Ice Class Tanker

PROJECT REPORT

MT SUSHMA 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

Thesis Accepted by

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

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

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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

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LIST OF FIGURES Chapter 1

Fig 1.1 Ice breaking capability of DAT

Page No

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

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Chapter 5 Fig 5.1 Basic Frame Spacing Fig 5.2 Arc of light

79 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

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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

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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

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

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 longitudinal and inner hull longitudinals.

185

Table 8.12 Section modulus calculation

190-194

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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) b) c) d) e)

Hull form can be optimized for all conditions. Total economy has improved. Improved Manoeuvrability. More freedom of design. 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) b) c) d)

Ice conditions Ice properties Route selection 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 icecovered 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: 2.9 million barrels/day (2006 est.)

[26]

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

Russian crude oil export pipelines

Fig 2.1 [26]

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CHAPTER 2 FIXING OF MAIN DIMENSIONS

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2.1.1 Mission Analysis: Type

:

Type of cargo Trade Route

: :

Feature of trade : Relevant Rules and Regulations: Dead weight : Service speed : Classification : Radius of Action : Shape of Hull : Shape of Stern : Shape of Stem :

Double skin segregated ballast crude oil double acting Ice Class Tanker Crude oil Belokamenka vessel (Murmansk Russia) to Rotterdam (Netherlands) Pendulum Service IMO, ILLC, SOLAS, MARPOL FSICR etc 150,000 t 15 Kn (open water) and 5 Kn (1.0 m thick Ice) FSICR, LRS 3800 Nautical Miles BSRA Form like the Bow of a normal Ice Breaker 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. 9

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

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

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

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

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) LOA (m) LBP (m) B (m) T (m) D (m) Power

63,000 219.5 202.0 34.0 13.0 17.0 14.5

90,000 252.0 228.0 40.0 14.0 19.0 18.0

120,000 289.0 268.0 46.0 15.0 22.0 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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“Department of Ship technology, CUSAT, B.Tech (NA&SB), Batch – XXIX”

Double acting tankers. S. No. 1 2 3 4 5 6 7

IMO NO 9305568 9000584 hull 5310 9290385 9311622 9320726

Dwt(t) 114639 117153 154970 157300 159062 162362 166546

LBP(m) 240.90 240.79 260.76 261.00 261.80 263.50 270.41

B(m) 44.00 44.00 43.90 48.00 48.00 50.00 50.00

D(m) 21.00 22.00 24.40 23.70 23.10 23.00 22.50

Table 2.2 Some Ice class ships (DAT):

T(m) 14.80 15.40 17.52 17.00 17.00 16.50 16.50

V (Kn) 15.10 14.00 14.60 16.00 15.37 15.00 15.30

[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.

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Fig g 2.2 Typic cal GA

15

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

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. (Δ0.567 × VT3.6)/1000 (Volker’s Formula) Power delivered, PD = Where VT = Trial speed PD = 16471.78 KW

Fig 2.3 Minimum required propulsion SMCR power demand (CP-propeller) for averagesize tankers with Finnish-Swedish ice class notation (for FP-propeller add +11%) [34]

16

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

SMCR of engine considering FP Propeller =32000kw Selected Engine Type: 9TM620 Number: 3 Manufacture: 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

[34]

[33]

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 ¾ ¾ ¾ ¾ ¾

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 Δ LBP V g B

-

Dead weight (t) Displacement (t) Length between perpendiculars (m) Velocity (kn) Acceleration due to gravity (m/s2) Moulded breadth of the ship (m)

17

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

D T CB Fn PD ΔEP ΔSE Δou E

-

-

-

Moulded depth of the ship (m) Draft of the ship (m) Block coefficient of the ship Froude number Power delivered (KW) Engine plant mass (t) Steel mass (t) Out fit mass (t) 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 Fn = V/√ (gL)

[4] [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

18

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

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 ΔSE Δ7SE

[2] =

7

Δ

SE [1+0.5×

=

K.E1.36

(CB8

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

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

=

1500 – 40000 for tankers

19

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

Take K Δ7SE CB8

ΔSE

= =

0.035 22426.6

=

Block Coefficient at 0.8D

=

CB + (1- CB) (0.8D – T) /3T

= =

0.843 24933.5 t

Out fit mass ΔOU

=

MOU× L × B + 100 t (approx additional weight for Helipad and helicopter)

