superstructures or

deckhouses which cannot be closed watertight,

θc= Angle of second intercept between wind heeling lever ( lw2 ) and GZ

curves.

The wind heeling levers lw1 and lw2 are constant values at all angles of inclinations

and should be calculated as follows:

lw1 = P * A * Z / (1000 * g * Δ (m)

lw2 = 1.5 * lw1

Where:

P = 504 N/m2

A = Projected lateral area of the portion of the ship above waterline in m2.

Z = Vertical distance from the centre of the projected lateral area (A) to the

centre of underwater lateral area or approximately to a point at one half

the draft in metres.

Δ = Displacement of the ship in tonnes.

g = Acceleration due to gravity (g = 9.81 m/s2)

The angle of roll (θ1) should be calculated as follows

θ1= 109 * k * X1 * X2 * √(r * s) (degrees)

Where,

X1, X2, k & s are factors given in tables 7.1 below.

k is a factor depending on type of bilge construction.

r = 0.73 + 0.6 OG/d

OG = distance between centre of gravity and the waterline in metres (+ ve if center

of gravity is above WL, -ve, if it is below)

d = mean draught of the ship (m)


118

Rolling period T = 2CB / √ GM (s)

Where

C = 0.373 + 0.023 (B/d) - 0.043 (L / 100).

The symbols in the above tables and formula for the rolling period are defined as

follows:

L = waterline length of the ship (m)

B = moulded breadth of the ship (m)

d = mean moulded draft of the ship (m)

CB = block coefficient

Ak= total overall area of bilge keels, or area of the lateral projection of the

bar keel, or sum of these areas (m2)

GM= metacentric height corrected for free surface effect (m) Values of factor X1 B/d ≤ 2.4 2.5 2.6 2.7 2.8 2.9 3.0 3.1 3.2 3.4 ≥ 3.5 X1 1.00 0.98 0.96 0.95 0.93 0.91 0.90 0.88 0.86 0.82 0.80 Values of factor X2

Cb ≤ 0.45 0.50 0.55 0.60 0.65 ≥ 0.70 X2 0.75 0.82 0.89 0.95 0.97 1.00

Values of factor k Ak × 100 / L × B 0.00 1.00 1.50 2.00 2.50 3.00 3.50 ≥ 4.00 K 1.00 0.98 0.95 0.88 0.79 0.74 0.72 0.70 Values of factor s T ≤ 6.00 7.00 8.00 12.00 14.00 16.00 18.00 ≥ 20.00S 0.100 0.098 0.093 0.065 0.053 0.044 0.038 0.035 (Intermediate values in tables should be obtained by linear interpolation)

Table 7.1 Table for X1, X2, K and s


119

Draft Wind area VCG Above

Base line Half Draft

m m2 m m 2 6126 14.12 13.12 4 5604 15.16 13.16 6 5086 16.2 13.2 8 4574 17.23 13.23 10 4064 18.26 13.26 12 3553 19.3 13.3 14 3024 20.4 13.4 16 2485 21.58 13.58 18 1935 22.87 13.87 20 1381 24.42 14.42

Table 7.2

WINDAGE AREA TABLE

DOWNFLOODING ANGLE, DECK IMMERSION & DRAFT PARTICULARS Draft(m) Deck Immersion(Deg) Down Flooding(Deg)

2 42 65 4 39 63 6 36 60 8 33 58

10 29 55 12 26 52 14 22 47 16 28 43 18 23 37 20 9 30

Table 7.3


120

7.3 Hydrostatic table for trimmed condition

Hydrostatic properties(trim=-2m Fwd) (Tables 7.4)

Draft Disp LCB KB(m) LCF(m) TPC KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm) 2.5 24468.24 155.004 1.525 142.971 101.345 66.928 1548.395

3 29593.65 152.858 1.777 142.279 103.101 57.897 1597.9843.5 34798.1 151.223 2.032 141.586 104.508 51.156 1639.369

4 40065.6 149.917 2.287 141.007 105.645 45.91 1674.9264.5 45386.27 148.841 2.543 140.504 106.625 41.744 1708.454

5 50751.13 147.94 2.799 140.13 107.416 38.367 1735.6575.5 56152.38 147.167 3.055 139.679 108.093 35.629 1757.739

6 61586.52 146.486 3.311 139.215 108.729 33.374 1779.2786.5 67052.07 145.875 3.567 138.769 109.34 31.502 1800.326

7 72545.2 145.323 3.823 138.423 109.821 29.882 1816.7317.5 78060.64 144.823 4.08 138.056 110.244 28.509 1830.302

8 83596.86 144.362 4.336 137.69 110.655 27.34 1843.588.5 89153.5 143.935 4.592 137.335 111.048 26.331 1857.01

9 94728.45 143.537 4.848 136.995 111.415 25.441 1870.659.5 100324.2 143.163 5.104 136.686 111.89 24.72 1888.17810 105948 142.813 5.36 136.435 112.516 24.178 1907.989

10.5 111604.2 142.483 5.617 136.19 113.164 23.727 1927.8111 117291.7 142.173 5.875 135.993 113.77 23.329 1946.383

11.5 123008.3 141.881 6.133 135.739 114.267 22.923 1963.32512 128741.8 141.599 6.391 135.356 114.476 22.44 1976.977

12.5 134483.4 141.324 6.649 134.973 114.622 21.993 1990.49413 140231.6 141.056 6.906 134.64 114.724 21.591 2002.334

13.5 145994.6 140.791 7.163 133.896 115.379 21.275 2046.42114 151806.6 140.506 7.422 132.798 116.548 21.066 2116.947

14.5 157680 140.198 7.682 131.643 117.819 20.926 2191.39515 163615.7 139.868 7.943 130.786 118.827 20.813 2249.991

15.5 169583 139.544 8.205 130.536 119.27 20.679 2273.85716 175572.6 139.232 8.468 130.301 119.735 20.57 2299.595

16.5 181586.6 138.933 8.73 130.075 120.224 20.488 2326.96617 187624.7 138.644 8.992 129.871 120.698 20.424 2354.047

17.5 193686.4 138.367 9.255 129.721 121.166 20.379 2380.585


121

Hydrostatic properties(trim=-1.5 m for'd) (Tables 7.5)

Draft Disp LCB KB(m) LCF(m) TPCI KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm) 3.25 31599.62 149.628 1.859 141.599 103.949 55.241 1625.6393.75 36842.45 148.443 2.116 141.023 105.196 49.079 1662.714.25 42142.74 147.475 2.374 140.481 106.255 44.269 1697.0864.75 47490.26 146.664 2.631 140.099 107.089 40.369 1726.1885.25 52877.73 145.978 2.889 139.75 107.868 37.276 1752.7755.75 58301.68 145.378 3.146 139.298 108.538 34.747 1774.6436.25 63757.94 144.838 3.404 138.839 109.165 32.651 1795.9576.75 69243.34 144.347 3.661 138.479 109.678 30.852 1813.7097.25 74752.78 143.903 3.918 138.154 110.144 29.336 1829.3617.75 80284.26 143.494 4.175 137.789 110.563 28.049 1842.7158.25 85836.49 143.113 4.432 137.421 110.97 26.948 1856.1268.75 91407.94 142.756 4.689 137.079 111.336 25.973 1869.5369.25 96998.39 142.418 4.945 136.709 111.73 25.138 1884.7859.75 997714.5 142.097 5.202 136.407 112.24 24.475 1903.077

10.25 108252.9 141.794 5.459 136.158 112.889 23.98 1923.02610.75 113927 141.508 5.717 135.945 113.498 23.544 1941.56211.25 119630.9 141.238 5.975 135.752 114.098 23.171 1959.8811.75 125363.1 140.982 6.234 135.467 114.539 22.762 1976.06912.25 131108.8 140.731 6.493 135.081 114.702 22.283 1989.62612.75 136861.4 140.486 6.751 134.73 114.812 21.849 2001.72113.25 142624.7 140.241 7.008 133.977 115.285 21.468 2037.25713.75 148428.5 139.974 7.267 132.832 116.339 21.191 2106.03414.25 154291.1 139.681 7.527 131.681 117.596 21.026 2180.10414.75 160217.1 139.364 7.789 130.731 118.686 20.903 2243.46215.25 166177.2 139.05 8.052 130.48 119.13 20.756 2267.10515.75 172159.9 138.747 8.314 130.221 119.578 20.633 2291.44216.25 178165.3 138.456 8.577 129.977 120.048 20.535 2317.66616.75 184194.9 138.174 8.839 129.761 120.524 20.459 2344.7417.25 190247.1 137.904 9.102 129.588 120.969 20.401 2369.93217.75 196322.3 137.644 9.365 129.444 121.43 20.363 2396.183


122



(m) (t) (m) (m) (m) (t) (m) (tm) 3 28421.75 147.703 1.688 141.508 103.22 60.071 1606.082

3.5 33633.71 146.702 1.947 141.019 104.677 52.758 1650.0954 38911.13 145.895 2.207 140.479 105.854 47.195 1685.187

4.5 44240.76 145.214 2.466 140.051 106.745 42.681 1715.8415 49611.11 144.637 2.724 139.715 107.537 39.112 1743.032

5.5 55021.22 144.136 2.983 139.372 108.322 36.277 1769.8466 60467.59 143.687 3.242 138.921 108.978 33.931 1791.422

6.5 65944.84 143.273 3.5 138.526 109.527 31.936 1810.3127 71446.74 142.895 3.758 138.207 109.999 30.244 1826.247

7.5 76972.29 142.547 4.016 137.888 110.465 28.828 1841.8448 82520 142.222 4.273 137.52 110.885 27.62 1855.36

8.5 88087.75 141.913 4.531 137.166 111.26 26.559 1868.5899 93674.54 141.619 4.788 136.793 111.652 25.64 1883.746

9.5 99281.05 141.336 5.045 136.417 112.052 24.854 1899.27810 104910.4 141.064 5.303 136.129 112.607 24.256 1918.131

10.5 110571 140.805 5.561 135.905 113.232 23.784 1937.13211 116261.6 140.56 5.819 135.707 113.826 23.373 1955.1

11.5 121982.2 140.328 6.078 135.509 114.428 23.024 1973.50912 127729.2 140.105 6.337 135.19 114.784 22.599 1988.805

12.5 133486.3 139.885 6.596 134.826 114.905 22.13 2001.42113 139252.7 139.664 6.854 134.147 115.305 21.714 2032.291

13.5 145054.7 139.419 7.113 132.903 116.214 21.363 2096.20414 150907.7 139.143 7.374 131.72 117.375 21.139 2168.875

14.5 156823.7 138.841 7.636 130.679 118.547 21.005 2237.15915 162776.9 138.538 7.899 130.426 118.989 20.84 2260.644

15.5 168752.5 138.246 8.161 130.166 119.44 20.706 2284.75316 174750.9 137.964 8.424 129.899 119.892 20.593 2309.569

16.5 180772.2 137.691 8.687 129.657 120.355 20.503 2335.79617 186816 137.428 8.95 129.48 120.794 20.432 2360.686

17.5 192881.8 137.176 9.213 129.31 121.235 20.383 2385.606


123



(m) (t) (m) (m) (m) (t) (m) (tm) 3.25 30444.82 144.624 1.781 140.874 104.008 57.082 1631.8353.75 35692.51 144.044 2.042 140.482 105.37 50.538 1672.7854.25 41002.5 143.549 2.303 140.002 106.404 45.382 1705.5154.75 46355.65 143.12 2.563 139.666 107.194 41.223 1732.6365.25 51748.71 142.743 2.822 139.332 107.987 37.965 1759.9055.75 57181.39 142.403 3.081 138.998 108.776 35.362 1786.7796.25 62649.86 142.086 3.341 138.576 109.379 33.152 1806.9956.75 68144.41 141.79 3.599 138.254 109.849 31.257 1822.89 7.25 73662.38 141.513 3.858 137.938 110.319 29.68 1838.7187.75 79203.98 141.252 4.116 137.619 110.79 28.356 1854.52 8.25 84767.76 141.002 4.374 137.258 111.189 27.205 1867.9588.75 90350.84 140.759 4.632 136.88 111.575 26.193 1882.8029.25 95953.56 140.521 4.89 136.503 111.974 25.33 1898.2219.75 101576.5 140.288 5.148 136.123 112.378 24.591 1913.92810.25 107223.6 140.061 5.406 135.864 112.966 24.05 1932.73710.75 112901 139.845 5.664 135.667 113.56 23.598 1950.61411.25 118608.3 139.639 5.923 135.466 114.159 23.215 1968.81911.75 124345.6 139.442 6.182 135.267 114.761 22.891 1987.14712.25 130106.2 139.25 6.442 134.922 115.001 22.436 2001.18112.75 135875.9 139.056 6.701 134.313 115.337 21.982 2028.09513.25 141679.1 138.837 6.961 133.082 116.229 21.597 2091.03613.75 147529.2 138.583 7.222 131.779 117.203 21.285 2158.24114.25 153435.3 138.298 7.484 130.629 118.41 21.119 2230.90314.75 159381.7 138.007 7.747 130.374 118.851 20.936 2254.33315.25 165350.4 137.726 8.01 130.113 119.301 20.785 2278.33415.75 171341.8 137.456 8.273 129.845 119.759 20.663 2302.92 16.25 177356.3 137.193 8.536 129.574 120.208 20.558 2328.05916.75 183392 136.939 8.799 129.376 120.625 20.472 2351.74617.25 189449.3 136.694 9.063 129.201 121.064 20.41 2376.56 17.75 195528.7 136.459 9.326 129.03 121.503 20.369 2401.516


124

Hydrostatic properties(Even keel condition) (Tables 7.8)

Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm(m) (t) (m) (m) (m) (t) (m) (tm)

3 27279.53 142.111 1.62 140.721 103.33 62.414 1613.253.5 32493.33 141.856 1.881 140.331 104.697 54.362 1654.319

4 37775.54 141.616 2.143 139.953 106.062 48.566 1695.2294.5 43111.65 141.39 2.404 139.618 106.85 43.672 1722.266

5 48487.52 141.174 2.664 139.282 107.645 39.899 1749.5455.5 53903.09 140.967 2.924 138.952 108.437 36.918 1776.63

6 59358.37 140.767 3.183 138.626 109.231 34.521 1803.7266.5 64845.38 140.572 3.443 138.303 109.702 32.392 1819.625

7 70355.94 140.382 3.702 137.984 110.17 30.629 1835.367.5 75890.09 140.195 3.961 137.668 110.642 29.157 1851.225

8 81447.98 140.012 4.219 137.35 111.118 27.917 1867.2948.5 87027.59 139.829 4.478 136.972 111.506 26.803 1882.211

9 92626.64 139.645 4.736 136.591 111.897 25.854 1897.2689.5 98245.7 139.46 4.994 136.208 112.3 25.042 1912.95510 103885 139.273 5.252 135.828 112.707 24.346 1928.631

10.5 109549.3 139.089 5.511 135.627 113.294 23.849 1946.17911 115243.1 138.913 5.77 135.425 113.893 23.426 1964.328

11.5 120967.1 138.744 6.029 135.225 114.493 23.069 1982.56812 126721.3 138.579 6.289 135.021 115.098 22.768 2001.059

12.5 132494.7 138.415 6.548 134.475 115.374 22.274 2024.18813 138299 138.225 6.809 133.262 116.248 21.852 2086.143

13.5 144150.1 137.997 7.07 131.962 117.216 21.507 2153.10314 150051.9 137.733 7.333 130.581 118.275 21.246 2224.796

14.5 155991.5 137.455 7.596 130.323 118.714 21.043 2248.11715 161953.5 137.188 7.86 130.061 119.164 20.875 2272.053

15.5 167938.2 136.929 8.123 129.792 119.621 20.736 2296.58216 173946 136.678 8.387 129.515 120.087 20.626 2321.736

16.5 179975.3 136.435 8.65 129.293 120.481 20.523 2344.10617 186025 136.199 8.913 129.095 120.896 20.446 2367.689

17.5 192095.3 135.972 9.177 128.922 121.335 20.393 2392.55618 198188.9 135.752 9.44 128.745 121.777 20.36 2417.764


125

Hydrostatic properties(trim=0.5m aft) (Tables 7.9)

Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm(m) (t) (m) (m) (m) (t) (m) (tm) 3.25 29317.84 139.24 1.725 140.172 104.018 59.026 1635.5273.75 34566.14 139.353 1.987 139.795 105.385 51.967 1676.5064.25 39878.98 139.394 2.248 139.565 106.505 46.541 1711.7084.75 45237.7 139.395 2.509 139.232 107.303 42.13 1739.1765.25 50636.16 139.36 2.769 138.902 108.095 38.695 1766.2515.75 56074.25 139.299 3.029 138.575 108.889 35.961 1793.3016.25 61549.88 139.224 3.289 138.348 109.55 33.664 1816.1556.75 67053.02 139.139 3.548 138.033 110.023 31.688 1832.1577.25 72579.7 139.043 3.807 137.715 110.492 30.046 1847.8617.75 78130.05 138.937 4.066 137.396 110.968 28.671 1863.9188.25 83704.41 138.823 4.325 137.062 111.433 27.475 1881.4918.75 89299.99 138.701 4.584 136.684 111.826 26.43 1896.6569.25 94915.28 138.57 4.842 136.296 112.226 25.538 1912.0899.75 100550.7 138.432 5.101 135.915 112.629 24.773 1927.712