MOU ΔOU

= =

0.24 3104.44 t

[35]

=

32000 KW

[34]

=

0.72 X (SMCR) 0.78 2351.52 t,

[35]

Delivered Power SMCR Engine Plant mass ΔEP

=

Light ship weight, ΔLS Dwt

=

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

= =

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 20

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

Similar iterations were done using the same procedure. Results are given in the table below LBP (m) 253.00 255.00 257.00 260.00 261.00 262.00 263.00 264.00 265.00

B (m) 46.85 47.22 47.59 48.15 48.33 48.52 48.70 48.89 49.07

D (m) 22.85 23.04 23.22 23.49 23.58 23.67 23.76 23.85 23.94

T (m) 16.11 16.24 16.37 16.56 16.62 16.69 16.75 16.82 16.88

Δsteel(t) CB 0.836 23227 0.836 23703 0.836 24186 0.837 24934 0.837 25182 0.838 25444 0.838 25696 0.838 25950 0.839 26217

ΔOU ΔEP(t) (t) 2945 2352 2990 2352 3036 2352 3104 2352 3128 2352 3151 2352 3174 2352 3198 2352 3221 2352

ΔLS (t) 29094 29626 30165 30997 31275 31565 31846 32129 32425

Dwt(t) 132838 136177 139570 144961 146722 148700 150491 152296 154326

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

150000

Dwt (t)

LENGHT(m) Fig 2.4 Graph for DWT V/S Length

21

263

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

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

=

0.76*0.838 + 0.273 = 0.91

[4]

2.4.4 Midship Section Coefficient: CM = =

0.9 + 0.1* CB

[4]

0.984

2.4.5 Prismatic Coefficient: CP = =

CB / C M 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. 22

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

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.

23

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

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 =

Where X1 X2 ∴ PAUX

= = =

(1554 + 38.4 X1 – 0.269 X2 + 0.046X12 +16.21 X22 - 2.31X1.X2) 0.76 (H. SCHREIBER, HANSA 114 (1977) NO 23 P 2117) 0.001 × Dwt = 150.5 0.001 PB’ ≈ 18.45 10522 KW

24

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

SFC × PAUX × H/1000000

Mass of diesel oil, MDO = =

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 = Mass of fresh water, M FW = = Volume of fresh water, VFW

20 litres / person / day 27.6 t 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 = 150*21 + 23*120 = 5.91 t Mcrew 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

25

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

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 VDD VSH VCA VHT VHS VFP VAP VER VDB VTA VSS

= = = = = = = = = = = =

volume of hold volume up to upper deck volume of sheer volume of camber. volume of hatchway trunks volume of holds in superstructure volume of forepeak tank volume of aft peak tank volume of engine volume of double bottom volume of tank in the hold volume of side tanks

(1)

VSH

=

VHT = VHS = VTA = 0

(2)

VDD

=

LBT CB (D/T)CB/CW ; CW = 0.76×CB+0.273= 0.92

(3)

CB VDD

= =

0.838 247196 m3

(4)

VAP = Where KAP K = AB = KAP = LAP = CBD = = = ∴ VAP =

[3]

KAP (LAP/LBP)2 L.B.D.CBD [3] = 2.16 (2-K) 3.33 AB/L –0.667 = 1.0745 0.523 L when CB > 0.72 BSRA REPORT NO 333 1.998 0.05 LBP = 13.15 m block coefficient at uppermost deck. [3] CB + 0.25/T (D-T)*(1-CB) 0.855 1299 m3

26

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

(5)

VFP

=

Where KFP b = KFP = LFP = ∴ VFP = (6)

VER = Where LER KERA = XERA = KERA = KERF = XERF = ∴VER = (6) VCA = Where C3 = ∴VCA = (7) VCOF = =

KFP (LFP/LBP) 2 .L.B.D.CBD

[3]

= 1.7 K.b 1.4 (with bulbous bow) 2.5573 0.07 L = 18.41 m 3260 m3 B.(D-DDB).LER K ((KERA+KERF)/2) = 0.12 L = 31.56 m. 5.4 XERA /L +0.11 0.05*L = 13.15 m 0.38 5.4 XERF /L +0.11 = 1.028 0.17*L = 39.066 24717 m3 (2/3) × (L-LAP- LER - LFP – LCOF) × B/50 × B × C3

[3]