10.25 106205.9 138.289 5.359 135.593 113.034 24.127 1942.0510.75 111886.8 138.147 5.618 135.386 113.628 23.662 1959.89811.25 117597.3 138.008 5.877 135.184 114.227 23.268 1978.07211.75 123338.2 137.871 6.137 134.981 114.832 22.936 1996.54112.25 129108.8 137.737 6.397 134.634 115.421 22.591 2020.91212.75 134914.4 137.579 6.658 133.441 116.269 22.13 2081.26913.25 140766.4 137.38 6.92 132.145 117.233 21.749 2148.17213.75 146668.8 137.142 7.183 130.77 118.284 21.456 2219.58514.25 152606.4 136.883 7.447 130.277 118.581 21.164 2242.06614.75 158561.4 136.63 7.711 130.011 119.026 20.976 2265.78615.25 164539.1 136.384 7.974 129.741 119.483 20.821 2290.25515.75 170539.9 136.146 8.238 129.465 119.948 20.695 2315.34116.25 176562.9 135.914 8.502 129.235 120.36 20.586 2337.83316.75 182605.9 135.689 8.765 129.013 120.753 20.493 2360.18917.25 188668.7 135.471 9.029 128.816 121.167 20.425 2383.69517.75 194753.4 135.261 9.293 128.639 121.61 20.381 2408.884


126

Hydrostatic properties(trim=1.0m aft)

(Tables 7.10) Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm(m) (t) (m) (m) (m) (t) (m) (tm)

3.5 31380.52 136.674 1.836 139.631 104.705 56.076 1657.5794 36661.96 137.078 2.097 139.359 105.968 49.754 1694.931

4.5 41999.22 137.356 2.357 139.174 106.954 44.726 1728.4545 47380.45 137.545 2.617 138.851 107.753 40.734 1755.864

5.5 52801.48 137.662 2.877 138.525 108.546 37.597 1782.8886 58261.31 137.729 3.137 138.269 109.263 35.036 1807.122

6.5 63753.55 137.767 3.397 138.072 109.867 32.873 1828.4887 69272.72 137.779 3.656 137.764 110.345 31.037 1844.639

7.5 74815.65 137.766 3.915 137.442 110.819 29.505 1860.6098 80382.83 137.732 4.174 137.1 111.306 28.203 1878.286

8.5 85973.32 137.68 4.433 136.772 111.751 27.064 1895.7889 91585.11 137.613 4.692 136.389 112.154 26.082 1911.476

9.5 97216.93 137.531 4.951 136.003 112.554 25.243 1926.88210 102868.3 137.437 5.209 135.651 112.925 24.513 1941.152

10.5 108538.8 137.335 5.468 135.352 113.368 23.924 1955.83611 114236.2 137.231 5.727 135.145 113.963 23.49 1973.688

11.5 119963.7 137.127 5.987 134.941 114.565 23.122 1991.99912 125721.5 137.022 6.247 134.667 115.226 22.801 2014.88

12.5 131525 136.897 6.508 133.626 116.298 22.433 2076.80613 137378 136.73 6.77 132.327 117.25 22.013 2143.237

13.5 143281.1 136.521 7.034 130.96 118.294 21.685 2214.3914 149222.5 136.285 7.299 130.359 118.63 21.356 2241.542

14.5 155174.4 136.049 7.563 129.966 118.895 21.089 2259.87115 161145.2 135.819 7.827 129.691 119.347 20.916 2284.013

15.5 167139.1 135.594 8.091 129.414 119.812 20.773 2309.02316 173155.6 135.375 8.354 129.179 120.236 20.653 2331.857

16.5 179192.6 135.163 8.618 128.955 120.634 20.551 2354.06417 185249.3 134.956 8.882 128.735 121.025 20.468 2376.282

17.5 191325.8 134.755 9.146 128.533 121.443 20.41 2400.04718 197424.1 134.56 9.41 128.358 121.88 20.371 2425.301


127

Hydrostatic properties(trim=1.5m aft)

(Tables 7.11)

Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm(m) (t) (m) (m) (m) (t) (m) (tm) 3.25 28222.31 133.461 1.692 139.318 103.856 60.911 1632.9143.75 33466.98 134.364 1.951 139.145 105.344 53.459 1677.2854.25 38776.08 135.007 2.211 138.976 106.452 47.655 1711.8754.75 44136.33 135.479 2.47 138.788 107.402 43.092 1744.97 5.25 49540.18 135.823 2.73 138.473 108.204 39.467 1772.4985.75 54983.43 136.07 2.989 138.185 108.96 36.573 1797.9696.25 60460.91 136.253 3.248 137.999 109.594 34.158 1819.5766.75 65969.39 136.39 3.508 137.8 110.185 32.142 1840.7477.25 71504.73 136.487 3.767 137.491 110.672 30.434 1857.4357.75 77064.52 136.547 4.026 137.14 111.172 29 1875.07 8.25 82648.5 136.576 4.285 136.813 111.628 27.752 1892.5948.75 88255.15 136.581 4.544 136.475 112.077 26.681 1910.5499.25 93883.38 136.563 4.802 136.095 112.484 25.759 1926.3549.75 99531.35 136.526 5.061 135.729 112.865 24.964 1940.795

10.25 105197.5 136.474 5.32 135.393 113.218 24.267 1954.55410.75 110883.7 136.411 5.579 135.111 113.704 23.736 1969.63811.25 116598 136.342 5.838 134.903 114.301 23.331 1987.59711.75 122342.2 136.269 6.098 134.661 114.933 22.98 2008.30712.25 128132.7 136.177 6.359 133.723 116.165 22.671 2069.97812.75 133985 136.045 6.622 132.518 117.276 22.301 2138.80913.25 139888.8 135.867 6.887 131.147 118.306 21.935 2209.28213.75 145834 135.657 7.152 130.457 118.727 21.585 2241.52714.25 151789.4 135.445 7.416 130.03 118.904 21.257 2258.88714.75 157756.3 135.232 7.681 129.647 119.218 21.023 2278.21515.25 163743.6 135.023 7.945 129.363 119.676 20.863 2302.81815.75 169753.3 134.818 8.209 129.121 120.106 20.728 2325.88416.25 175783.9 134.619 8.473 128.898 120.516 20.615 2348.28916.75 181834.7 134.425 8.737 128.678 120.908 20.522 2370.23 17.25 187904.9 134.235 9 128.452 121.303 20.449 2392.69917.75 193995.4 134.05 9.264 128.25 121.717 20.397 2416.523


128

Hydrostatic properties(trim=2.0m aft) (Tables 7.12)

Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm(m) (t) (m) (m) (m) (t) (m) (tm) 3.5 30298.54 131.147 1.813 138.819 104.549 57.756 1653.89 4 35573.57 132.279 2.07 138.744 105.872 51.019 1694.255

4.5 40907.19 133.113 2.328 138.598 106.917 45.754 1728.6015 46290.19 133.74 2.586 138.406 107.849 41.618 1761.352

5.5 51716.49 134.214 2.845 138.111 108.642 38.307 1788.4866 57178.69 134.577 3.104 137.914 109.295 35.581 1810.456

6.5 62672.77 134.861 3.362 137.73 109.92 33.344 1831.9597 68197.34 135.085 3.621 137.522 110.509 31.467 1853.327

7.5 73749.46 135.257 3.88 137.189 111.026 29.876 1871.7538 79326.65 135.38 4.139 136.851 111.499 28.506 1889.44

8.5 84926.93 135.466 4.397 136.517 111.956 27.332 1907.3949 90549.97 135.521 4.656 136.179 112.405 26.326 1925.303

9.5 96194.42 135.549 4.915 135.814 112.803 25.456 1940.59 10 101857.5 135.554 5.174 135.47 113.154 24.692 1954.286

10.5 107538.3 135.541 5.433 135.138 113.527 24.046 1967.99211 113240.9 135.513 5.692 134.87 114.042 23.563 1983.52

11.5 118972 135.477 5.951 134.65 114.647 23.18 2002.29212 124746.7 135.42 6.212 133.75 115.857 22.847 2061.301

12.5 130587.9 135.321 6.475 132.648 117.197 22.552 2132.68913 136491.8 135.178 6.74 131.345 118.329 22.209 2204.787

13.5 142440.5 134.997 7.006 130.557 118.824 21.834 2241.47414 148400.7 134.81 7.271 130.129 118.995 21.474 2258.94

14.5 154370 134.621 7.536 129.696 119.2 21.173 2276.82915 160352.9 134.43 7.8 129.32 119.549 20.964 2297.119

15.5 166356 134.241 8.064 129.065 119.977 20.813 2319.95916 172380.2 134.056 8.328 128.839 120.389 20.686 2342.378

16.5 178424.5 133.875 8.592 128.623 120.79 20.582 2364.44917 184489.1 133.699 8.856 128.395 121.187 20.499 2386.75

17.5 190573.4 133.526 9.12 128.169 121.581 20.433 2409.34 18 196678.1 133.356 9.384 127.939 122.015 20.388 2435.023


129

7.4 CROSS CURVES (KN) TABLES

CROSS CURVES OF STABILITY(KN) TABLES Trim= -2m (Aft)

Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o

25000 4.88 9.28 12.20 13.92 15.97 16.88 17.10 17.35 16.65 15.14 40000 4.034 7.801 10.69 12.67 15.16 16.54 17.219 17.36 16.6 15.02 55000 3.192 6.32 9.189 11.41 14.35 16.19 17.335 17.38 16.5 14.91 70000 2.698 5.394 8.035 10.37 13.69 15.93 17.114 17.12 16.3 14.74 85000 2.385 4.797 7.195 9.486 13.14 15.63 16.704 16.72 15.9 14.54

100000 2.184 4.387 6.596 8.792 12.68 15.18 16.205 16.27 15.6 14.32 115000 2.05 4.099 6.171 8.271 12.25 14.64 15.654 15.78 15.2 14.11 130000 1.952 3.9 5.876 7.89 11.76 14.04 15.071 15.28 14.9 13.89 145000 1.882 3.768 5.673 7.616 11.22 13.4 14.466 14.78 14.5 13.69 160000 1.83 3.677 5.535 7.428 10.65 12.72 13.845 14.27 14.1 13.49 175000 1.799 3.613 5.447 7.253 10.07 12.02 13.208 13.76 13.8 13.29 190000 1.783 3.575 5.388 7.008 9.498 11.32 12.557 13.23 13.4 13.09

Tables 7.13

CROSS CURVES OF STABILITY(KN) TABLES Trim= -1.5m (Aft)

Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o

25000 4.88 9.28 12.19 13.91 15.97 16.88 17.10 17.35 16.65 15.14 40000 4.036 7.803 10.69 12.66 15.16 16.54 17.219 17.36 16.6 15.03 55000 3.194 6.323 9.191 11.42 14.35 16.19 17.336 17.38 16.5 14.91 70000 2.7 5.397 8.039 10.37 13.7 15.93 17.117 17.12 16.3 14.74 85000 2.387 4.8 7.2 9.491 13.15 15.63 16.71 16.73 16 14.54

100000 2.185 4.391 6.601 8.798 12.68 15.19 16.212 16.27 15.6 14.33 115000 2.052 4.102 6.176 8.277 12.26 14.65 15.662 15.78 15.2 14.11 130000 1.953 3.904 5.881 7.895 11.77 14.05 15.079 15.29 14.9 13.9 145000 1.885 3.771 5.677 7.621 11.23 13.41 14.475 14.79 14.5 13.69 160000 1.832 3.679 5.538 7.432 10.66 12.73 13.855 14.28 14.1 13.49 175000 1.8 3.615 5.449 7.26 10.09 12.03 13.22 13.77 13.8 13.3 190000 1.783 3.576 5.392 7.018 9.511 11.34 12.571 13.24 13.4 13.1

Tables 7.14


130

Tables 7.15

Tables 7.16

CROSS CURVES OF STABILITY(KN) TABLES Trim= -1.0 m (Aft)

Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o 25000 4.88 9.28 12.19 13.91 15.96 16.87 17.10 17.35 16.65 15.1440000 4.037 7.805 10.69 12.66 15.16 16.53 17.219 17.37 16.6 15.0355000 3.196 6.326 9.193 11.42 14.35 16.2 17.336 17.39 16.5 14.9270000 2.701 5.4 8.042 10.37 13.7 15.93 17.12 17.13 16.3 14.7585000 2.388 4.802 7.204 9.496 13.15 15.64 16.715 16.74 16 14.55

100000 2.185 4.394 6.605 8.804 12.68 15.19 16.219 16.28 15.6 14.33115000 2.053 4.105 6.181 8.283 12.26 14.66 15.669 15.79 15.2 14.12130000 1.954 3.907 5.886 7.9 11.78 14.06 15.087 15.3 14.9 13.9145000 1.887 3.773 5.681 7.625 11.24 13.42 14.484 14.8 14.5 13.7160000 1.833 3.681 5.541 7.436 10.67 12.74 13.865 14.29 14.1 13.5175000 1.8 3.616 5.45 7.267 10.1 12.05 13.232 13.78 13.8 13.3190000 1.783 3.576 5.395 7.027 9.523 11.35 12.585 13.25 13.4 13.11

CROSS CURVES OF STABILITY(KN) TABLES Trim= -0.5m (Aft)


100000 2.187 4.397 6.61 8.811 12.69 15.2 16.225 16.28 15.6 14.34115000 2.054 4.108 6.185 8.291 12.27 14.67 15.675 15.8 15.2 14.12130000 1.956 3.911 5.89 7.907 11.79 14.07 15.094 15.3 14.9 13.91145000 1.889 3.777 5.685 7.631 11.25 13.43 14.492 14.8 14.5 13.7160000 1.834 3.685 5.544 7.44 10.68 12.75 13.874 14.3 14.1 13.5175000 1.8 3.618 5.453 7.274 10.11 12.06 13.243 13.79 13.8 13.31190000 1.783 3.576 5.397 7.035 9.533 11.36 12.598 13.27 13.4 13.12


131

Tables 7.17

Tables 7.18

CROSS CURVES OF STABILITY(KN) TABLES Trim= 0 m (Even keel)


100000 2.188 4.4 6.615 8.817 12.69 15.2 16.23 16.29 15.6 14.35115000 2.055 4.112 6.191 8.297 12.28 14.67 15.682 15.8 15.2 14.13130000 1.959 3.916 5.896 7.913 11.8 14.08 15.101 15.31 14.9 13.91145000 1.891 3.78 5.689 7.636 11.26 13.44 14.499 14.81 14.5 13.71160000 1.836 3.687 5.547 7.444 10.69 12.76 13.882 14.3 14.2 13.51175000 1.801 3.621 5.455 7.28 10.12 12.07 13.253 13.79 13.8 13.31190000 1.784 3.577 5.398 7.042 9.543 11.38 12.61 13.28 13.4 13.12

CROSS CURVES OF STABILITY(KN) TABLES Trim= 0.5 m (For’d)


100000 2.19 4.403 6.62 8.823 12.7 15.21 16.235 16.29 15.6 14.35115000 2.056 4.116 6.197 8.304 12.28 14.68 15.687 15.81 15.3 14.13130000 1.961 3.919 5.901 7.919 11.8 14.08 15.107 15.31 14.9 13.92145000 1.893 3.783 5.694 7.642 11.27 13.44 14.505 14.81 14.5 13.71160000 1.838 3.689 5.551 7.449 10.7 12.77 13.889 14.31 14.2 13.51175000 1.802 3.623 5.457 7.283 10.13 12.08 13.261 13.8 13.8 13.32190000 1.784 3.578 5.4 7.047 9.552 11.39 12.62 13.28 13.4 13.13


132

Tables 7.19

Tables 7.20



100000 2.191 4.407 6.626 8.83 12.7 15.21 16.239 16.3 15.6 14.35115000 2.058 4.12 6.204 8.312 12.28 14.68 15.692 15.81 15.3 14.14130000 1.964 3.923 5.907 7.927 11.81 14.09 15.112 15.32 14.9 13.92145000 1.895 3.787 5.699 7.648 11.28 13.45 14.511 14.82 14.5 13.71160000 1.84 3.692 5.555 7.455 10.71 12.78 13.896 14.32 14.2 13.52175000 1.803 3.625 5.46 7.287 10.13 12.09 13.268 13.81 13.8 13.32190000 1.785 3.58 5.402 7.051 9.559 11.39 12.629 13.29 13.4 13.13



100000 2.192 4.41 6.631 8.836 12.71 15.22 16.243 16.3 15.6 14.36115000 2.059 4.124 6.21 8.319 12.29 14.69 15.696 15.82 15.3 14.14130000 1.966 3.927 5.913 7.934 11.82 14.09 15.117 15.32 14.9 13.92145000 1.897 3.79 5.704 7.654 11.28 13.45 14.517 14.82 14.5 13.72160000 1.841 3.694 5.559 7.46 10.72 12.78 13.903 14.32 14.2 13.52175000 1.804 3.627 5.463 7.29 10.14 12.09 13.275 13.82 13.8 13.33190000 1.785 3.582 5.403 7.055 9.565 11.4 12.638 13.3 13.5 13.14


133

Tables 7.21



100000 2.194 4.413 6.637 8.844 12.71 15.22 16.247 16.3 15.6 14.36115000 2.059 4.129 6.216 8.326 12.29 14.69 15.7 15.82 15.3 14.14130000 1.969 3.932 5.919 7.941 11.82 14.1 15.121 15.33 14.9 13.93145000 1.9 3.794 5.709 7.661 11.29 13.46 14.521 14.83 14.5 13.72160000 1.843 3.697 5.563 7.464 10.72 12.79 13.907 14.33 14.2 13.53175000 1.806 3.629 5.466 7.292 10.15 12.1 13.281 13.82 13.8 13.33190000 1.786 3.584 5.404 7.056 9.57 11.41 12.645 13.31 13.5 13.14


134

5

10

15

20

30

4050

60

70

80

25000 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

DISP (t)

2.5

5.0

7.5

10.

12.5

15

17.5

KN (m)

Fig 7.2 CROSS CURVES (EVEN KEEL CONDITION)


135

7.5 COMPUTATIONS OF IMO ENVELOP

1) The area under the righting lever (GZ) curve shall not be less than 0.055 m-radians upto an angle of heel of 30°.

i.e ∫30

0

GZ dθ = 0.055 m-rad.

But for an angle of θ, righting lever is given by GZ = KN – KG Sinθ

∫30

0

(KN – KG Sinθ) dθ = 0.055

∫30

0

KN dθ - ∫30

0

KG Sinθ dθ = 0.055

∫30

0

KN dθ - KG ∫30

0

KG Sinθ dθ = 0.055

KG = ∫ −30

0

055.0θdKN

∫30

0

θθ dSin

KG1 = ∫ −30

0

055.0θdKN m Condition (1)

1 – Cos30 (2) The area under the righting lever (GZ) curve shall not be less than 0.09 m-radians to an angle of either 40° or an angle of (θf) (Flooding angle) if that be less

∫40

0

GZ dθ = 0.09 m – radians (assuming Flooding angle (θf) is more than

40°) Similarly as above, we can arrive at

KG2 = ∫ −∂40

0

09.0θKN m Condition (2)

1 – Cos40


136

COMPUTATIONS OF IMO ENVELOP The area under the righting lever (GZ) curve shall not be less than 0.03 m-radians between the angles of heel of 30° and 40° or between 30 and (θf) degrees, if it is less than 40 degrees Assuming (θf) (Flooding angle) is more than 40°

KG3 = ∫ −40

30

03.0θdKN m Condition (3)

Cos30 – Cos40 4) The maximum righting lever (GZ) shall be at least 0.2 metre at an angle of heel

equal to or greater than 30° i.e. GZ at 30° = 0.20m KG4 = KN30 – 0.20 Condition (4) Sin30 5) Maximum righting lever (GZ) should occur at an angle exceeding 30° but not less than 25° (say maximum righting lever (GZ) occur at 25°) ∂ (GZ) 25 = 0 ∂θ ∂ (KN – KG Sinθ) 25 = 0 ∂ θ ∂ KN 25 – KG∂ Sinθ) 25 = 0 ∂ θ ∂ θ KG = ∂ KN 1 ∂θ Cos25 KG5 = KN30 – KN20 1 Condition (5) 10 * π Cos25 180 6) The initial metacentric height shall be not less than 0.15 metre GM = 0.15 m KMT - KG = 0.15 m KG6 = KMT – 0.15 m


137

COMPUTATIONS OF IMO ENVELOP DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin

TRIM – 2.0m (For’d) 25000 66.23 41.39 35.69 28.11 31.54 12.96 66.08 12.96 53.2740000 46.13 36.99 32.78 27.21 29.92 15.76 45.98 15.76 30.375500 52.59 32.58 29.88 26.31 28.29 18.54 52.44 18.54 34.05

70000 30.74 29.37 27.74 25.60 26.99 21.03 30.59 21.03 9.718500 40.98 26.91 26.07 25.00 25.89 23.13 40.83 23.13 17.85

100000 24.83 25.12 24.75 24.30 24.95 24.55 24.68 24.30 0.53115000 23.53 23.70 23.64 23.60 24.10 25.15 23.38 23.38 0.15130000 22.40 22.58 22.61 22.70 23.12 24.48 22.25 22.25 0.15145000 21.37 21.76 21.63 21.50 22.04 22.78 21.22 21.22 0.15160000 20.90 21.09 20.73 20.30 20.90 20.37 20.75 20.30 0.60175000 20.60 20.41 19.83 19.10 19.75 17.83 20.45 17.83 2.77190000 20.41 19.74 18.94 17.90 18.60 15.74 20.26 15.74 4.67

Tables 7.22


TRIM - 1.5m (For’d) 25000 65.72 41.39 35.69 28.11 31.54 13.02 65.57 13.02 52.7040000 46.41 36.99 32.78 27.21 29.91 15.77 46.26 15.77 30.645500 36.43 32.58 29.92 26.41 28.29 18.54 36.28 18.54 17.89

70000 30.75 29.37 27.74 25.60 26.99 21.02 30.60 21.02 9.738500 27.21 26.98 26.07 24.90 25.90 23.12 27.06 23.12 4.09

100000 25.14 25.12 24.75 24.30 24.96 24.54 24.99 24.30 0.84115000 23.51 23.70 23.64 23.60 24.11 25.16 23.36 23.36 0.15130000 22.43 22.65 22.61 22.60 23.14 24.50 22.28 22.28 0.15145000 21.39 21.76 21.67 21.60 22.06 22.82 21.24 21.24 0.15160000 20.93 21.09 20.73 20.30 20.92 20.42 20.78 20.30 0.63175000 20.60 20.49 19.83 19.00 19.77 17.87 20.45 17.87 2.73190000 20.41 19.74 18.98 18.00 18.62 15.76 20.26 15.76 4.65

Tables 7.23


138

Tables 7.24

Tables 7.25


TRIM - 1.0 m (For’d) 25000 66.87 41.39 35.69 28.11 31.52 12.96 66.72 12.96 53.9140000 46.46 36.99 32.78 27.21 29.91 15.77 46.31 15.77 30.69

5500 36.44 32.58 29.92 26.41 28.30 18.54 36.29 18.54 17.9070000 30.81 29.37 27.74 25.60 26.99 21.01 30.66 21.01 9.80

8500 27.24 26.98 26.07 24.90 25.90 23.11 27.09 23.11 4.13100000 24.84 25.12 24.75 24.30 24.97 24.52 24.69 24.30 0.54115000 23.51 23.70 23.68 23.70 24.13 25.16 23.36 23.36 0.15130000 22.47 22.65 22.65 22.70 23.16 24.53 22.32 22.32 0.15145000 21.41 21.76 21.67 21.60 22.08 22.85 21.26 21.26 0.15160000 20.94 21.09 20.77 20.40 20.95 20.47 20.79 20.40 0.54175000 20.61 20.49 19.88 19.10 19.80 17.90 20.46 17.90 2.71190000 20.41 19.82 18.98 17.90 18.65 15.78 20.26 15.78 4.63


TRIM - 0.5m (For’d) 25000 66.54 41.39 35.65 28.01 31.52 13.02 66.39 13.02 53.5240000 46.57 36.99 32.78 27.21 29.91 15.77 46.42 15.77 30.805500 36.55 32.58 29.92 26.41 28.30 18.54 36.40 18.54 18.01

70000 30.84 29.37 27.78 25.70 27.00 21.01 30.69 21.01 9.838500 27.25 26.98 26.12 25.00 25.91 23.10 27.10 23.10 4.15

100000 24.87 25.12 24.79 24.40 24.98 24.51 24.72 24.40 0.47115000 23.50 23.77 23.68 23.60 24.14 25.15 23.35 23.35 0.15130000 22.50 22.65 22.65 22.70 23.18 24.54 22.35 22.35 0.15145000 21.46 21.83 21.71 21.60 22.10 22.88 21.31 21.31 0.15160000 20.94 21.09 20.77 20.40 20.97 20.51 20.79 20.40 0.54175000 20.62 20.49 19.88 19.10 19.82 17.92 20.47 17.92 2.70190000 20.41 19.82 19.02 18.00 18.67 15.79 20.26 15.79 4.62


139

Tables 7.26

Tables 7.27


TRIM - 0 m 25000 67.35 41.39 35.65 28.01 31.52 13.02 67.20 13.02 54.3340000 46.73 36.99 32.78 27.21 29.90 15.78 46.58 15.78 30.955500 36.57 32.58 29.92 26.41 28.30 18.54 36.42 18.54 18.03

70000 30.86 29.45 27.78 25.60 27.00 21.01 30.71 21.01 9.858500 27.30 26.98 26.12 25.00 25.92 23.09 27.15 23.09 4.21

100000 24.89 25.19 24.79 24.30 24.98 24.50 24.74 24.30 0.59115000 23.49 23.77 23.68 23.60 24.15 25.15 23.34 23.34 0.15130000 22.55 22.65 22.70 22.80 23.19 24.55 22.40 22.40 0.15145000 21.50 21.83 21.71 21.60 22.12 22.90 21.35 21.35 0.15160000 20.95 21.16 20.77 20.30 20.99 20.55 20.80 20.30 0.65175000 20.62 20.49 19.92 19.20 19.84 17.94 20.47 17.94 2.68190000 20.42 19.82 19.02 18.00 18.69 15.81 20.27 15.81 4.61


TRIM - 0.5 m (Aft ) 25000 67.11 41.39 35.65 28.01 31.50 13.02 66.96 13.02 54.0940000 46.64 36.99 32.78 27.21 29.90 15.78 46.49 15.78 30.865500 36.65 32.58 29.92 26.41 28.30 18.54 36.50 18.54 18.11

70000 30.93 29.45 27.78 25.60 27.01 21.01 30.78 21.01 9.928500 27.32 26.98 26.12 25.00 25.92 23.08 27.17 23.08 4.24

100000 24.92 25.19 24.79 24.30 24.99 24.49 24.77 24.30 0.62115000 23.49 23.77 23.72 23.70 24.16 25.14 23.34 23.34 0.15130000 22.58 22.73 22.70 22.70 23.21 24.56 22.43 22.43 0.15145000 21.58 21.83 21.71 21.60 22.14 22.92 21.43 21.43 0.15160000 20.96 21.16 20.82 20.40 21.01 20.57 20.81 20.40 0.56175000 20.63 20.49 19.92 19.20 19.85 17.98 20.48 17.98 2.65190000 20.42 19.82 19.02 18.00 18.70 15.84 20.27 15.84 4.58


140

Tables 7.28

Tables 7.29


TRIM - 1.0 m (Aft ) 25000 66.60 41.31 35.65 28.11 31.48 13.02 66.45 13.02 53.5840000 46.81 36.99 32.78 27.21 29.89 15.78 46.66 15.78 31.035500 36.71 32.58 29.92 26.41 28.30 18.54 36.56 18.54 18.17

70000 30.94 29.45 27.78 25.60 27.01 21.00 30.79 21.00 9.948500 27.36 27.06 26.12 24.90 25.93 23.07 27.21 23.07 4.29

100000 24.95 25.19 24.79 24.30 25.00 24.48 24.80 24.30 0.65115000 23.48 23.77 23.72 23.70 24.17 25.12 23.33 23.33 0.15130000 22.57 22.73 22.70 22.70 23.22 24.55 22.42 22.42 0.15145000 21.63 21.83 21.76 21.70 22.15 22.93 21.48 21.48 0.15160000 20.97 21.16 20.82 20.40 21.02 20.58 20.82 20.40 0.57175000 20.64 20.56 19.92 19.10 19.87 18.00 20.49 18.00 2.64190000 20.43 19.82 19.06 18.10 18.72 15.85 20.28 15.85 4.58


TRIM - 1.5m (Aft ) 25000 67.57 41.31 35.65 28.11 31.48 13.02 67.42 13.02 54.5540000 46.80 36.99 32.78 27.21 29.88 15.79 46.65 15.79 31.015500 36.72 32.58 29.92 26.41 28.29 18.55 36.57 18.55 18.17

70000 31.02 29.45 27.78 25.60 27.01 20.99 30.87 20.99 10.038500 27.39 27.06 26.16 25.00 25.93 23.06 27.24 23.06 4.33

100000 24.97 25.19 24.83 24.40 25.01 24.46 24.82 24.40 0.57115000 23.49 23.85 23.72 23.60 24.18 25.10 23.34 23.34 0.15130000 22.60 22.73 22.74 22.80 23.23 24.55 22.45 22.45 0.15145000 21.68 21.91 21.76 21.60 22.16 22.94 21.53 21.53 0.15160000 20.99 21.16 20.82 20.40 21.03 20.59 20.84 20.40 0.59175000 20.65 20.56 19.96 19.20 19.88 18.02 20.50 18.02 2.63190000 20.44 19.82 19.06 18.10 18.73 15.87 20.29 15.87 4.57


141

Tables 7.30

.


TRIM - 2.0 m (Aft ) 25000 67.12 41.31 35.61 28.01 31.46 13.02 66.97 13.02 54.1040000 46.86 36.99 32.74 27.11 29.88 15.80 46.71 15.80 31.065500 36.82 32.66 29.92 26.31 28.29 18.55 36.67 18.55 18.27

70000 31.06 29.45 27.78 25.60 27.01 20.99 30.91 20.99 10.078500 27.41 27.06 26.16 25.00 25.94 23.05 27.26 23.05 4.36

100000 25.02 25.19 24.83 24.40 25.02 24.43 24.87 24.40 0.62115000 23.49 23.85 23.72 23.60 24.18 25.07 23.34 23.34 0.15130000 22.62 22.80 22.74 22.70 23.24 24.54 22.47 22.47 0.15145000 21.73 21.91 21.76 21.60 22.18 22.93 21.58 21.58 0.15160000 21.01 21.16 20.86 20.50 21.05 20.60 20.86 20.50 0.51175000 20.66 20.56 19.96 19.20 19.89 18.04 20.51 18.04 2.62190000 20.45 19.89 19.06 18.00 18.74 15.89 20.30 15.89 4.56


142

7.6 STEP BY STEP GUIDE TO THE TRIM AND STABILITY CALCULATIONS

Step - 1 Identify the loading condition and associated deadweight items and the

centres of gravity (KG & LCG).

Step - 2 Displacement for this condition along with the vertical (KG) and

longitudinal (LCG) centre of gravity is given by the sum of deadweight

items and the Lightship weight

Step - 3 Determine the LCB, T, & LCF from the hydrostatics tables and above

parameters w.r.t to the corresponding trim.

Step - 4 From the above graphs read off the trim at which LCB = LCG and also

the corresponding LCF & T. This is the trim at which the ship will float in

equilibrium. Cross check the displacement & LCB at this trim & draft

and continue the iteration till sufficient accuracy of results are obtained

satisfying the conditions -Total Weight of the ship = Displacement and

LCG=LCB .

Step - 5 From the trim obtained by the above calculate the draft forward and

draft aft.

Step-6 Metacentric Height (GM) is given by the difference between KMt &KG

and expressed as GM = KMt – KG(m).

Step-7 Applying Free Surface correction for partially filled tanks to get the

final GM

G0 M = GM – GG0. .

Step – 8 The GM obtained through the above calculations should satisfy the

maximum permissible KG min permissible GM as specified by the IMO

criteria for intact stability.

Step – 9 The metacentric height calculated above is valid for smaller angles of

heel. For larger angles of heel the righting lever (GZ) is to be

considered.


143

Step – 10 From the GZ values obtained for the different angles of heel plot a

curve of Angle of Heel versus GZ. From this curve calculate the areas

under different angles to satisfy the IMO intact stability criteria

Step – 11 Finally, the weather criteria as per IMO requirements is to be found

satisfactory for different loading conditions.

7.7 TANK POSITIONS AND CAPACITIES

S.No. Item Fr.No. Weight LCG VCG TCG FSM

(98%vol) m m m tm 1 CH1(P) 70-114 13526.12 69.77 13.53 -10.43 15475.162 CH1(S) 70-114 13526.12 69.77 13.53 10.43 15475.163 CH2(P) 114-164 15901.85 109.25 13.45 -10.69 18504.954 CH2(S) 114-164 15901.85 109.25 13.45 10.69 18504.955 CH3(P) 164-209 14311.66 149.63 13.45 -10.69 16654.466 CH3(S) 164-209 14311.66 149.63 13.45 10.69 16654.467 CH4(P) 209-259 15621.22 189.63 13.45 -10.69 18178.398 CH4(S) 209-259 15621.22 189.63 13.45 10.69 18178.399 CH5(P) 259-314 12344.41 225.39 13.43 -9.32 13350.1110 CH5(S) 259-314 12344.41 225.39 13.43 9.32 13350.1111 Slop tank(P) 64-70 1722.05 50.99 13.84 -9.86 210.4312 Slop tank(S) 64-70 1722.05 50.99 13.84 9.86 210.43

Tables 7.31

Determination of COG of Cargo holds


144

Tables 7.32

Determination of COG of ballast tank

S.No. Item Fr.No. Weight LCG VCG TCG FSM (98%vol) m m m tm 1 Aft peak tank(s) AE -16 1026.48 -5.63 18.96 -7.26 696.392 Aft peak tank(s) AE -16 1026.48 -5.63 18.96 7.26 696.393 Wing ballast tank1(P) 64-70 298.33 50.96 12.49 -20.85 12.474 Wing ballast tank1(S) 64-70 298.33 50.96 12.49 20.85 12.475 Wing ballast tank2(P) 70-114 2390.57 73.20 12.50 -21.18 37.306 Wing ballast tank2(S) 70-114 2390.57 73.20 12.50 21.18 37.307 Wing ballast tank3(P) 114-164 2933.79 113.15 12.50 -21.18 47.578 Wing ballast tank3(S) 114-164 2933.79 113.15 12.50 21.18 47.579 Wing ballast tank4(P) 164-209 2640.41 153.53 12.50 -21.18 42.81

10 Wing ballast tank4(S) 164-209 2640.41 153.53 12.50 21.18 42.8111 Wing ballast tank5(P) 209-259 2882.01 193.53 12.50 -21.18 46.7312 Wing ballast tank5(S) 209-259 2882.01 193.53 12.50 21.18 46.7313 Wing ballast tank6(P) 259-314 2575.32 233.25 13.01 -18.12 41.2614 Wing ballast tank6(S) 259-314 2575.32 233.25 13.01 18.12 41.2615 Ballast tank 1(P) 131-164 1694.27 119.65 1.54 -11.19 3791.3616 Ballast tank 1(S) 131-164 1694.27 119.65 1.54 11.19 3791.3617 Ballast tank 2(P) 164-209 2553.50 153.53 1.54 -11.29 6007.2318 Ballast tank 2(S) 164-209 2553.50 153.53 1.54 11.29 6007.2319 Ballast tank 3(P) 209-259 2787.16 193.53 1.54 -11.29 6556.9120 Ballast tank 3(S) 209-259 2787.16 193.53 1.54 11.29 6556.9121 Ballast tank 4(P) 259-314 2070.92 228.34 1.56 -18.12 4390.3622 Ballast tank 4(S) 259-314 2070.92 228.34 1.56 18.12 4390.3623 FP tank(P) 314-fe 1258.82 257.31 9.14 -3.88 1034.5124 FP tank(S) 314-fe 1258.82 257.31 9.14 3.88 1034.51


145

S.No Item Fr.No. Weight LCG VCG TCG FSM (98%vol) m m m tm 1 HFO tank1(P) 21-46 370.87 23.72 2.28 -5.18 476.06 2 HFO tank1(S) 21-46 370.87 23.72 2.28 5.18 476.06 3 HFO tank 2(P) 67-70 114.98 50.05 1.60 -8.21 82.29 4 HFO tank 2(S) 67-70 114.98 50.05 1.60 8.21 82.29 5 HFO tank3(P) 70-114 2045.06 71.64 1.57 -9.91 4654.40 6 HFO tank3(S) 70-114 2045.06 71.64 1.57 9.91 4654.40 7 HFO tank4(P) 114-131 798.39 95.20 1.54 -11.19 1855.6 8 HFO tank4(S) 114-131 798.39 95.20 1.54 11.19 1855.6 9 Boiler fuel tank1(P) 59-64 176.62 44.10 1.90 -7.56 350.44 10 Boiler fuel tank1(S) 59-64 176.62 44.10 1.90 7.56 350.44 11 Diesel oil tank 1(P) 46-59 371.19 35.90 2.28 -5.18 662.15 12 Diesel oil tank 1(S) 46-59 371.19 35.90 2.28 5.18 662.15 13 LO tank(P) 64-67 108.93 47.47 1.60 -8.21 82.29 14 LO tank(s) 64-67 108.93 47.47 1.60 8.21 82.29 15 Waste water tank (P) 9---21 64.90 8.38 4.00 -2.25 2.86 16 Waste water tank(S) 9---21 64.90 8.38 4.00 2.25 2.86 17 Fresh water tank (P) 9---21 15.68 8.38 10.20 3.10 1.68 18 Fresh water tank(S) 9---21 15.68 8.38 10.20 3.10 1.68

Tables 7.33

Determination of COG of Consumable.