0.76CB + 0.273 = 0.909 0 m3 (Camber has not been considered) 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 27

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

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

28

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

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 = 263 m LBP 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. 29

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

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

=

1.7LWL T + ∇/T

=

18513 m2

(Mumford’s Formula)

There fore total resistance RT

=

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

=

1758 KN

30

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

2109 RT (with allowance of 20 %) = PE = RT V = 2109*7.716KW = 16279 KW PB = PE /( ηm x ηt x ηg x ηH ) = Hull efficiency (Twin screw ships) ηH = 0.9 ηm = Efficiency of motor = 0.96 ηt = Efficiency of transformer (ABB Finland) = 0.97 ηg = Efficiency of generator = 0.96 η0 = 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

31

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

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 = 22.23L + 667 SAft = 6513.5 mm = 44.47×L+1334 SFor’d = 13029.6 mm 32

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

(SAft+SFor’d)/8×1/2 (6513.5 +13029.6)/16 1221.4 mm 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

Sheer Deficiency (SD) = = = Correction =

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) CM = 0.9+0.1* CB = 0.983 KB = 8.73 m

[4]

33

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

2).

3).

BM = IT/Volume displacement = (f (CW)*B2)/ (12*T* CB ) f (CW) = 0.096+0.89*CW2 (Normand’s Formula) CW = 0.95* CP + 0.17*(1-CP)1/3 = 0.899 f (CW) = 0.815 BM = 11.47 m KG = 0.58 D = 13.78 m GM = 8.73 + 11.47 – 13.783 = 6.42 m GM/B = 6.42/48.7 = 0.131

[4] [4]

[3]

[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 h* BM x h* GZ (m) GM Sinθ (θ) 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

34

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

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

8.0

RIGHTING LEVER GZ (m)

7.2 6.4 5.6 4.8 4.0 3.2 2.4 1.6 0.8

5

10

15

20

30

50

40

60

70

80

ANGLE OF HEEL(deg)

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

Should not be less than 0.03 m rad

.66 m-rad

Area under GZ between 30° & 40° Maximum righting lever, GZmax Angle of GZmax

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

Initial GM

Should not be less than 0.15 m Table 2.8 IMO Requirements

The IMO conditions are satisfied.

35

4.26 m 31.5o 6.42 m

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

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

A

INPUT, DIMENSIONAL RATIOS FROM

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

B 36

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

B

DWT ≥ GIVEN DWT

A

YES

FBD. ≥ REQUIRED FBD.

A

YES

CALCULATE INITIAL STABILITY

A

NO

CHECK WITH IMO REQUIREMENTS YES

C

37

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

C

ESTIMATE CAPACITY

NO

A

STOWAGE FACTOR WITHIN THE REQUIRED RANGE

YES PRELIMINARY GENERAL ARRANGEMENT

RESISTANCE AND POWERING

SELECTION OF MAIN ENGINE, POD AND AUXILIARY MACHINERY

DETAILED GENERAL ARRANGEMENT

D 38

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

D

DETAILED CAPACITY CALCULATION

YES

CHECK FOR VOLUME REQUIREMENTS NO

D

YES DETAIL CALCULATION OF STABILITY AND TRIM FOR MOST SEVERE CONDITION

A

NO

CHECK WITH IMO CRITERIA YES

E

39

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

E

MIDSHIP SECTION DESIGN

NO CHECK WITH MIN CALCULATED SECTION MODULUS

YES DESIGN SUMMARY AND CONCLUSION

STOP

40

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

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.

41

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

CHAPTER 3 HULL GEOMETRY

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

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

42

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

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.

43

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

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

% of T Real WL

7.69

15.38

23.08

38.46

53.85

1.29

2.58

3.87

6.44

9.02

0

0

0

0

0

0

F

G

J

K

69.23

84.62

115.4

130.77

11.6 14.17 16.75 19.33

21.9

0.57

H 100

5.92

6.37

10.47

11.73

0.5

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

18.67

1.5

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

22.53

3

10.6

13.87

15.57

18.16

19.84

21.31

22.11

22.9

23.45

24.13

4

16.9

18.95

20.21

22.13

23.16

23.62

23.96

24.19

24.19

24.35

5

20.49

22.19

23.22

24.13

24.35

24.35

24.35

24.35

24.35

24.35

6

22.65

23.56

24.13

24.35

24.35

24.35

24.35

24.35

24.35

24.35

7

23.79

24.35

24.35

24.35

24.35

24.35

24.35

24.35

24.35

24.35

8

23.84

24.35

24.35

24.35

24.35

24.35

24.35

24.35

24.35

24.35

23.9

24.35

24.35

24.35

24.35

24.35

24.35

24.35

24.35

24.35

17

21.75

22.87

23.44

23.67

23.67

23.79

24.01

24.24

24.35

24.35

18

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

22.53

9 -16

19

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

11.61

20

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.