146

7.8 DETAILED TRIM AND STABILITY CALCULATIONS

According to IMO A 749, a ship has to be examined for the following four loading conditions. 1) Ship in the fully loaded departure condition, with cargo homogeneously

distributed throughout all cargo spaces and with full stores and cargo. 2) Ship in the fully loaded arrival condition, with cargo homogeneously distributed

throughout all cargo spaces and with 10 % stores. 3) Ship in ballast departure condition, without cargo but with full stores and fuel. 4) Ship in ballast arrival condition, without cargo and with 10 % stores and fuel

remaining.

Trim calculations are based upon capacity and longitudinal position of centre of gravity. Apart from conditions stated above, the following conditions in MARPOL also have to be satisfied.

1) The moulded draught amidships(dm) in meters (without taking into consideration any ship’s deformation) shall not be less than: dm = 2.0 + 0.02L; dm = 6.58 m

2) The draughts at the forward and after perpendiculars shall correspond to those determined by the draught amidships (dm), in association with the trim by the stern of not greater than 0.015L.


147

LOADING CONDITION - 1

FULLY LOADED DEPARURE CONDITION SL.NO ITEM WEIGHT LCG L.MOM VCG V.MOM FSM

t m tm m tm tm 1 Crew &effects 5.76 36.89 212.49 30.78 177.29 0.00

2 Provision store 9.97 36.89 367.79 28.00 279.16 0.00

3 CH1(P) 13526.12 69.77 943717.31 13.53 183008.39 15475.16

4 CH1(S) 13526.12 69.77 943717.31 13.53 183008.39 15475.16

5 CH2(P) 15901.85 109.25 1737276.57 13.45 213879.82 18504.95

6 CH2(S) 15901.85 109.25 1737276.57 13.45 213879.82 18504.95

7 CH3(P) 14311.66 149.63 2141453.77 13.45 192491.83 16654.46

8 CH3(S) 14311.66 149.63 2141453.77 13.45 192491.83 16654.46

9 CH4(P) 15621.22 189.63 2962252.76 13.45 210105.47 18178.39

10 CH4(S) 15621.22 189.63 2962252.76 13.45 210105.47 18178.39

11 CH5(P) 12344.41 225.39 2782305.71 13.4 165785.38 13350.11

12 CH5(S) 12344.41 225.39 2782305.71 13.4 165785.38 13350.11

13 HFO tank1(p) 370.87 23.72 8797.11 2.28 845.60 476.0614 HFO tank1(s) 370.87 23.72 8797.11 2.28 845.60 476.0615 HFO tank2(p) 114.98 50.05 5754.67 1.60 184.52 82.2916 HFO tank2(s) 114.98 50.05 5754.67 1.60 184.52 82.2917 HFO tank 3(p) 2045.06 71.64 146509.43 1.57 3213.03 4654.4018 HFO tank 3(s) 2045.06 71.64 146509.43 1.57 3213.03 4654.4019 HFO tank4(p) 798.39 95.20 76006.57 1.54 1232.13 1855.6620 HFO tank4(s) 798.39 95.20 76006.57 1.54 1232.13 1855.6621 Boiler fuel tank1(P) 176.62 44.10 7789.65 1.90 334.73 350.4422 Boiler fuel tank1(S) 176.62 44.10 7789.65 1.90 334.73 350.4423 Diesel oil tank 1(P) 332.12 35.90 11923.00 2.28 757.24 662.1524 Diesel oil tank 1(S) 332.12 35.90 11923.00 2.28 757.24 662.1525 LO tank(P) 108.93 47.47 5170.76 1.60 174.81 82.2926 LO tank(s) 108.93 47.47 5170.76 1.60 174.81 82.2927 Waste water tank (P) 64.90 8.38 543.62 4.00 259.58 2.8628 Waste water tank (S) 64.90 8.38 543.62 4.00 259.58 2.8629 Fresh water tank(P) 15.68 8.38 131.35 10.2 159.94 1.6830 Fresh water tank(S) 15.68 8.38 131.40 10.2 159.94 1.6831 Aft peak tank(P) 400.00 -5.63 -2253.72 18.96 7584.76 696.39

32 Aft peak tank(S) 400.00 -5.63 -2253.72 18.96 7584.76 696.39

33 Ice load 395.2 146.37 57845.42 24.39 9638.93 0.00

TOTAL 152676.52 142.22 21713182.87 12.90 1970129.8 182054.57


148

LOADING CONDITION -1 FULLY LOADED DEPARURE CONDITION

DEADWEIGHT 152676.52 142.22 21713182.87 12.90 1970129.84 182054.57

LIGHTSHIP WEIGHT 31694.80 107.46 3405923.21 12.63 400305.32 0.00DISPLACEMENT 184371.32 136.24 25119106.08 12.86 2370435.16 182054.57

DISPLACEMENT 184371.32 t

VERTICAL CENTRE OF GRAVITY (KG/VCG) 12.86 m

LONGITUDINAL CENTRE OF GRAVITY (LCG) 136.24 m

LONGITUDINAL CENTRE OF BUOYANCY (LCB) 136.24 m

FROM HYDROSTATICS THE TRIM IS 1.90 cm

CORRESPONDING MEAN DRAFT 16.86 m

LONGITUDINAL CENTRE OF FLOTATION (LCF) 129.14 m

MOMENT TO CHANGE TRIM BY 1cm (MCT1cm) 2361.41 tm

METACENTRIC RADIUS (KMT) 20.47 m

BASELINE DRAFT AFT (TAFT) 16.87 m

BASELINE DRAFT FORD (TFORD) 16.85 m

DRAFT AFT AT DRAFT MARKS 16.87 m

DRAFT FOR'D AT DRAFT MARKS 16.85 m

TRANSVERSE METACENTRIC HEIGHT (GMT) GMT = KMT - KG 7.61 m

FREE SURFACE (FSM) CORRECTION (GG0) GG0 = FSM/DISP 0.99 m

CORRECTED METACENTRE (G0MT) G0MT = GMT - GG0 6.62 m VERTICAL CENTRE OF GRAVITY WITH FSM (KG0) KG0 = KG + GG0 13.85 m

RIGHTING ARM LEVER (G0Z) G0Z = KN - KG0 * SIN(θ) m


149

LOADING CONDITION -1

FULLY LOADED DEPARURE CONDITION

ANGLE (°) 5° 10° 20° 30° 40° 50° 60°

SIN(θ) 0.09 0.17 0.34 0.5 0.64 0.77 0.87

KN (m) 1.79 3.59 7.14 9.78 11.66 12.88 13.49

G0Z (m) 0.55 1.25 2.45 2.89 2.83 2.26 1.49 AREA UNDER CURVE UPTO 300 0.90 m radians

AREA UNDER CURVE UPTO 400 1.39 m radians

AREA UNDER CURVE BETWEEN 300 & 400 0.49 m radians

MAXIMUM RIGHTING LEVER (G0Z) 2.92 m

ANGLE AT WHICH MAX G0Z OCCURS 33.60 degrees

PROJECTED LATERAL WINDAGE AREA (A) 2247.40 m2

COG OF WINDAGE AREA ABOVE HALF DRAFT (Z) 13.71 m

STEADY WIND HEELING LEVER (lw1) 0.01 m

GUST WIND HEELING LEVER (lw2) 0.02 m

ANGLE OF HEEL DUE TO WIND (θ0) 0.16 degrees

ANGLE OF ROLL (θ1) 18.66 degrees

GUST WIND LEVER 2ND INTERCEPT (θc) 75.20 degrees

ADOPTED UPPER LIMIT FOR AREA (b) (θ2) 40.41 degrees

ANGLE OF DOWNFLOODING (θf) 40.41 degrees

ANGLE OF DECK EDGE IMMERSION (θd) 25.84 degrees

NET AREA BELOW GUST WIND HEELING ARM "a" 0.38 m radians

NET AREA ABOVE GUST WIND HEELING ARM "b" 1.42 m radians


150

LOADING CONDITION -1 FULLY LOADED DEPARURE CONDITION

30

θ

0.4

3.6

3.2

2.8

2.4

2.0

1.6

1.2

0.8

ANGLE OF HEEL(deg)

RIG

HTI

NG

LEV

ER G

Z (m

)

80706050402015105

4.4

4.8

4.0

θ

θ

θ

Fig 7.3


151

LOADING CONDITION-2 FULLY LOADED ARRIVAL CONDITION (50% STORE)

SL.NO ITEM WEIGHT LCG L.MOM VCG V.MOM FSM t m tm m tm tm 1 Crew &effects 5.76 36.89 212.49 30.78 177.29 0.00

2 Provision store 4.90 36.89 180.76 28.00 137.20 0.00

3 CH1(P) 13526.12 69.77 943717.31 13.53 183008.39 15475.16

4 CH1(S) 13526.12 69.77 943717.31 13.53 183008.39 15475.16

5 CH2(P) 15901.85 109.25 1737276.57 13.45 213879.82 18504.95

6 CH2(S) 15901.85 109.25 1737276.57 13.45 213879.82 18504.95

7 CH3(P) 14311.66 149.63 2141453.77 13.45 192491.83 16654.46

8 CH3(S) 14311.66 149.63 2141453.77 13.45 192491.83 16654.46

9 CH4(P) 15621.22 189.63 2962252.76 13.45 210105.47 18178.39

10 CH4(S) 15621.22 189.63 2962252.76 13.45 210105.47 18178.39

11 CH5(P) 12344.41 225.39 2782305.71 13.43 165785.38 13350.11

12 CH5(S) 12344.41 225.39 2782305.71 13.43 165785.38 13350.11

13 Slop tank(P) 861.00 50.99 43902.02 13.84 11916.24 210.43

14 Slop tank(S) 861.00 50.99 43902.02 13.84 11916.24 210.43 15 HFO tank1(P) 185.44 23.72 4398.56 2.28 422.80 476.06 16 HFO tank1(S) 185.44 23.72 4398.56 2.28 422.80 476.06 17 HFO tank2(P) 57.49 50.05 2877.34 1.60 92.26 82.29 18 HFO tank2(S) 57.49 50.05 2877.34 1.60 92.26 82.29 19 HFO tank 3(P) 1022.53 71.64 73254.71 1.57 1606.52 4654.40 20 HFO tank 3(S) 1022.53 71.64 73254.71 1.57 1606.52 4654.40 21 HFO tank4(P) 399.19 95.20 38003.29 1.54 616.06 1855.66 22 HFO tank4(S) 399.19 95.20 38003.29 1.54 616.06 1855.6623 Boiler fuel tank1(P) 88.31 44.10 3894.82 1.90 167.36 350.44 24 Boiler fuel tank1(S) 88.31 44.10 3894.82 1.90 167.36 350.44 25 Diesel oil tank 1(P) 166.06 35.90 5961.55 2.28 378.62 662.15 26 Diesel oil tank 1(S) 166.06 35.90 5961.55 2.28 378.62 662.15 27 Lo tank(P) 54.46 47.47 2585.38 1.60 87.40 82.29 28 Lo tank(S) 54.46 47.47 2585.38 1.60 87.40 82.29 29 Waste water tank (P) 32.45 8.38 271.81 4.00 129.79 2.86 30 Waste water tank (S) 32.45 8.38 271.81 4.00 129.79 2.86 31 Fresh water tank(P) 7.84 8.38 65.67 10.20 79.97 1.68 32 Fresh water tank(S) 7.84 8.38 65.70 10.20 79.97 1.68 33 Aft peak tank(P) 825.00 -5.63 -4648.30 18.96 15643.56 696.39 34 Aft peak tank(S) 825.00 -5.63 -4648.30 18.96 15643.56 696.39

35 Ice load 395.2 146.37 57845.42 24.39 9638.93 0.00

TOTAL 151215.91 142.40 21533384.64 13.24 2002776.36 182475.43


152


DEADWEIGHT 151215.91 142.40 21533384.64 13.24 2002776.36 182475.43

LIGHTSHIP WEIGHT 31694.80 107.46 3405923.21 12.63 400305.32 0.00DISPLACEMENT 182910.71 136.35 24939307.85 13.14 2403081.68 182475.43





FROM HYDROSTATICS THE TRIM IS -2.30 cm









TRANSVERSE METACENTRIC HEIGHT (GMT) 7.35 m

FREE SURFACE (FSM) CORRECTION (GG0) 1.00 m

CORRECTED METACENTRE (G0MT) 6.35 m

VERTICAL CENTRE OF GRAVITY WITH FSM (KG0) 14.14 m


ANGLE (°) 5° 10° 20° 30° 40° 50° 60°

SIN(θ) 0.09 0.17 0.34 0.5 0.64 0.77 0.87

KN (m) 1.79 3.60 7.17 9.85 11.74 12.95 13.55

G0Z (m) 0.52 1.19 2.36 2.77 2.68 2.05 1.23


153







PROJECTED LATERAL WINDAGE AREA (A) 2280.95 m2 COG OF WINDAGE AREA ABOVE HALF DRAFT (Z) 13.69 m








ANGLE OF DECK EDGE IMMERSION (θd) 26.15 degrees NET AREA BELOW GUST WIND HEELING ARM "a" 0.36 m radians NET AREAABOVE GUST WIND HEELING ARM "b" 1.36 m radians


154


30

θ

0.4

3.6

3.2

2.8

2.4

2.0

1.6

1.2

0.8

ANGLE OF HEEL(deg)

RIG

HTI

NG

LEV

ER G

Z (m

)

80706050402015105

4.4

4.8

4.0

θ

θ

θ

Fig 7.4


155

LOADING CONDITION - 3 BALLAST DEPARTURE CONDITION (50% STORE)

SL.NO ITEM WEIGHT LCG L.MOM VCG V.MOM FSM t m tm m tm tm 1 2 3 4 5 6 7 8

1 Crew &effects 5.76 36.89 212.49 30.78 177.29 0.00

2 Provision store 4.90 36.89 180.76 28.00 137.20 0.003 HFO tank1(p) 185.44 23.72 4398.56 2.28 422.80 476.064 HFO tank1(s) 185.44 23.72 4398.56 2.28 422.80 476.065 HFO tank2(p) 57.49 50.05 2877.34 1.60 92.26 82.296 HFO tank2(s) 57.49 50.05 2877.34 1.60 92.26 82.297 HFO tank 3(p) 1022.53 71.64 73254.71 1.57 1606.52 4654.408 HFO tank 3(s) 1022.53 71.64 73254.71 1.57 1606.52 4654.409 HFO tank4(p) 399.19 95.20 38003.29 1.54 616.06 1855.6610 HFO tank4(s) 399.19 95.20 38003.29 1.54 616.06 1855.6611 Boiler fuel tank1(P) 88.31 44.10 3894.82 1.90 167.36 350.4412 Boiler fuel tank1(S) 88.31 44.10 3894.82 1.90 167.36 350.4413 Diesel oil tank 1(P) 166.06 35.90 5961.55 2.28 378.62 662.1514 Diesel oil tank 1(S) 166.06 35.90 5961.55 2.28 378.62 662.1515 Lo tank(P) 54.46 47.47 2585.38 1.60 87.40 82.2916 Lo tank(s) 54.46 47.47 2585.38 1.60 87.40 82.2917 Waste water tank (P) 32.45 8.38 271.81 4.00 129.79 2.8618 Waste water tank (S) 32.45 8.38 271.81 4.00 129.79 2.8619 Fresh water tank(P) 7.84 8.38 65.67 10.20 79.97 1.6820 Fresh water tank(S) 7.84 8.38 65.70 10.20 79.97 1.6821 Aft peak tank(P) 300.00 -5.63 -1690.29 18.96 5688.57 696.3922 Aft peak tank(s) 300.00 -5.63 -1690.29 18.96 5688.57 696.3923 Wing ballast tank1(P) 298.33 50.96 15203.46 12.49 3724.64 12.4724 Wing ballast tank1(S) 298.33 50.96 15203.46 12.49 3724.64 12.4725 Wing ballast tank2(P) 2390.57 73.20 174989.93 12.50 29882.16 37.3026 Wing ballast tank2(S) 2390.57 73.20 174989.93 12.50 29882.16 37.3027 Wing ballast tank3(P) 2933.79 113.15 331957.89 12.50 36672.33 47.5728 Wing ballast tank3(S) 2933.79 113.15 331957.89 12.50 36672.33 47.5729 Wing ballast tank4(P) 2640.41 153.53 405368.55 12.50 33005.09 42.8130 Wing ballast tank4(S) 2640.41 153.53 405368.55 12.50 33005.09 42.8131 Wing ballast tank5(P) 2882.01 193.53 557741.63 12.50 36025.17 46.7332 Wing ballast tank5(S) 2882.01 193.53 557741.63 12.50 36025.17 46.7333 Wing ballast tank6(P) 2575.32 233.25 600695.03 13.01 33498.24 41.2634 Wing ballast tank6(S) 2575.32 233.25 600695.03 13.01 33498.24 41.2635 Ballast tank 1(P) 1694.27 119.65 202719.89 1.54 2614.72 3791.36