44

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

Stern offsets (m) with respect to AP wl

0

0.5

1

2

3

4

5

6

7

offset

14

7.5

6

6.1

10.5

11

11

7.62

-4.2

8 7.84

9 12.29

10 17

11 18

MDK -19.5

Stem offsets (m) with respect to FP wl offset

0 0.6

0.5

1

2

3

4

5

6

7

8

9

10

11

MDK

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 (calculated from a scaled drawing Assumed pod diameter = 4.3 m 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 45

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

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

16.74

1

-

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

22.62

4

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

24.35

6

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

24.35

8 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

24.35

18

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

22.58

19

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

12.75

20

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

46

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

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.

47

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

BONJEAN AREAS wl/stn 0 0.5 1 1.5

Station Spacing=13.15m 4 5 6 7

8

Waterline Spacing=2m 9 10 11

MDK

-

0.00

11.88

49.88

86.75

2

3

-1

-

-

-

-

-

-

-

-

-

-

-

lwl

-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

1123.00

7

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

48

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

BONJEAN MOMENTS wl/stn 0 0.5 1 1.5

2

3

Station Spacing=13.15m 4 5 6 7

8

lwl

Waterline Spacing=2m 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

49

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

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) 2/3 h Σ f (A)

AWP

=

LCF

=

IL

=

IФ – AWP x LCF2

IT

=

(2h/9)Σ f (IT)

TPC

=

∇

=

100 (h/3) Σ f (∇)

Δ

=

∇ x 1.008 x 1.006

KB

=

BMT

=

(h/3) Σ f (MT)/∇ IT

BML

=

MCT1cm

=

KM

=

BM +KB

LCB

=

(h2/3) Σ f (ML)/∇

h × Σ f (M) Σ f (A)

AWP × 1.008

∇ IL ∇ ΔxBML 100 LWL

∇ CB

=

CM

=

LBP xBxT A⊗ BxT

50

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

AWP CW

=

LxB CB

CP

=

CM

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.

51

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

WL/PROP

V

Δ

LCBФ

LCFФ

TPC

IL

IT

KB

BML

KMT

MCT1cm

(m^3)

(t)

m

(m)

(t/cm)

(m^4)

(m^4)

(m)

(m)

(m)

(tm/cm)

0

13.49

75.17

27343723

770144

CB

CW

CM

CP

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

Table 3.6

1) + means Fwd of midship 2) - ve means aft of midship

HYDROSTATIC PROPERTIES

52

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

CHAPTER 4 RESISTANCE AND POWERING

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

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.

53

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

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 kts ----10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00

Fn

Rn

Cf

[Cform]

[Cw]

Cr

Ct

----0.100 0.109 0.119 0.129 0.139 0.149 0.159 0.169 0.179 0.189

-----1.21e9 1.33e9 1.45e9 1.57e9 1.69e9 1.81e9 1.93e9 2.05e9 2.18e9 2.30e9

-------0.001495 0.001478 0.001462 0.001448 0.001435 0.001424 0.001413 0.001403 0.001393 0.001384

-------0.000195 0.000193 0.000191 0.000189 0.000188 0.000186 0.000185 0.000183 0.000182 0.000181

-------0.000963 0.000942 0.000927 0.000923 0.000935 0.000970 0.001035 0.001138 0.001294 0.001503

-------0.001159 0.001135 0.001118 0.001113 0.001123 0.001156 0.001220 0.001322 0.001476 0.001684

-------0.002774 0.002733 0.002701 0.002681 0.002678 0.002700 0.002753 0.002844 0.002989 0.003188

54

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

Vel kts ----10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00

Rw/W

Rr/W

Rbare/W ------0.00041 0.00049 0.00058 0.00068 0.00078 0.00091 0.00105 0.00123 0.00145 0.00172