156

36 Ballast tank 1(S) 1694.27 119.65 202719.89 1.54 2614.72 3791.3637 Ballast tank 2(P) 2553.50 153.53 392026.42 1.54 3932.39 6007.2338 Ballast tank 2(S) 2553.50 153.53 392026.42 1.54 3932.39 6007.2339 Ballast tank 3(P) 2787.16 193.53 539384.36 1.54 4292.22 6556.9140 Ballast tank 3(S) 2787.16 193.53 539384.36 1.54 4292.22 6556.9141 ballast tank 4(P) 2070.92 228.34 472882.25 1.56 3232.91 4390.3642 Ballast tank 4(S) 2070.92 228.34 472882.25 1.56 3232.91 4390.3643 FP tank(P) 1258.82 257.31 323902.48 9.14 11508.25 1034.5144 FP tank(S) 1258.82 257.31 323902.48 9.14 11508.25 1034.51

45 Slop tank(P) 861.00 50.99 43902.02 13.84 11916.24 210.43

46 Slop tank(S) 861.00 50.99 43902.02 13.84 11916.24 210.43

47 Ice load 395.2 146.37 57845.42 24.39 9638.93 0.00

TOTAL 54925.62 153.64 8439032.20 8.18 449100.84 62166.26

DEADWEIGHT 54925.62 153.64 8439032.20 8.18 449100.84 62166.26

LIGHTSHIP

WEIGHT 31694.80 107.46 3405923.21 12.63 400305.32 0.00 DISPLACEMENT 86620.42 136.75 11844955.41 9.81 849406.16 62166.26


VERTICAL CENTRE OF GRAVITY (KG/VCG) 9.81 m LONGITUDINAL CENTRE OF GRAVITY (LCG) 136.75 m LONGITUDINAL CENTRE OF BUOYANCY (LCB) 136.75 m


CORRESPONDING MEAN DRAFT 8.60 m LONGITUDINAL CENTRE OF FLOTATION (LCF) 136.60 m MOMENT TO CHANGE TRIM BY 1cm (MCT1cm) 1906.03 tm





DRAFT FOR'D AT DRAFT MARKS 7.89 m TRANSVERSE METACENTRIC HEIGHT (GMT) GMT = KMT - KG 17.07 m FREE SURFACE (FSM) CORRECTION (GG0) GG0 = FSM/DISP 0.72 m

CORRECTED METACENTRE (G0MT) G0MT = GMT - GG0 16.35 m VERTICAL CENTRE OF GRAVITY WITH FSM (KG0) KG0 = KG + GG0 10.53 m


157

LOADING CONDITION – 3 BALLAST DEPARTURE CONDITION (50% STORE)

ANGLE (°) 5° 10° 20° 30° 40° 50° 60°

SIN(θ) 0.09 0.17 0.34 0.5 0.64 0.77 0.87

KN (m) 2.38 4.77 9.45 13.12 15.60 16.68 16.71

G0Z (m) 1.43 2.98 5.87 7.86 8.86 8.57 7.55














ANGLE OF DECK EDGE IMMERSION (θd) 31.81 degrees NET AREA BELOW GUST WIND HEELING ARM "a" 0.80 m radians NET AREA ABOVE GUST WIND HEELING ARM "b" 5.19 m radians


158

LOADING CONDITION – 3 BALLAST DEPARTURE CONDITION (50% STORE)

30

θ

0.8

7.2

6.4

5.6

4.8

4.0

3.2

2.4

1.6

ANGLE OF HEEL(deg)

RIG

HTI

NG

LEV

ER G

Z (m

)

80706050402015105

8.8

9.6

8.0

θ

θ

θ

Fig 7.5


159

LOADING CONDITION - 4

BALLAST ARRIVAL CONDITION (10% STORE) SL.NO ITEM WEIGHT LCG L.MOM VCG V.MOM FSM

t m tm m tm tm1 2 3 4 5 6 7 8

1 Crew &effects 5.76 36.89 212.49 30.78 177.29 0.00

2 Provision store 0.98 36.89 36.15 28.00 27.44 0.003 HFO tank1(p) 37.09 23.72 879.71 2.28 84.56 476.064 HFO tank1(s) 37.09 23.72 879.71 2.28 84.56 476.065 HFO tank2(p) 11.50 50.05 575.47 1.60 18.45 82.296 HFO tank2(s) 11.50 50.05 575.47 1.60 18.45 82.297 HFO tank 3(p) 204.51 71.64 14650.94 1.57 321.30 4654.408 HFO tank 3(s) 204.51 71.64 14650.94 1.57 321.30 4654.409 HFO tank4(p) 79.84 95.20 7600.66 1.54 123.21 1855.6610 HFO tank4(s) 79.84 95.20 7600.66 1.54 123.21 1855.6611 Boiler fuel tank1(P) 17.66 44.10 778.96 1.90 33.47 350.4412 Boiler fuel tank1(S) 17.66 44.10 778.96 1.90 33.47 350.4413 Diesel oil tank 1(P) 33.21 35.90 1192.24 2.28 75.72 662.1514 Diesel oil tank 1(S) 33.21 35.90 1192.24 2.28 75.72 662.1515 Lo tank(P) 10.89 47.47 517.08 1.60 17.48 82.2916 Lo tank(s) 10.89 47.47 517.08 1.60 17.48 82.2917 Waste water tank (P) 6.49 8.38 54.36 4.00 25.96 2.8618 Waste water tank (S) 6.49 8.38 54.36 4.00 25.96 2.8619 Fresh water tank(P) 1.57 8.38 13.13 10.20 15.99 1.6820 Fresh water tank(S) 1.57 8.38 13.14 10.20 15.99 1.6821 Aft peak tank(P) 600.00 -5.63 -3380.58 18.96 11377.13 696.3922 Aft peak tank(s) 600.00 -5.63 -3380.58 18.96 11377.13 696.3923 Wing ballast tank1(P) 298.33 50.96 15203.46 12.49 3724.64 12.4724 Wing ballast tank1(S) 298.33 50.96 15203.46 12.49 3724.64 12.4725 Wing ballast tank2(P) 2390.57 73.20 174989.93 12.50 29882.16 37.3026 Wing ballast tank2(S) 2390.57 73.20 174989.93 12.50 29882.16 37.3027 Wing ballast tank3(P) 2933.79 113.15 331957.89 12.50 36672.33 47.5728 Wing ballast tank3(S) 2933.79 113.15 331957.89 12.50 36672.33 47.5729 Wing ballast tank4(P) 2640.41 153.53 405368.55 12.50 33005.09 42.8130 Wing ballast tank4(S) 2640.41 153.53 405368.55 12.50 33005.09 42.8131 Wing ballast tank5(P) 2882.01 193.53 557741.63 12.50 36025.17 46.7332 Wing ballast tank5(S) 2882.01 193.53 557741.63 12.50 36025.17 46.7333 Wing ballast tank6(P) 2575.32 233.25 600695.03 13.01 33498.24 41.2634 Wing ballast tank6(S) 2575.32 233.25 600695.03 13.01 33498.24 41.2635 Ballast tank 1(P) 1694.27 119.65 202719.89 1.54 2614.72 3791.36


160

36 Ballast tank 1(S) 1694.27 119.65 202719.89 1.54 2614.72 3791.3637 Ballast tank 2(P) 2553.50 153.53 392026.42 1.54 3932.39 6007.2338 Ballast tank 2(S) 2553.50 153.53 392026.42 1.54 3932.39 6007.2339 Ballast tank 3(P) 2787.16 193.53 539384.36 1.54 4292.22 6556.9140 Ballast tank 3(S) 2787.16 193.53 539384.36 1.54 4292.22 6556.91

41 Ballast tank 4(P) 2070.92 228.34 472882.25 1.56 3232.91 4390.3642 Ballast tank 4(S) 2070.92 228.34 472882.25 1.56 3232.91 4390.3643 FP tank(P) 1258.82 257.31 323902.48 9.14 11508.25 1034.5144 FP tank(S) 1258.82 257.31 323902.48 9.14 11508.25 1034.51

45 Slop tank(P) 1722.00 50.99 87804.04 13.84 23832.48 210.43

46 Slop tank(S) 1722.00 50.99 87804.04 13.84 23832.48 210.43

47 Ice load 395.2 146.37 57845.42 24.39 9638.93 0.00

TOTAL 54021.66 153.89 8313209.87 8.86 478471.40 62166.26

DEADWEIGHT 54021.66 153.89 8313209.87 8.86 478471.40 62166.26

LIGHTSHIP

WEIGHT 31694.80 107.46 3405923.21 12.63 400305.32 0.00 DISPLACEMENT 85716.46 136.72 11719133.08 10.25 878776.72 62166.26














TRANSVERSE METACENTRIC HEIGHT (GMT) GMT = KMT - KG 16.86 m

FREE SURFACE (FSM) CORRECTION (GG0) GG0 = FSM/DISP 0.73 m

CORRECTED METACENTRE (G0MT) G0MT = GMT - GG0 16.13 m

VERTICAL CENTRE OF GRAVITY WITH FSM (KG0) KG0 = KG + GG0 10.98 m



161

LOADING CONDITION – 4

BALLAST ARRIVAL CONDITION (10% STORE)

ANGLE (°) 5° 10° 20° 30° 40° 50° 60° 70

SIN(θ) 0.09 0.17 0.34 0.5 0.64 0.77 0.87 0.94

KN (m) 2.39 4.80 9.49 13.15 15.63 16.72 16.74 15.97

G0Z (m) 1.40 2.93 5.76 7.66 8.60 8.27 7.19 5.65














ANGLE OF DECK EDGE IMMERSION (θd) 31.96 degrees

NET AREA BELOW GUST WIND HEELING ARM "a" 1.33 m radians

NET AREA BELOW GUST WIND HEELING ARM "b" 5.06 m radians


162

LOADING CONDITION – 4

BALLAST ARRIVAL CONDITION (10% STORE)

30

θ

0.8

7.2

6.4

5.6

4.8

4.0

3.2

2.4

1.6

ANGLE OF HEEL(deg)

RIG

HTI

NG

LEV

ER G

Z (m

)

80706050402015105

8.8

9.6

8.0

θ

θ

θ

Fig 7.6


163

SUMMARY RESULTS OF ALL LOADING CONDITIONS (Tables 7.34)

SL. NO DESCRIPTION UNIT LOADING CONDITIONS

LC - 1 LC - 2 LC - 3 LC - 4 1 Lighship weight t 31694.80 31694.80 31694.80 31694.80

2 Deadweight t 152676.52 151215.91 54925.62 54021.66

3 Displacement t 184371.32 182910.71 86620.42 85716.46

4 VCG m 12.86 13.14 9.81 10.25

5 LCG m 136.24 136.35 136.75 136.72

6 LCB m 136.24 136.35 136.75 136.72

7 Trim cm 1.90 -2.30 142.30 143.60

8 Mean Draft (T) m 16.86 16.74 8.60 8.52

9 LCF m 129.14 129.21 136.60 136.63

10 MCT1cm t.m 2361.41 2355.33 1906.03 1902.31

11 KMT m 20.47 20.49 26.88 27.11

12 GMT m 7.61 7.35 17.07 16.86

13 GG0 m 0.99 1.00 0.72 0.73

14 G0MT m 6.62 6.35 16.35 16.13

15 Area upto 300 m

rad 0.90 0.88 2.25 2.21

16 Area upto 400 m

rad 1.39 1.35 3.72 3.63

17 Area between 300 & 400 m

rad 0.49 0.47 1.47 1.42

18 Max G0Z m 2.92 2.79 8.94 8.66

19 Angle at max G0Z deg 33.60 33.15 41.33 41.64

20 Windage Area (A) m2 2247.40 2280.95 4421.77 4441.91

21 COG of windage area (Z) m 13.71 13.69 13.24 13.24

22 Steady wind heeling lever (lw1) m 0.01 0.01 0.03 0.04

23 Gust wind heeling lever (lw2) m 0.02 0.02 0.05 0.06

24 Angle of heel due to wind (θ0) deg 0.16 0.16 0.21 0.21

25 Angle of roll (θ1) deg 18.66 18.82 17.48 22.74

26 Gust wind 2nd intercept (θc) deg 75.20 72.80 99.06 100.15

27 Adopted upper limit (θ2) deg 40.41 40.78 50.00 50.00

28 Angle of downflooding (θf) deg 40.41 40.78 57.11 57.22

29 Angle of deck immersion (θd) deg 25.84 26.15 31.81 31.96

30 Area "a" m

rad 0.38 0.36 0.80 1.33

31 Area "b" m

rad 1.42 1.36 5.19 5.06


CHAPTER 8

MIDSHIP SECTION DESIGN


164

MIDSHIP SECTION

8.1 INTRODUCTION

Midship section design is in accordance with Ice class Rules given by Finnish Maritime Administration, Sept 2003 and the rules for classification of ships given by Lloyd’s Registrar of Shipping July 2002. Fig. 8.1 is a typical midship section of a double skin ice class tanker.

Figure 8.1

Typical midship section of a double skin Ice class Tanker

8.1.1. Definitions (1) L : Rule length, in m, is the distance, in meters, on the summer load water

line from the forward side of the stem to the after side of the rudderpost or to the center of the rudder stock, if there is no rudder post. L is neither to be less than 96% nor to be greater than 97% of the extreme length on the summer load water line.

97% of extreme length of LWL = 264.39 m (2) B : Breadth at amidships or greatest breadth, in meters. B = 48.7 m

(3) D : Depth is measured, in meters, at the middle of the length L, from top of the keel to top of the deck beam at side on the uppermost continuous deck. D = 23.76 m (4) T : T is the Maximum Ice Class draught of the ship, in m = 16.75 m (5) LPP : Distance in m on the summer LWL from foreside of the stem to after side of rudder post, or to the centre of the Podded unit, if there is no rudder post. LPP = 263.00 m


165

(6) LPAR = Length of parallel midship body, in m (approx. 105.2 m) (7) CB : Block coefficient at draught T corresponding to summer waterline, based on rule length L and moulded breadth B. CB = 0.84 (8) hG = Ice thickness, in m, defined in the table given by FSICR (9) h = 0.35 m (10) Awf = Area of the waterline of the bow in m2. Awf = 3841 m2 (11) α = Angle of the waterline at B/4 = 70° (12) φ1 = Rake of the Ice breaking stern at the centreline = 24.2° (13) φ2 = Rake of the Ice breaking stern at B/4 = 24.5° (14) DP = Diameter of propeller = 7260 mm (15) HM = Thickness of the brash ice in mid channel, in m = 1.0 m (16) HB = Thickness of the brash ice layer displaced by the stern (17) ReH = Minimum yield stress, in N/mm2, of the material defined (18) LWL = Load Waterline, at fully loaded condition. (19) BWL = Ballast Waterline at Ballast condition. (20) b : The width of plating supported by the primary member or secondary member. (21) be : The effective width, in m, of end brackets. (22) bI : The minimum distance from side shell to the inner hull or outer longitudinal bulkhead measured inboard at right angles to the centre line at summer load water line, in m. (23) le : Effective length, in m, of the primary or secondary member, measured between effective span points. (24) ds : The distance, in m, between the cargo tank boundary and the moulded line of the side shell plating. (25) db : The distance, in m, between the bottom of the cargo tanks and the moulded line of the bottom shell plating measured at right angles to the bottom shell plating. (26) k : Higher tensile steel factors. For HT steels (Lloyd’s AH32, DH32 &

EH32), k = 0.78 (27) s : Spacing in mm of ordinary stiffeners or primary support as applicable.

(28) S : Overall span of frame, in m (29) t : Thickness of plating, in mm. (30) Z : Section modulus, in cm3, of the primary or secondary member, in

association with an effective width of attached plating. (31) RB : Bilge radius, in mm.


166

(32) FD,FB : Local scantling reduction factor above neutral axis and below neutral axis

respectively. FD = 0.67, for plating and 0.75, for longitudinals FB = 0.67, for plating and 0.75, for longitudinals (33) dDB : Rule depth of center girder, in mm (34) SS : Span of the vertical web, in m (35) tW : Thickness of web, in mm (36) tB : Thickness of end bracket plating, in mm

8.1.2 Class Notation

Vessel is designed to be classed as ✠+100A1 Baltic service Ice class 1A Super Double Hull Oil Tanker ESP.’ ESP means Enhanced Survey Program. This is for Ice navigating tanker having integral cargo tanks for carriage of crude oil. Where the length of the ship is greater than 190m, the scantlings of the primary supporting structure are to be assessed by direct calculation and the Ship Right notations Structural Design Assessment (SDA), Fatigue Design Assessment (FDA) and Construction Monitory (CM) are mandatory.