Rw kN ------257.59 304.81 357.14 417.35 490.33 583.82 708.83 879.95 1121.08 1451.57

Rr kN ------309.86 367.32 430.76 502.91 588.68 695.79 835.25 1021.64 1278.86 1626.25

Rbare kN ------741.88 884.46 1040.21 1211.80 1404.08 1624.72 1884.68 2198.50 2590.03 3078.59

PEbare kW ------3816.6 5005.1 6421.6 8104.2 10112.5 12537.4 15513.0 19227.1 23983.7 30091.5

------0.00014 0.00017 0.00020 0.00023 0.00027 0.00033 0.00040 0.00049 0.00063 0.00081

------0.00017 0.00021 0.00024 0.00028 0.00033 0.00039 0.00047 0.00057 0.00071 0.00091

Vel kts ----10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00

Rapp kN ------5.60 6.76 8.02 9.38 10.85 12.43 14.11 15.90 17.79 19.78

Rwind kN ------0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Rseas kN ------0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Rchan kN ------0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Rother kN ------0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Rtotal kN ------747.49 891.22 1048.23 1221.18 1414.94 1637.15 1898.79 2214.40 2607.82 3098.37

PEtotal kW ------3845.4 5043.3 6471.1 8167.0 10190.7 12633.3 15629.1 19366.1 24148.4 30284.8

Condition data Water type: Custom Mass density: 1008 kg/m3 Kinematic visc: 1.16e-06 m2/s ---------- Hull data -------------------------------------------------Primary: Length between PP: WL aft of FP: Length on WL: Max beam on WL: Draft at mid WL: Displacement bare: Max area coef(Cx): Waterplane coef: Wetted surface: Loading:

263.000 m 0.000 m 272.500 m 48.700 m 16.750 m 182642.0 t 0.985 0.920 20052.0 m2 Load draft

Secondary: Trim by stern: LCB aft of FP: Bulb ext fwd FP: Bulb area at FP: Bulb ctr abv BL: Transom area: Half ent angle: Stern shapes: Bow shape:

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

55

0.000 126.820 6.150 42.000 6.150 15.000 52.000 U-shape Normal

m m m m2 m m2 deg

“Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX” Appendages Total wetted surface (ex. thruster): Rudders: 0.000 m2 Drag coefficient: Shaft brackets: 0.000 .................. Skeg: 0.000 .................. Strut bossing: 0.000 .................. Hull bossing: 0.000 .................. Exposed shafts: 0.000 .................. Stabilizer fins: 0.000 .................. Dome: 0.000 .................. Bilge keels: 60.000 .................. Bow thruster diam: 2.500 m ..................

Application: Resistance Hull type : Displacement Description:

7 Feb 08 19:25 File name: untitled.nc3

0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.400 0.007

Page 3

---------- Environment data ------------------------------------------Wind: Wind speed: Angle off bow: Tran hull area: VCE above WL: Tran superst area: VCE above WL: Total longl area: VCE above WL: Wind speed: Arrangement:

60.000 kts 30.000 deg 0.000 m2 0.000 m 0.000 m2 0.000 m 0.000 m2 0.000 m Free stream Tanker/Bulk

Seas: Sig. wave height: Modal wave period:

0.000 m 0.000 sec

Channel: Channel Channel Side Wetted hull

0.000 0.000 0.000 0.000

Vel Fn Rn Cf [Cform] [Cw] Cr Ct

Symbols and values Ship speed Froude number Reynolds number Frictional resistance coefficient Viscous form resistance coefficient Wave-making resistance coefficient Residuary resistance coefficient Bare-hull resistance coefficient

Rw/W Rr/W Rbare/W Rw Rr Rbare PEbare

Wave-making resist-displ merit ratio Residuary resist-displ merit ratio Bare-hull resist-displ merit ratio Wave-making resistance component Residuary resistance component Bare-hull resistance Bare-hull effective power

Rapp Rwind Rseas Rchan Rother Rtotal PEtotal *

Additional appendage resistance Additional wind resistance Additional sea-state resistance Additional channel resistance Other added resistance Total vessel resistance Total effective power Exceeds speed parameter