8.1.3 Cargo Tank Boundary Requirements Minimum double side width (ds)

ds = 0.5 + (dwt/20,000) or ds = 2.0 m Whichever is lesser But ds should not be less than 1 m. ds = 0.5 + (150000/20,000) = 8.0 m Double side width is taken as 3.0 m to get the required ballast volume. ∴ ds = 3.0 m

Minimum double bottom depth (dB) dB = B/15 or dB = 2.0 m Whichever is lesser dB = 48.76/15 = 3.25 m A double bottom height of 3.0 m is provided to get the required ballast volume.

∴ dB = 3.0 m Structural configuration adopted has a single centreline longitudinal bulkhead. For length of cargo tanks and tank boundaries. [Refer General Arrangement Plan]


167

8.1.4 Type of Framing System [LRS Part 4, Chapter 9, Section 1.3.10, 1.3.11]

The bottom shell, inner bottom and deck are longitudinally framed (for L > 75m). The side shell, inner hull bulkheads and long bulkheads are also longitudinally framed (L > 150m). When the side shell in long framed, the inner hull bulkhead is also to be framed longitudinally. Primary members are defined as girders, floors, transverses and other supporting members.

8.2 LONGITUDINAL STRENGTH

8.2.1 Minimum Hull Section Modulus [LRS Part 3, Chapter 4, Section 5]

The hull midship section modulus about the transverse neutral axis, at the deck or keel is to be not less than

Z min = f1KL C1L2B (CB + 0.7) x 10-6 m3

f1 = Ship’s service factor, specially considered depending upon the service restriction and in any event should not be less than

0.5 For unrestricted sea going service f1 = 1.0

∴f1 taken as 1 and KL = 0.78 (Grade DH32/EH32) C1 = 10.75 – [(300-L)/100] 1.5 for 90<L<300m = 10.537 CB = Block Coefficient = 0.84

∴ Z min = 43.09 m3

8.2.2 Hull Envelope Plating

1. Deck plating 2. Sheer strake and shell

plating above Ice strengthened region.

3. Ice strengthened shell 4. Side shell below ice

strengthening 5. Bilge 6. Bottom shell 7. Keel

Fig. 8.2

Itemization of parts


168

For longitudinally framed system the web structure:

Fig 8.3

Framing system

8.2.3 Minimum require Power

( ) [ ]kW

D1000/R

KPP

2/3CH

e= ;

Propeller type or machinery

CP or electric or hydraulic propulsion machinery

FP propeller

1 propeller 2.03 2.26 2 propellers 1.44 1.60 3 propellers 1.18 1.31

Table 8.1

Values of Ka Ke = 1.60 RCH is the resistance in Newton of the ship in a channel with brash ice and a consolidated layer:

( ) ( )L

ABLTCHLCHCBHHCCCR wf

3

252FPAR4Fψ

2MF321CH ⎟

⎠⎞

⎜⎝⎛++++++= μC

Cμ = 0.15cosϕ2 + sinψsinα = 0.546 Cμ is to be taken equal or larger than 0.45 °≤=−⋅= 45if0Cand,115.2047.0C ψψ ψψ


169

⎟⎠⎞

⎜⎝⎛=

αϕψ

sintanarctan 2 = 30.17o

ψC = 25.89 HF = 0.26 + (HMB) 0.5

= 7.2 m HM = 1.0 for ice classes IA and IA Super = 0.8 for ice class IB = 0.6 for ice class IC HM = 1.0 C1 and C2 take into account a consolidated upper layer of the brash ice and are to be taken as zero for ice classes IA, IB and IC. Given: C3 = 845 kg/ (m2s2) C4 = 42 kg/ (m2s2) C5 = 825 kg/s2

5 ≤ 3

2BLT

⎟⎠⎞

⎜⎝⎛ ≤ 20

P = 21.2 MW (approx) 8.2.4 Ice load Height of load area An ice-strengthened ship is assumed to operate in open sea conditions corresponding to a level ice thickness not exceeding ho. The design height (h) of the area actually under ice pressure at any particular point of time is, however, assumed to be only a fraction of the ice thickness. The values for ho and h are given in the following table. .

Table 8.2 Values of ho and h

8.2.5 Ice pressure The design ice pressure is determined by the formula: p = cd · c1 · ca · po [MPa], where

Ice Class ho [m] h [m] IA Super

IA IB IC

1.0 0.8 0.6 0.4

0.35 0.30 0.25 0.22

Ice Class ho [m] h [m] IA Super

IA IB IC

1.0 0.8 0.6 0.4

0.35 0.30 0.25 0.22


170

cd = a factor which takes account of the influence of the size and engine output of the ship. It is calculated by the formula:

a and b are given in the following table: .

Table 8.3

Values of a and b Δ = the displacement of the ship at maximum ice class draught [t] = 183376.12 t P = the actual continuous engine output of the ship [kW] 38250 KW K = 83.75 a = 2 b = 286 c1 = a factor which takes account of the probability that the design ice pressure occurs in a certain region of the hull for the ice class in question. The value of c1 is given in the following table:

Table 8.4 Values of c1

1000b k acd

+⋅=

1000P k ⋅Δ

=

R e g i o n Forward Midship & Aft

a b

k ≤ 12 k > 12 k ≤ 12 k > 12 30 230

6 518

8 214

2 286

Ice Class R e g i o n Forward Midship Aft

IA Super IA IB IC

1.0 1.0 1.0 1.0

1.0 0.85 0.70 0.50

0.75 0.65 0.45 0.25


171

c1 = 1 ca = a factor which takes account of the probability that the full length of the area under consideration will be under pressure at the same time. It is calculated by the formula:

0.6 minimum; 1.0 maximum;44

5-47=c aa

l

la shall be taken as follows: .

Table 8.5

Values of la po = the nominal ice pressure; the value 5.6 Mpa shall be used. 8.3 Calculations for Ice strengthened part 8.3.1 Vertical extension of Ice Belt The vertical extension of the ice belt shall be as follows: Ice Belt is from 7.00 m to 17.35 m above d ship’s depth from keel.

Table 8.6

Extension of Ice strengthening at midship

Structure Type of framing la [m] la [m] Ca [m] P Shell Transverse Frame spacing 0.35 1.028 2.612

Longitudinal 2 ⋅ frame spacing 0.7 0.989 2.511 Frames Transverse Frame spacing 0.35 1.028 2.612

Longitudinal Span of frame 4.25 0.585 1.486 Ice stringer Span of stringer 4.25 0.585 1.486 Web frame 2 ⋅ web frame spacing 8.5 0.102 0.260

Ice Class Above LWL [m]

Below BWL [m]

IA Super 0.6 0.75 IA 0.5 0.6 IB 0.4 0.5 IC 0.4 0.5


172

8.3.2 Plate thickness in the ice belt For transverse framing the thickness of the shell plating shall be determined by the

For longitudinal framing the thickness of the shell plating shall be determined by the formula:

S = the frame spacing [m] pPL = 0.75 p [MPa] p = 1.88

1.0maximum;1.8)(h/s

4.23.1f 21 +−=

= 0.764

1h/swhen;(h/s)0.40.6f2 ≤+=

f2 = 1.4 - 0.4 (h/s); when 1≤ h/s < 1.8 = 1.0 h = 0.35

σy = yield stress of the material [N/mm2]

σy = 235 N/mm2 for normal-strength hull structural steel

σy = 315 N/mm2 or higher for high-strength hull structural steel If steels with different yield stress are used, the actual values may be substituted for the above ones if accepted by the classification society. tc = increment for abrasion and corrosion [mm]; normally tc shall be 2 mm t = 20.05 mm Taken t = 24 mm

[ ]mmtpf s 667 t cy

PL1 +⋅

=σ

[ ]mmtf

p s 667 t c2

PL +⋅

=yσ


173

.

Table 8.7 Vertical extension of ice strengthening

The vertical extension of the ice strengthening of the framing shall be at least as Vertical extension of ice strengthening in framing is from 5.41 m to 18.55 m. 8.3.3 Transverse frames Section modulus The section modulus of a main or intermediate transverse frame shall be calculated

by the formula: p = ice pressure s = frame spacing [m] h = height of load area l = span of the frame [m]

[ ]36

t

cm10m

h s p Zy

lσ⋅⋅⋅⋅

=

Ice Class Region Above LWL [m]

Below BWL [m]

IA Super

From stem to 0.3L abaft it

1.2

To double bottom or below top of floors

Abaft 0.3L from

stem

1.2

1.6

midship 1.2 1.6 aft 1.2 1.2

IA, IB, IC


1.0

1.6

Abaft 0.3L from stem

1.0

1.3

Midship 1.0 1.3 Aft 1.0 1.0

Ice Class Region Above LWL [m]

Below BWL [m]

IA Super


1.2

To double bottom or below top of floors

Abaft 0.3L from

stem

1.2

1.6

midship 1.2 1.6 aft 1.2 1.2

IA, IB, IC


1.0

1.6

Abaft 0.3L from stem

1.0

1.3

Midship 1.0 1.3 Aft 1.0 1.0


174

mt = l5h/-7

m7 o

σy = yield stress [N/mm2] mo = values are given in the following table: .

Table 8.8

Values of mo Z = 580.4 cm3 8.3.4 Longitudinal frames The section modulus of a longitudinal frame shall be calculated by the formula:

[ ]36

y

243 cm10m

hpff Z

σ⋅⋅⋅⋅⋅

=l


175

The shear area of a longitudinal frame shall be:

This formula is valid only if the longitudinal frame is attached to supporting structure by brackets f3 = factor which takes account of the load distribution to adjacent frames f3 = (1 - 0.2 h/s) = 0.8. f4 = factor which takes account of the concentration of load to the point of support, f4 = 0.6 p = ice pressure h = height of load area s = frame spacing [m] l = span of frame [m] m = boundary condition factor; m = 13.3 for a continuous beam; where the

boundary conditions deviate significantly from those of a continuous beam, e.g. in an end field, a smaller boundary factor may be required.

σy = yield stress Z = 1076.5 cm3 A = 48.62 cm2 Scantling selected 330x15 HB Z = 1100 cm3 A = 65.9 cm2 8.3.5 Stringers within the ice belt The section modulus of a stringer situated within the ice belt (see 4.3.1) shall be calculated by the formula:

[ ]36

y

25 cm 10m

hpf Zσ⋅⋅⋅⋅

=l

The shear area shall be:

[ ]24

y

5 cm102

hpf3 Aσ

l⋅⋅⋅⋅=

[ ]24

y

3 cm102

hpf3 A

σl⋅⋅⋅⋅

=


176

The product p ⋅ h shall not be taken as less than 0.30. f5 = factor which takes account of the distribution of load to the transverse

frames; to be taken as 0.9

σy = yield stress Z = 2153 cm3 A = 53.34 cm2 Wing tank girder has been provided in place of stringer. 8.3.6 Load on Web frames in Ice Belt The load transferred to a web frame from an ice stringer or from longitudinal framing shall be calculated by the formula: F = p ⋅ h ⋅ S [MN] The product p ⋅ h shall not be taken as less than 0.30 S = distance between web frames [m] F = 0.76 MN

8.4 Dimensions of non Ice strengthened parts:

8.4.1 Deck plating: [FSICR]

t = 20 mm

For Lloyd’s grade DH32, and for Russian Ice class LU4 or FMA Ice class 1A.

8.4.2 Sheer strake: [FSICR]

t = 20 mm

For Lloyd’s grade EH32, and for Russian Ice class LU4 or FMA Ice class 1A.

8.4.3 Side shell below Ice strengthening:

The greatest of the following is to be taken: t = 0.001s (0.059L1 + 7) √ FB/kL

= 11.81 mm


177

But not less than

t = 0.0042 s√ hT1k s = spacing of shell longitudinals = 700 mm

hT1 = T + Cw m but need not be taken greater than 1.36T hT1 = 23.12 Cw = a wave head, in meters, 7.71 x 10–2Le–0,0044L Cw = 6.37 ∴ t = 12.48 mm

Selected t = 20 mm (Lloyd’s Grade DH32)

8.4.4 Bottom shell and bilge

t = 0.0052s hT2 = T + 0.5CW m but need not be taken greater than 1.2T = 19.93 FB = 0.67 (refer ‘DEFINITIONS’) k = 0.78 (refer ‘DEFINITIONS’) ∴ t = 10.27 mm Selected t = 18 mm (Lloyd’s Grade DH32)

8.4.5 Keel Plating

Keel plating should not be less than thickness of bottom shell + 2 mm

∴t = 20 mm,

But need not exceed t = 25 √ k = 22.08 mm Selected t = 22 mm

Width of keel plate is to be not less than 70B mm, but need not exceed 1800 mm and is to be not less than 750 mm. (LRS part 4, chapter1, and table 1.5.1)

70B = 3409 mm Selected w = 1800 mm

8.4.6 Inner bottom Plating t = t0 / √ 2-FB

t0 = 0.005s√ kh1

s = spacing of inner bottom longitudinal = 700mm k = 0.78

hT2k

1.8-FB√


178

h = distance in m, from the plate in consideration to the highest point of the tank, excluding hatchway. R = 0.354 b1 = B/2 = 24.35 m h1 = 0.72 (h+Rb1) = 21.15 t0 = 14.22 mm t = 12.33 mm Selected = 14 mm (Lloyd’s Grade DH32)

8.5 Hull Framing [LRS Part 4, Chapter 9, Section 5]

8.5.1 Bottom Longitudinals

The section modulus of bottom longitudinals within the cargo tank region is not to be less than greater of the following: a) Z = 0.056kh1sle2F1FS cm3

K = 0.78 (Refer ‘DEFINITIONS’) h1 = (h0 + D1/8), but in no case be taken less than L1/56 m or

(0.00L1 + 0.7) m, whichever is greater & need not be taken greater than (0.75 D + D1/8), for bottom longitudinals.

= 19.82m h0 = distance in m, from the midpoint of span of stiffener to

highest point of tank, excluding hatchway. = 22 m D1 = 16 m (refer ‘DEFINITIONS’) s = spacing of bottom longitudinals = 700 mm le = effective span of longitudinals which are assumed to be supported by web frames spaced at 5s, where s is the basic frame spacing in midship region (850 mm ) not to be taken less than 1.5 m in double bottom and 2.5 m else where. le = 4.25 m F1 = Dc1/(25D-20h) = 0.133 c1 = 75/(225 – 150FB), at base line of ship. FB = 0.75 (refer ‘DEFINITIONS’)

∴c1 = 0.667


179

h = distance of longitudinal below deck at side, in meters = 23.76 m D = 23.76 m (refer ‘DEFINITIONS’)

∴F1 = 0.133 FS = 1, at upper deck at side and at the base line.

∴Z = 1459.5 cm3

b) Z = 0.0051kh3sle2F2 cm3 k = 0.78 (refer ‘DEFINITIONS’) h3 = 75D+Rb1

b1 = 24.35 m R = (0.45+0.1 L/B)(0.54 – L/1270) = 0. 354 D1 = 16 m h3 = 26.44 m F2 = Dc2/ (3.18D-2.18h) = 0.785 c2 = 165/ (345-180FB) s = 700 mm le = 4.25 m

∴Z = 1044.8 cm3 Greater of the two is to be taken, i.e. Z = 1459.5 cm3

Selected 400 x 18 HB Z (Avail) = 1250 cm3 8.5.2 Deck Longitudinals (LRS, Part 4, Chapter 9.5.3.1)

The modulus of bottom longitudinals within the cargo tank region is not to be less than greater of the following: a) Z = 0.056kh1sl2eF1FS cm3

k = 0.78 (refer ‘DEFINITIONS’) h1 = (h0 + D1/8), but in no case be taken less than L1/56 m. h0 = 0 ( for deck longitudinals) D1 = 16 (h0 + D1/8) = 2 L1 = 190 L1/56 = 3.39 0.01L1 +0.7 = 2.6


180

∴h1 = L1/56 = 3.39 s = 700 mm le = 4.25m F1 = Dc1 / (4D + 20h) h = 0 (for deck longitudinals) c1 = 60 / (225 – 165FD) at deck FD = 0.75 (refer ‘DEFINITIONS’) ∴ c1 = 0.595 ∴F1 = 0.148 Fs = 1, at upper deck at side and at baseline of ship ∴Z = 277.06 cm3

b) Z = 0.0051kh3sle2F2 cm3

R = 0.354 bi = B/2 = 24.35 m h3 = h0 + Rb1 = 8.62 m s = 700 mm le = 4.25m F2 = Dc2 / (D + 2.18h) c2 = 165 / (345 – 180FD) FD = 0.75 (refer ‘DEFINITIONS’) ∴c2 = 1.0 ∴F2 = 1.0 ∴Z = 433.5 cm3

Greatest of the two is to be taken, i.e. Z = 433.5 cm3

250 x 12 HB section is selected Z available = 500 cm3

8.5.3 Side Shell Longitudinals (LRS Part 4, Chapter 9. 5.3.1)

From standardization point of view the side shell is divided into longitudinal fields as shown in fig 8.4. Design of the longitudinals for each field is done using the information for the lowest longitudinal in each field. 8.5.4 Inner hull and CL bulkhead longitudinals The modulus of side shell longitudinals within the cargo tank region is not to be less than greater of the following: a) Z = 0.056kh1sle2F1Fs cm3

b) Z = 0.0051kh3sle2F2 cm3


181

Where,

h1 = (h0 + D1/8), but in no case be taken less than L1/56 m or 0.01L1 +0.7 m whichever is the greater.

s = 700 mm

le = 4.25 m

k = 0.78

FD = 0.75

D1 = 16

L1 = 190 m

L1/56 = 3.39

h = distance of longitudinal below deck at side, in meters

h3 = h0 + Rb1

For side longitudinals above D/2,

F1 = Dc1 / (4D + 20h)