56

width: depth: slope: girth:

m m deg m

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

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

Vel kts ----10.00* 11.00* 12.00* 13.00* 14.00* 15.00 16.00 17.00 18.00 19.00

Fn

Rn

----0.100 0.109 0.119 0.129 0.139 0.149 0.159 0.169 0.179 0.189

-----1.21e9 1.33e9 1.45e9 1.57e9 1.69e9 1.81e9 1.93e9 2.05e9 2.18e9 2.30e9

Prediction results Cf [Cform] -------0.001495 0.001478 0.001462 0.001448 0.001435 0.001424 0.001413 0.001403 0.001393 0.001384

-------0.000195 0.000193 0.000191 0.000189 0.000188 0.000186 0.000185 0.000183 0.000182 0.000181

Vel kts ----10.00* 11.00* 12.00* 13.00* 14.00* 15.00 16.00 17.00 18.00 19.00

Rw/W

Rr/W

Rbare/W

------0.00009 0.00013 0.00016 0.00020 0.00024 0.00027 0.00031 0.00040 0.00057 0.00081

------0.00012 0.00016 0.00020 0.00025 0.00029 0.00033 0.00038 0.00048 0.00066 0.00091

Vel kts ----10.00* 11.00* 12.00* 13.00* 14.00* 15.00 16.00 17.00 18.00 19.00

Rapp kN ------5.60 6.76 8.02 9.38 10.85 12.43 14.11 15.90 17.79 19.78

Rwind kN ------0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

[Cw]

Cr

Ct

-------0.000633 0.000706 0.000760 0.000793 0.000804 0.000793 0.000801 0.000927 0.001184 0.001511

-------0.000829 0.000899 0.000951 0.000982 0.000992 0.000979 0.000986 0.001110 0.001366 0.001691

-------0.002444 0.002497 0.002533 0.002551 0.002547 0.002523 0.002519 0.002632 0.002879 0.003196

------0.00036 0.00045 0.00054 0.00064 0.00075 0.00085 0.00096 0.00114 0.00139 0.00172

Rw kN ------169.41 228.55 292.66 358.51 421.64 477.39 548.76 716.21 1025.93 1458.54

Rr kN ------221.68 291.07 366.28 444.07 519.99 589.37 675.18 857.90 1183.71 1633.22

Rbare kN ------653.70 808.21 975.73 1152.96 1335.39 1518.29 1724.61 2034.76 2494.88 3085.55

PEbare kW ------3362.9 4573.6 6023.5 7710.7 9617.8 11716.2 14195.5 17795.1 23102.6 30159.6

Rseas kN ------0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Rchan kN ------0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Rother kN ------0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Rtotal kN ------659.31 814.97 983.75 1162.34 1346.24 1530.72 1738.72 2050.66 2512.67 3105.34

PEtotal kW ------3391.8 4611.8 6073.0 7773.5 9695.9 11812.1 14311.6 17934.1 23267.3 30353.0

57

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

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: 2 x Rbow Speed (Knots) 10 11 12 13 14 15 16 17 18

Rbare (KN) 640.06 768.90 909.11 1069.65 1249.57 1487.56 1801.46 2126.36 2531.69

Rpod RT (DAT) (KN) (KN) 11.70 662.96 14.16 796.58 16.85 942.00 19.77 1108.18 22.93 1294.20 26.33 1538.75 29.95 1859.63 33.82 2191.98 37.91 2605.18

thrusters

(KN) 11.20 13.52 16.04 18.76 21.70 24.86 28.22 31.80 35.58

PE (DAT) (KW) 3410.25 4507.38 5814.77 7410.65 9320.32 11873.00 15305.53 19168.44 24121.88

Table 4.1 Total resistance Guldhammer – Harvald Method:

25 20 15 P E(MW) R T(10^5N) 10 RT 5

10

PE

12

16

14

18

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

58

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

Total resistance by Holltrop – Menon 1984 Method: 2 x Rbow Speed (Knots) 10 11 12 13 14 15 16 17 18

Rbare (KN) 747.49 891.22 1048.23 1221.18 1414.94 1637.15 1898.79 2214.4 2607.82

Rpod (KN) 11.70 14.16 16.85 19.77 22.93 26.33 29.95 33.82 37.91

thrusters

(KN) 11.20 13.52 16.04 18.76 21.70 24.86 28.22 31.80 35.58

RT (DAT) (KN) 770.39 918.90 1081.12 1259.71 1459.57 1688.34 1956.96 2280.02 2681.31

PE (DAT) (KW) 3962.89 5199.50 6673.54 8423.93 10511.24 13027.23 16106.56 19938.32 24826.79

Table 4.2 Total resistance by Holltrop – Menon 1984 Method:

25 20 15 P E(MW) R T(10^5N)

10

RT PE

5

10

12

14

16

18

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

59

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

Total resistance by BSRA Method: 2 x Rbow (KN)

Rpod (KN)

RT (DAT) (KN)

PE (DAT) (KW)

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

Speed (Knots)

Rbare (KN)

10

thrusters

Table 4.3 Total resistance by BSRA Method

25 20 15 P E(MW) R T( 1 0 ^ 5 N ) 10

RT

PE

5 10

12

14

16

18

Fig 4.3 Graph from BSRA method of resistance calculation.

From these three methods, Holltrop and Menon 1984 have the max value of resistance. 60

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

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

=

0.261

[36]

Thrust deduction factor (t) t = 1.25w RT

=

0 .326

=

1688.34KN

[36]

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

61

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

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)

=

(1/7.75× 5.7021) √(1565.65 /1.008)

=

0.89

In this case Td

From Model results: (Model used for Extrapolation) (24th ITTC - Volume II) Particulars (AE/AO) Diameter (mm) Pitch Ratio Boss Ratio No. of Blades Rotation direction

Ukon et al.

TU032 (VTT)

Mewis

0.55 200 0.800 0.280 4 Right

0.537 200 0.850 0.278 4 Right

0.58 215.15 1.104 0.276 4 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

62

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

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

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

For AE/AO

=

0.537; J= 0.563

J n PD

= = =

0.563 VA/J×D = 1.306 2π×ρ×n3×D5× KQ

=

15698.62 KW

=

T× VA /PD

=

0.5686

=

56.86 %

η0

KQ = 0.0398

AE/A0

0.537

0.550

0.580

J

0.563

0.565

0.564

KQ n

0.0398 1.306

0.0400 1.302

0.0395 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

ηt

= Efficiency of transformer = 0.97

ηg

= Efficiency of generator = 0.96

PB

= 15508.82/ (0.96x0.97x0.96) = 17348.6 KW

64

[28]

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

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 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

[33]

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

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

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 ηm

= 19125 KW = Efficiency of motor = 0.96

ηt

= Efficiency of transformer

[28]

= 0.97 ηg

= Efficiency of generator

PD

= 0.96 = 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

=

RPM

=

17096.8 KW 110

66

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

Fig 4.5 Power (KW) Vs Propeller speed [28]

Fig 4.6 Azipod main dimension drawing [28]

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

For V25 type (ABB) [Project A B C D E F G H J K L Tilt angle

= = = = = = = = = = = =

[28] 13500 mm 7050 mm 6500 mm 7750 mm (Assumed propeller diameter) 1600 mm 3355 mm 4900 mm 550 mm 2500 mm 2600 mm 6445 mm 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

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

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 charts.

P-J

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

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

Minimum blade area ratio to avoid capitation (A /A ) E

O min

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

2

atm

+ ρgh – P ) D )]+ K [Auf’en Keller formula] V

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

P = 1.704 kN/m2 V

h = 8.0 m D = 7.75 m K = 0.1 for double screw propellers ρ = 1.008 t/m

3 2

g = acceleration due to gravity (9.81 m/s ) =0.47 Performance curves

1900 T 1700 0.8

0.8 1500

0.6 0.6

N0

0.7 0.7

D AE/A0

0.5

0.5 no

P/D

0.4

Ae/Ao

kt 0.3

0.4

0.6 0.6 D(m)

P/D

T(KN)

0.7

0.3 J*

0.2

0.2 j*

KT

0.1

0.4

.55

.7

Fig 4.8 Performance curves

70

1

Kt

1cm=0.001

2 3

N0 P/D

1cm=0.001

4

Ae/Ao 1cm=0.001

5

j*

1cm=0.002

6

T

1cm=2KN

1cm=0.001

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

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 ‫ ڄ‬D2 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

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

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

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

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:

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

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 r/R Dis from CL TO TE Dis from CL TO LE chord length tmax LE-Tmax