F2 = Dc2 / (D + 2.18h)

For side longitudinals below D/2,

F1 = Dc1/(25D-20h)

F2 = Dc2/(3.18D-2.18h)

c1 = 60 / (225 – 165FD) at deck

= 1.0 at D/2 = 75/ (225 – 150FB), at base line of ship

c2 = 165/ (345 – 180FB) at deck = 1.0 at D/2 = 165/ (345 – 180FD) at baseline of ship


182

Fig 8.4

Side shell regions

ITEM REG 1 REG 2 ho 5.21 20.76 D1 16 16

h1= h0+D1/8 7.21 22.76 h3 13.83 29.38 F1 0.113 0.0777 F2 0.702 0.5468 Fs 1 1

a) Z 450.405 976.925 b) Z 488.61 808.12

Taken Z (cm3) 488.61 976.92 Section HB HB

Scantling 260 x 11 340 x 13 Z

f k i ( 3)488.61 976.92

Z(available) 500 1000

Table 8.9

Determination of scantlings of side shell longitudinals


183

8.6 Inner Hull, Inner Bottom and Longitudinal Bulkheads

(LRS Part 4, Chapter 9, Section 6)

The inner hull, inner bottom and longitudinal bulkheads are longitudinally framed. The symbols used in this section are defined as follows:

b1 = the greatest distance in meters, from the centre of the plate panel or midpoint of the stiffener span, to the corners at top of the tank on either side.

c1 = 60 / (225 – 165FD) at deck = 1.0 at D/2 = 75/(225 – 150FB), at base line of ship c2 = 165/(345 – 180FB) at deck = 1.0 at D/2 = 165/(345 – 180FD) at baseline of ship h = load height, in meters measured vertically as follows: (a) for bulkhead plating the distance from a point one third of the height of the

plate panel above its lower edge to the highest point of the tank, excluding hatchway

(b) for bulkhead stiffeners or corrugations, the distance from the midpoint of span of the stiffener or corrugation to the highest point of the tank, excluding hatchway

h1 = (h + D1/8), but not less than 0.72 (h + Rb1) h2 = (h + D1/8), in meters, but in no case be taken less than L1/56 m or (0.01L1 + 0.7) m, whichever is greater h3 = distance of longitudinal below deck at side, in meters, but is not

to be less than 0 h4 = h + Rb1

h5 = h2 but is not to be less than 0.55h4 t0 = 0.005s √kh1

t1 = t0(0.84 + 0.16(tm/t0)2) tm = minimum value of t0 within 0.4D each side of mid depth of bulkhead


184

8.6.1 Inner Hull Longitudinal Bulkhead Plating

For the determination of scantlings of longitudinal bulkhead plating and inner hull plating’s areas follows. (Refer fig 8.4)

ITEM Region 1 Region 2 ice belt

h 5.41 19.09 15.35 D1 16 16 16

h1 10.101 21.09 17.35 h2 7.41 21.09 17.35 h4 14.029 27.7099 23.96 h5 7.7164 21.09 17.35 t0 9.824 14.195 12.875 t1 10.952 13.7928 12.875

taken 12 14 13

Table 8.10

Determination of Inner Hull and Longitudinal Bulkhead Plating

8.6.2 CL Longitudinal Bulk Head Longitudinals and Inner Hull Longitudinals

Inner hull and longitudinal bulkheads are to be longitudinally framed. The modulus of longitudinals is not to be less than greater of the following: (a) Z = 0.056kh2sl2eF1 cm3 (b) Z = 0.0051kh4sl2eF2 cm3

The inner hull and bulkhead plating is divided into various strakes for the determination of center line bulkhead longitudinals and inner hull longitudinals.

s = 700 mm le = 4.25m


185

.

ITEM Region 1 Region 2 Between 1 & 2 b1 5.41 19.09 15.35 h1 24.35 24.35 24.35 h2 16 16 16 h3 10.10 21.09 17.35 h4 7.41 21.09 17.35 c1 6.5 17 13.5 c2 14.03 27.71 23.97 F1 0.7 0.7 1 F2 0.87 0.87 1 Z1 456.380 912.923 751.030 Z2 405.448 435.494 692.703

Taken Z (cm3) 456.380 912.923 751.030

Section HB HB HB Scantling 250 X 13 325 X 17 325 X 12

Table.8.11

Determination of scantlings of CL longitudinal bulkhead longitudinal and inner hull longitudinal

8.6.3 Inner Bottom Plating and Longitudinals

The inner bottom is to be longitudinally framed and the inner bottom plating thickness is to be

t = t0 / √ 2-FB

t0 = 0.005s√ kh1

s = spacing of inner bottom longitudinal = 700mm k = 0.78 h = distance in m, from the plate in consideration to the highest

point of the tank, excluding hatchway = 20.76 m R = 0.354 (refer previous sections) b1 = B/2 = 24.35 m h1 = 0.72 (h+Rb1) = 21.15 t0 = 14.21 mm

t = 12.32 mm Selected = 14 mm


186

The modulus of longitudinals is not to be less than greater of the following: (a) Z = 0.056kh2sl2eF1 cm3

h = 19.38 m D1 = 16 m h2 = h + D1 / 8 = 22.76 m F1 = 0.078 ∴Z = 985.2 cm3

(b) Z = 0.0051kh4sl2eF2 cm3 h4 = h + Rb1 = 27.709m F2 = 0.316

∴Z = 440.67 cm3

Selected Z = 985.2 cm3.

Selected HB 330 x 13

Z available = 1000 cm3

8.7 Primary Members Supporting the Hull Longitudinal Framing 8.7.1 Centre girder (LRS Part 4, Section 9.3.3) (a) Minimum depth of centre girder

dDB = 28B + 205√ T mm dDB = 2202.6 mm dDB = 3000 mm Given 3.0 m.

(b) Minimum thickness of centre girder (LRS, Part 4.9.3.4) t = (0.008 dDB + 1) √ k = 22.07 mm Given thickness = 22 mm

8.7.2 Floors and Side Girders t = (0.007dDB + 1) √ k = 19.43 mm

But not to exceed 12√ k = 10.6 mm Given thickness = 10.6 mm

∴t = 16 mm


187

8.7.3 Deck Transverses (LRS Part 4.10.2.8) Section modulus of deck transverses is not to be less than

Z = 53.75 (0.0269sL + 0.8) (ST + 1.83) k cm3

s = 4.25 m L = 229.8 m ST = span of transverse = 8.116 m ∴Z = 12871.3 cm3

Taken T section 1500 X 14 +600 X 20 is selected.

8.7.4 Vertical web on centreline longitudinal bulkhead Section modulus of vertical web is to be not less than

Z = K3shsSs2k (sm3)

K3 = 1.88, s = 4.25 hs = distance between the lower span point of the vertical web

and the moulded deckline at centreline, in meters = 20 m Ss = span of vertical web, in meters, and is to be measured between end span points. = 12.75 m ∴ Z = 18476.0 cm3

Taken T section 1250x 12+ 500x 18

8.8 Primary Members End Connections [LRS Part 3, Chapter 10, Section 3]

The following relations govern the scantlings of bracket:

(a + b) ≥ 2l

a ≥ 0.8 l

b ≥ 0.8 l l = 90 2 - 1 mm

Z

(14 + √ Z) √


188

8.8.1 Bracket connecting deck transverse and inner hull

l = 90 2 - 1 mm Z = 12871.3 cm3

l = 90 {2 (√12871.3 / [14 + √ 12871.3]) – 1} = 1718.8 mm a ≥ 0.8l = 1375 mm b ≥ 0.8l = 1375 mm Given a = 2300 mm and b = 2000 mm t = thickness of web itself = 25 mm Flange breadth to be not less than bf = 40 (1 + Z / 1000) mm, but not less than 50mm = 40 (1 + 12871.3 / 1000) = 554 mm Taken 750 mm

8.8.2 Bracket connecting deck transverse and center line bulkhead web l = 90{ 2 - 1} mm Z = 14602 cm3 l = 90 {2 (√14602/ [14 + √ 14602]) – 1} = 1783.1 mm a ≥ 0.8l = 1426.5 mm b ≥ 0.8l = 1426.5 mm Given a = 2400 mm and b = 2000 mm t = thickness of web itself = 25 mm Flange breadth to be not less than bf = 40 (1 + Z / 1000) mm, but not less than 50mm = 40 (1 + 14602/ 1000) = 624.08 mm Taken 750 mm

Z

(14 + √ Z) √

Z

(14 + √ Z) √


189

8.8.3 Bracket connecting centre line vertical web and inner bottom plating

l = 90{ 2 - 1} mm Z = 14602cm3 l = 90 {2 (√14602/ [14 + √ 14602]) – 1} = 1783.1 mm a ≥ 0.8l = 1426.5 mm b ≥ 0.8l = 1426.5 mm Given a = 2400 mm and b = 2000 mm t = thickness of web itself = 25 mm Flange breadth to be not less than bf = 40 (1 + Z / 1000) mm, but not less than 50mm = 40 (1 + 14602/ 1000) = 624.08 mm Taken 750 m

Z

(14 + √ Z) √


190

Table 8.12

Section Modulus Calculation

ITEMS L (m) t(m) NO

AREA (m2) LEVER A*L

A*2L )4m(

Iown)4m(

Deck Plate 23.5 0.02 2 0.94 23.76 22.334 530.6653 1.57E-05

Sheerstrake Plate 3 0.02 2 0.12 22.26 2.6712 59.46091 0.045

Above IceBelt Plate 2.5 0.02 2 0.1 19.51 1.951 38.06401 0.026042

Ice Belt Plate 12.5 0.024 2 0.6 12 7.2 86.4 3.90625

Below Ice Belt Plate 3 0.02 2 0.12 4.26 0.5112 2.177712 0.045

Bottom Shell Plate 19 0.02 2 0.76 0.01 0.0076 0.000076 1.27E-05

Bottom Bilge Plate 6 0.02 2 0.24 1.25 0.3 0.375 0.36

Keel Plate 1.8 0.022 1 0.0396 0.011 0.0004 4.79E-06 1.6E-06

Margin Plate 4 0.014 2 0.112 4.5 0.504 2.268 0.074667

Inn Bot Plate 18.35 0.014 2 0.5138 3 1.5414 4.6242 4.2E-06

Centre Girder 3 0.022 1 0.066 1.5 0.099 0.1485 0.0495

Side Girder 3 0.015 6 0.27 1.5 0.405 0.6075 0.03375

CL bhd reg 1 5 0.012 3 0.18 21.26 3.8268 81.35777 0.125

CL bhd reg Bb/w 1 &2 13 0.013 1 0.169 12.26 2.0719 25.40198 2.380083

CL bhd reg 2 2.76 0.014 1 0.03864 4.38 0.1692 0.741285 0.024529

IB hull plate reg 1 5 0.012 2 0.12 21.26 2.5512 54.23851 0.125 IB hull plate reg b/w 1&2 13 0.013 2 0.338 12.26 4.1439 50.80397 2.380083

IB hull plate reg 2 2.76 0.014 2 0.07728 4.38 0.3385 1.48257 0.024529

Wing Tank Girder 1 3 0.012 2 0.072 6 0.432 2.592 4.32E-07






Deck Longitudinals 250 x

12 68 0.26316 23.6 6.2106 146.5696


191

Inner Hull Long 1 250 x 13 2 0.0084 23.06 0.1937 4.466814

2 250 x 13 2 0.0084 22.36 0.1878 4.199745

3 250 x 13 2 0.0084 21.66 0.1819 3.940907

4 250 x 13 2 0.0084 20.96 0.1761 3.690301

5 250 x 13 2 0.0084 20.26 0.1702 3.447928

6 250 x 13 2 0.0084 19.56 0.1643 3.213786

7 250 x 13 2 0.0084 18.86 0.1584 2.987877

8 325 x 12 2 0.0108 18.51 0.1999 3.700297

9 325 x 12 2 0.0108 18.16 0.1961 3.561684

10 325 x 12 2 0.0108 17.81 0.1923 3.425718

11 325 x 12 2 0.0108 17.46 0.1886 3.292397

12 325 x 12 2 0.0108 17.11 0.1848 3.161723

13 325 x 12 2 0.0108 16.76 0.181 3.033694

14 325 x 12 2 0.0108 16.41 0.1772 2.908311

15 325 x 12 2 0.0108 16.06 0.1734 2.785575

16 325 x 12 2 0.0108 15.71 0.1697 2.665484

17 325 x 12 2 0.0108 15.36 0.1659 2.54804

18 325 x 12 2 0.0108 15.01 0.1621 2.433241

19 325 x 12 2 0.0108 14.66 0.1583 2.321088

20 325 x 12 2 0.0108 14.31 0.1545 2.211582

21 325 x 12 2 0.0108 13.96 0.1508 2.104721

22 325 x 12 2 0.0108 13.61 0.147 2.000507

23 325 x 12 2 0.0108 13.26 0.1432 1.898938

24 325 x 12 2 0.0108 12.91 0.1394 1.800015

25 325 x 12 2 0.0108 12.56 0.1356 1.703739

26 325 x 12 2 0.0108 12.21 0.1319 1.610108

27 325 x 12 2 0.0108 11.86 0.1281 1.519124

28 325 x 12 2 0.0108 11.51 0.1243 1.430785

29 325 x 12 2 0.0108 11.16 0.1205 1.345092

30 325 x 12 2 0.0108 10.81 0.1167 1.262046

31 325 x 12 2 0.0108 10.46 0.113 1.181645

32 325 x 12 2 0.0108 10.11 0.1092 1.103891

33 325 x 12 2 0.0108 9.76 0.1054 1.028782

34 325 x 12 2 0.0108 9.41 0.1016 0.956319

35 325 x 12 2 0.0108 9.06 0.0978 0.886503


192

36 325 x 12 2 0.0108 8.71 0.0941 0.819332

37 325 x 12 2 0.0108 8.36 0.0903 0.754808

38 325 x 12 2 0.0108 8.01 0.0865 0.692929

39 325 x 12 2 0.0108 7.66 0.0827 0.633696

40 325 x 12 2 0.0108 7.31 0.0789 0.57711

41 325 x 12 2 0.0108 6.96 0.0752 0.523169

42 325 x 12 2 0.0108 6.61 0.0714 0.471875

43 325 x 12 2 0.0108 6.26 0.0676 0.423226

44 325 x 17 2 0.0134 5.76 0.0772 0.44458

45 325 x 17 2 0.0134 5.26 0.0705 0.370746

46 325 x 17 2 0.0134 4.76 0.0638 0.303612

47 325 x 17 2 0.0134 4.26 0.0571 0.243178

48 325 x 17 2 0.0134 3.76 0.0504 0.189444

Bottom Longitudinals 400 x 18 64 0.64 0.2 0.128 0.0256 Inner Bottom Longls 330 x 13 50 0.32 2.85 0.912 2.5992 Side longitudinals 1 250 x 13 2 0.0084 23.06 0.1937 4.466814

2 250 x 13 2 0.0084 22.36 0.1878 4.199745

3 250 x 13 2 0.0084 21.66 0.1819 3.940907

4 250 x 13 2 0.0084 20.96 0.1761 3.690301

5 250 x 13 2 0.0084 20.26 0.1702 3.447928

6 250 x 13 2 0.0084 19.56 0.1643 3.213786

7 250 x 13 2 0.0084 18.86 0.1584 2.987877

8 330 x 15 2 0.0132 18.51 0.2443 4.522585

9 330 x 15 2 0.0132 18.16 0.2397 4.35317

10 330 x 15 2 0.0132 17.81 0.2351 4.186989

11 330 x 15 2 0.0132 17.46 0.2305 4.024041

12 330 x 15 2 0.0132 17.11 0.2259 3.864328

13 330 x 15 2 0.0132 16.76 0.2212 3.707848

14 330 x 15 2 0.0132 16.41 0.2166 3.554603

15 330 x 15 2 0.0132 16.06 0.212 3.404592

16 330 x 15 2 0.0132 15.71 0.2074 3.257814

17 330 x 15 2 0.0132 15.36 0.2028 3.114271

18 330 x 15 2 0.0132 15.01 0.1981 2.973961

19 330 x 15 2 0.0132 14.66 0.1935 2.836886


193

20 330 x 15 2 0.0132 14.31 0.1889 2.703045

21 330 x 15 2 0.0132 13.96 0.1843 2.572437

22 330 x 15 2 0.0132 13.61 0.1797 2.445064

23 330 x 15 2 0.0132 13.26 0.175 2.320924

24 330 x 15 2 0.0132 12.91 0.1704 2.200019

25 330 x 15 2 0.0132 12.56 0.1658 2.082348

26 330 x 15 2 0.0132 12.21 0.1612 1.96791

27 330 x 15 2 0.0132 11.86 0.1566 1.856707

28 330 x 15 2 0.0132 11.51 0.1519 1.748737

29 330 x 15 2 0.0132 11.16 0.1473 1.644002

30 330 x 15 2 0.0132 10.81 0.1427 1.542501

31 330 x 15 2 0.0132 10.46 0.1381 1.444233

32 330 x 15 2 0.0132 10.11 0.1335 1.3492

33 330 x 15 2 0.0132 9.76 0.1288 1.2574

34 330 x 15 2 0.0132 9.41 0.1242 1.168835

35 330 x 15 2 0.0132 9.06 0.1196 1.083504

36 330 x 15 2 0.0132 8.71 0.115 1.001406

37 330 x 15 2 0.0132 8.36 0.1104 0.922543

38 330 x 15 2 0.0132 8.01 0.1057 0.846913

39 330 x 15 2 0.0132 7.66 0.1011 0.774518

40 330 x 15 2 0.0132 7.31 0.0965 0.705357

41 330 x 15 2 0.0132 6.96 0.0919 0.639429

42 330 x 15 2 0.0132 6.61 0.0873 0.576736

43 330 x 15 2 0.0132 6.26 0.0826 0.517276

44 340 x 13 2 0.012 5.56 0.0667 0.370963

45 340 x 13 2 0.012 4.86 0.0583 0.283435

46 340 x 13 2 0.012 4.16 0.0499 0.207667

47 340 x 13 2 0.012 3.46 0.0415 0.143659

48 340 x 13 2 0.012 2.76 0.0331 0.091411

49 340 x 13 2 0.012 2.06 0.0247 0.050923

50 340 x 13 2 0.012 1.36 0.0163 0.022195

51 340 x 13 2 0.012 0.66 0.0079 0.005227

CL Longl Bulkhead

1 250 x 13 1 0.0042 23.06 0.0969 2.233407

2 250 x 13 1 0.0042 22.36 0.0939 2.099872


194

3 250 x 13 1 0.0042 21.66 0.091 1.970454

4 250 x 13 1 0.0042 20.96 0.088 1.845151

5 250 x 13 1 0.0042 20.26 0.0851 1.723964

6 250 x 13 1 0.0042 19.56 0.0822 1.606893

7 250 x 13 1 0.0042 18.86 0.0792 1.493938

8 325 x 12 1 0.0054 18.16 0.0981 1.780842

9 325 x 12 1 0.0054 17.46 0.0943 1.646199

10 325 x 12 1 0.0054 16.76 0.0905 1.516847

11 325 x 12 1 0.0054 16.06 0.0867 1.392787

12 325 x 12 1 0.0054 15.36 0.0829 1.27402

13 325 x 12 1 0.0054 14.66 0.0792 1.160544

14 325 x 12 1 0.0054 13.96 0.0754 1.052361

15 325 x 12 1 0.0054 13.26 0.0716 0.949469

16 325 x 12 1 0.0054 12.56 0.0678 0.851869

17 325 x 12 1 0.0054 11.86 0.064 0.759562

18 325 x 12 1 0.0054 11.16 0.0603 0.672546

19 325 x 12 1 0.0054 10.46 0.0565 0.590823

20 325 x 12 1 0.0054 9.76 0.0527 0.514391

21 325 x 12 1 0.0054 9.06 0.0489 0.443251

22 325 x 12 1 0.0054 8.36 0.0451 0.377404

23 325 x 12 1 0.0054 7.66 0.0414 0.316848

24 325 x 12 1 0.0054 6.96 0.0376 0.261585

25 325 x 12 1 0.0054 6.26 0.0338 0.211613

26 325 x 17 1 0.0067 5.56 0.0373 0.207121

27 325 x 17 1 0.0067 4.86 0.0326 0.158251

28 325 x 17 1 0.0067 4.16 0.0279 0.115948

29 325 x 17 1 0.0067 3.46 0.0232 0.08021 Total 30 7.75748 10.2374 79.416 1405.963 9.599469

Height of NA =10.237 m I ref =1415.56 m4 I NA =602.54 m4 Z deck = 44.44 m3 Z keel = 58.85 m3 Z Req = 43.31m3 Here ZDECK and ZKEEL are getting more than the minimum section modulus required. So the design is satisfactory.


CHAPTER 9 OUTLINE SPECIFICATION


195

9. OUTLINE SPECIFICATION

9.1. General 9.1.1. Main Particulars LOA - 290.5 m LBP - 263.0 m B (mld) - 48.7 m D (mld) - 23.76 m T (mld) - 16.75 m Ice draft (fully loaded) - 16.86 m CB - 0.840 Dead weight - 150,000 t Speed - 15.0 Knots Total Complement - 42 Range - 3800 nautical mile

9.1.2. Purpose

This double acting type double hull tanker is required to transport crude oil from Belokamenka vessel (Murmansk, Russia) to Rotterdam (Netherlands)

9.1.3. Description

The vessel is a twin screw, podded type propulsion, longitudinally framed, double hull vessel having a main deck, fore castle, superstructure and engine casing (aft), cranes etc. Main deck is the freeboard deck. The ship has nine watertight transverse bulkheads. A double bottom is arranged from the fore peak bulkhead to the aft peak bulkhead. The double bottom height is 3.0 m. Engine room and accommodation is arranged aft. Two deck cranes of 5t capacity are fitted on either side of the ship to facilitate easy cargo handling hose. Additionally one provision crane of capacity 1 tonne has been provided aft in port side.

There are ten holds to carry crude oil. The double bottom tanks beneath these holds and the wing tanks at the sides are used to carry ballast water. Towards the aft of cargo hold, a slop tank is provided to carry the sludge, which remains after the pumping out of cargo. Pump room is provided in between the slop tank and the engine room. A heavy fuel oil tank is provided in the forward region of the engine room. Forepeak tank is used for ballasting. Forepeak accommodates the chain locker also. Azipod room has been provided in aft region.


196

9.1.4. Classification

The ships are classified under Lloyds Register of Shipping and FSICR.

Class notation: ✠+100A1double hull oil tanker Baltic service Ice class 1A Super.

9.1.5 Capacities Cargo Capacity = 174294.17 m3

Ballast water Capacity = 50841.42m3

HFO tank Capacity = 7152.1 m3

DFO tank Capacity = 797.4 m3

Boiler fuel tank Capacity = 379.42 m3

LO tank Capacity = 247 m3

Capacity of FW tank = 32 m3

Capacity of Waste water tank= 132.44 m3

9.1.6 Compliment Captain Class : 4 Senior Class : 2 Junior Class : 3 Cadet : 2 Petty Officers : 3 Leading crew : 4 Crew Class : 24 TOTAL : 42

9.2 Hull

The ship is made of Higher tensile steel (DH32 and DH36) and is of all welded construction. The wing tanks and double bottom constitute the double hull of the ship.

9.3 Life Saving Appliances

Life Saving Appliances Life saving appliances provided as per SOLAS requirements. Lifeboat particulars to be satisfied are:


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Volume required per person = 0.283 m3. Total compliment = 42 Lifeboat chosen has following particulars: L = 8.5 m B = 2.97 m T = 1.25 m H = 8.58 m CB = 0.60

One totally enclosed free fall type, diesel engine driven lifeboats each capable of 55 persons capacity is provided on aft of the ship. The lifeboats are equipped with water spray fire protection system. Material of construction is GRP.

COMPLIANCE LIST a. Two inflatable life rafts of 25 person’s capacity each is provided on either side of

the ship. b. One life raft for 6 persons with hydrostatic release is installed on forward upper

deck behind forecastle deck. c. 55 life jackets have been provided. d. Eight life buoys are provided, four of which are fitted with self-igniting light e. 2 life jackets for child have been provided f. A line throwing apparatus in wheel house is provided. g. 2 two way portable VHF (CH16) is provided in wheel house. h. 12 parachute flare has been provided in wheelhouse. i. 4 EPIRB has been provided in wheelhouse and above deck. j. 2 SART has been provided in wheel house and adjacent space k. 4 WT set has been provided. l. 9 general alarm and P A System has been provided in different location in ships m. Training manual has been provided in wheel house, galley and other public places n. Operating instruction booklet is provided in each raft and boat. o. 9 muster lists has been provided in different public places in ship. p. 2 OMTL is provided in wheel house.


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q. 2 Embarkation ladder with light is provided in aft at MDK. r. Muster station has been provided at MDK in aft region. s. 55 immersion suits has been provided t. TPA has been provided according to approval of administrations

9.4 Fire Extinguishing Appliances

Fire fighting systems are to be installed in accordance with SOLAS rules. Cargo oil tank deck spaces - Foam fire extinguishing system. Engine room and pump room - CO2 fire extinguishing system. Accommodation spaces, open deck engine room and pump room - Water hydrant system. Galley - Portable DCP fire extinguishers Paint store - Portable foam type fire extinguishers.

9.5 Ventilation and Air-conditioning

Mechanical ventilation is to be arranged for galley, provision store (dry), laundry, sanitary spaces, and pantries. Conditioned air to be supplied to all cabins as well as to the wheelhouse (spot cooling). Air conditioning installations to comprise an automatically controlled air-handling unit with filter, steam heater, cooler, and de-humidifier. One refrigerating plant, comprising one compressor with condenser etc for supply by a single duct system is provided. Outlets are to enable individual control of air. Engine room is to have mechanical ventilation. E.R control room is to have separate air conditioning unit.

9.6 Navigation and communication equipments

Wheel house is fitted with the following equipment:- Magnetic compass. Engine control and telegraphs. Revolution indicators. Steering wheel. Chart table with drawer for charts and navigational publication Voice pipes communication system. Locker with locking arrangement for navigational instruments. Navigational radar. Pod angle indicators.


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Navigational lights:

The ship has the following lights used for navigation. One masthead light forward. One masthead light aft. Two side lights (green is starboard side, red in port side). One stern light (white). Two anchor lights (white). Four all round lights (white). 3 NUC light (red white and red)

9.7 Propulsion

The vessel will be propelled by twin Azipod propeller driven by 3 generators directly coupled to 3 diesel engines separately. Diesel Engines Type: 9TM620 Number: 3 Manufacturer: STORK WARTSILA DIESEL CO. Holland Rated output: 12,750KW Rated speed: 428rpm Consumption of heavy fuel oil: 174G/KWH +5% Consumption of lube oil: 1.3+0.3G/KWH Greatest weight/piece: 270T Generators Type: HSG 1600 S14 Number: 3 Rated capacity: 15,537 KVA Cos Factor: 0.8 Frequency: 50 HZ Rated current: 815A Rated voltage: 11KV Greatest weight/piece: 55T Rated speed: 429 rpm Manufacturer: ABB, FINLAND Rated output: 12.43 MW Transformers Number: 2 Type: STROD/BTRD. Manufacturer: TAKAOKA ENGINEERING CO. LTD JAPAN Rated voltage: 11KV/121KV Weight: 58T


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Auxiliary engines Type: SKU CUIN-1400N305, Model 1400 GQKA Number: 3 Manufacture: Cummins Rated output: 1400 kW Rated capacity: 1400 kW (1750 kVA) 60 Hz or 1166.7 kW (1458.3 kVA) 50 Hz

Propeller Particulars Type : Wageningen –B series D : 7.26 m Z : 4 AE/AO : 0.527 P/D : 0.742 T : 1612.56 KN η O : 53.8 Material : Lloyd’s grade Cu 4 Manganese Aluminium Bronze Tensile strength: 630 N/mm2

9.8 Anchoring Arrangement Anchor type = Commercial standard stockless No. Of anchors = 2 Mass of anchor, WA = 17800 kg Total length of stud link cable, Lc = 742.5 m Diameter of stud link cable, dc = 102 mm (special grade of steel)


CHAPTER 10

DESIGN SUMMARY AND CONCLUSION


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10. DESIGN SUMMARY AND CONCLUSION

The entire project work done till preliminary design stage. Technical aspects were only considered and that too only up to the level of obtaining data from available literature. Economic aspects were not given due importance in all the places. In the real case importance is given to economic as well as technical aspects.

The design of a ice class tanker is highly dependent on the owner’s requirement routes and market trend. Draft restriction of the loading and unloading ports should be given due importance. The cargo compositions will very much influence the design. Crude oil with density ranging from 0.8 to 0.9 is available in Russia.

Hull form was designed using BSRA Charts, while aft has been designed using aft hull form of ice class tanker .The arrangement of the holds has been made to distribute the cargo evenly in its holds so as to reduce the cargo handling time. Maximum length of cargo holds, as specified by Lloyd’s Register of Shipping

The structural arrangement is made so as to obtain the maximum unobstructed space below the deck. The longitudinal in wing tank bulkhead protrude into wing tank so that it does not affect the crude oil stowage.

The general arrangement has been done keeping in mind all the major characteristics required for an ice class tanker.

The tanker has been examined for intact stability in all loading conditions and meets the IMO A.749 Righting Energy Criteria with a margin of safety. While doing the trim and the stability calculations, various centres of gravity are found using various empirical formulae. This may not be the actual centre of gravity and this can be calculated only after a detailed mass estimation for which the data is unavailable. Ice load has been considered according to IMO resolution.

The structural configuration of the double-bottom hull and cargo tanks results in an effective design that satisfies the owners’ requirements. The scantlings of the structural members are within accepted industry producibility limits. The stress distribution of the structure, although it requires further analysis, predicts a successful design. It is based on a parent hull form design that has good sea keeping abilities while allowing for 150,000 ton Dwt tank carrying capacity. A bulbous bow has been utilized to reduce wave making and viscous drag as well as increasing fuel efficiency while moving aft and forward.

The propulsion system within the ice class tanker incorporates a medium -speed diesel engine with diesel electric Podded propulsion for its cost efficiency, proven technology, and maintainability. The system also includes a four-blade fixed pitch propeller due to its optimal efficiency and minimal fuel rate.


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The engine, in conjunction with the propeller, produces ample power to propel the

ship efficiently and effectively. The propulsion system satisfies the requirements for endurance speed and range. Cargo systems utilize the most advanced equipment available for safe and efficient cargo handling. The cargo piping serves alternative pairs of tanks and is cross-connected for redundancy, allowing any tank to be serviced by any cargo pump. The cargo pumps facilitate the timely loading and unloading of the cargo. To eliminate the possibility of deck spills, the cargo is offloaded through discharge headers that run through the cargo tanks.

The ballast water system is completely segregated from the cargo system to prevent contamination of either system. The ballast water exchange system on the ship requires less operation and maintenance of auxiliary equipment. This system will meet future ballast water exchange requirements. Ballast pumps supply the means for ballasting the ship to ensure stability during the offloading procedures and unloaded voyages.

COW systems ensure the maximum cargo holding capacity and remove crude oil debris from the tanks. IGS is necessary for safe storage of cargo while in route and meets all requirements. Oil monitoring systems are utilized to ensure that water-oil mixtures are not discharged into the sea.

The design incorporates the efficient use of five decks. Central stairs and elevator, and various exterior entrances allow crew members to move freely through the entire deckhouse. Crew accommodations include individual staterooms, galleys, mess areas, and various rooms to provide an excellent crew living environment. The navigation deck provides outstanding visibility of the ship and surroundings, exceeding the visibility requirements.

Designed ship has 6.0 meter double side width and a 3.0 meter double bottom height to provide the most protection against collision and grounding. This also provides easy access to the tanks for inspection and maintenance which increases overall ship safety and life. All fuel tanks lube oil tanks, and waste oil tanks are contained within the 3.0 meter double side and 3.0 meter double bottom.

The machinery space design optimizes the space arrangements of various components of cargo, propulsion, and electrical equipment. The majority of the equipment surrounds the main engine. Components are positioned to work efficiently in performing their duty. Pumps interacting with cargo, ballast, and supply tanks are positioned within close proximity to their respective tanks. Other components are effectively positioned to provide control of propulsion and electrical systems. All equipment in the machinery space performs together in an efficient manner to meet the owner’s requirements.

As far as preliminary design is concerned, camber has not been considered, but there is need to provide camber in order to avoid accumulation of ice on deck.

Capacity of all tanks has been calculated using AUTOCAD. it can be optimized using 3-D modeling software. Camber volume also has to be incorporated.


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REFERENCES

1. MARPOL 73/78 ,International Convention on Marine Pollution,2003 2. Watson D.G.M, Gilfillan A.W; Some Ship Design Methods, RINA 1976. 3. Dankwardt, E ; 'Entwerfen Von Schiffen' 4. H.Schneekluth ; ‘Ship design for Efficiency and Economy’ 5. Taggart R; ‘Ship Design and Construction’, SNAME Publications, New York, 1980 6. Prohaska C. W.; ‘Results of Some Systematic Stability Calculations’,RINA 1947 7. Edward.V.Lewis; Principles of Naval Architecture Vol II 8. Gokaran and Ghose; ‘Basic ship propulsion’ 9. Derret. D R; Ship Stability for Masters and Mates 10. B.S.R.A Report No: 333 11. Rules and Regulations for Building and Classification of Steel Ships –Lloyds

Register of Shipping, July 2002 12. Harvald; Resistance and Propulsion of ships 13. Eyres D. J.; Ship Structures 14. Rawson and E.C.Tupper ; ‘Basic Ship Theory – Volume 2’,Longman ,1978 15. Mikko Niini; ‘Ice going ships and recent developments’ 16. Noriyuki Sasaki; ‘The first Double Acting Aframax Tanker in the world’, Sumitomo

Heavy Industries Ltd. 17. Lloyd’s Register Technical Notes on Cold Climate Navigation- Design and

operation Considerations 18. Reko Antti Suojanen; ‘Double Acting Ship concept and podded propulsion in Ice’,

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Technology 20. Strengthening for Russian ICE Tanker. 21. www.ship-technology.com 22. www.arcop.fi 23. Proceedings of the 24th ITTC-Volume II and III, The specialist committee on

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24. Kimmo Juurmaa, Tom Mattsson and Goran Wilkman; ‘The development of the

new Double Acting Ships for Ice operation’, Kvaerner Masa Yards, Arctic Technology, Finland

25. www.distance.com 26. Ivan Ivanov; ‘Russia-Energy and Security’ 27. Growth Project GRD2-2000-30112 “ARCOP”, LRS and HUT 28. Project Guide for Azipod Propulsion System, ABB Marine and Turbo charging 29. Korin Strome; ‘Virginia Tech Shuttle Tanker’, Ocean Engineering Senior Design

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performance prediction’, SNAME 31. Calm water model tests for propulsive performance prediction, VTT Technical

research centre of Finland 32. IACS; ‘Requirements concerning Strength of Ships’ 33. www.wartsila.com 34. Propulsion trends in tankers (FSICR) 35. Michael G. Parsons PARAMETRIC DESIGN 36. FSICR Research Report No 53 37. Unicom Management Services, Cyprus

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