PROPELLER OFFSETS (all dimensions in m) 0.20 0.30 0.40

0.50

0.60

0.70

0.80

0.90

1.00

0.599 0.684 0.766 0.837 0.901

0.958 0.992 0.965 0.413

0.963 1.562 0.267 0.547

1.055 2.013 0.114 0.892

1.080 1.764 0.236 0.618

1.156 1.922 0.206 0.673

1.182 2.019 0.175 0.717

1.151 2.053 0.144 0.798

0.855 1.847 0.083 0.885

0.520 1.485 0.052 0.742

* 0.413 0.045 *

Tables 4.9 Propeller geometry

Ordinates for the back (As distance in meters) From maximum thickness to trailing From maximum thickness to leading edge edge r/R 100 80 60 40 20 20 40 60 80 90 95 100 0.2 * 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

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

Ordinates for the face (As distance in meters) From maximum thickness to From maximum thickness to leading trailing edge edge r/R 100 80 60 40 20 20 40 60 80 90 95 0.2 0.08 0.05 0.03 0.01 0.00 0.00 0.01 0.02 0.04 0.05 0.07 0.3 0.06 0.03 0.01 0.00 0 0.00 0.00 0.01 0.03 0.04 0.05 0.4 0.04 0.01 0.00 0 0 0 0.00 0.01 0.02 0.03 0.04 0.5 0.02 0.00 0 0 0 0 0 0.00 0.01 0.01 0.02 0.6 0.01 0 0 0 0 0 0 0 0.00 0.01 0.01 0.7 0 0 0 0 0 0 0 0 0 0.00 0.00 0.8 0 0 0 0 0 0 0 0 0 0 0

100 0.11 0.09 0.07 0.05 0.04 0.02 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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“Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX”

= 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

=

PE

ASTERN SPEED IN KNOTS

VICE (maximum)

(1-t)/(1-w)

=

0.912

=

PT X ηH KW

=

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

=

16771.3 KW

=

(PE/980.93)1/3

=

2.576 m/s

VICE (Maximum)

=

5.008 Knots

8.0 7.0 6.0 5.0 4.0

0.4

0.6

0.8

1.0

1.2

1.4

1.6

THICKNESS OF ICE IN m

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.

76

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

 

 

CHAPTER 5 FINAL GENERAL ARRANGEMENT                            

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

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) lesser.

= 908 mm (where L = 263 m) or 600 mm, whichever is the

Taken s = 600 mm

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

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) lesser.

or 600 mm, whichever is the

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) lesser.

or 700 mm, whichever is the

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 b c d e Rest o space

500 600 850 600 700 850

Table 5.1 Basic Frame Spacing

78

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

Fig 5.1 Basic Frame Spacing

79

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

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 G Whence f2 Minimum distance Maximum distance

= =

270.65 m. 4.56 m.

= = =

2.28 m. 10 – f2 = 7.72 m. 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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“Department of Ship technology, CUSAT, B.Tech (NA&SB), Batch – XXIX”

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 Rated output: 12,750KW Rated speed: 428rpm

[33]

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

Here bi = 3.0 m = load line length, is to be taken as 96% of total length on WL LL 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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“Department of Ship technology, CUSAT, B.Tech (NA&SB), Batch – XXIX”

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

:

Forepeak Forecastle deck Engine room

: : :

Aft peak

:

Longitudinal framing in way of upper deck, side shell, inner bottom, longitudinal bulkhead and bottom Longitudinal except at fore part. Longitudinal except at fore part. Longitudinal system in way of upper deck and side shell. Transverse system in double bottom 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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“Department of Ship technology, CUSAT, B.Tech (NA&SB), Batch – XXIX”

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.

84

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

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)

85

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

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.

86

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

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 officers2 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

87

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

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)

:

30 m2

viii) Wheelhouse 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)

88

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

General Stores

:

125.4 m2 ( 0.09 m2 / person / day )

xiii) Refrigerated Stores

:

56 m2 (0.04 m2 / person / day)

xii)

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

=

5879

E

From the table 13.7.2 in LRS [Part 3, Chapter 13] Equipment letter = A* Anchor type = Commercial standard stockless No. Of anchors = 2 = 17800 kg Mass of anchor, WA 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)

89

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

5.2.17.1 Chain Locker Volume of chain locker =

0.6 Lcdc2 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

=

Depth box.)

=

4.0 m 11m (the depth is inclusive of the height of

mud

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°. .

90

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

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.

91

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

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.

92

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

SOLAS CHAPTER II-2 Construction – Fire Protection, Fire Detection and Extinction SOLAS CHAPTER II-2 PART-C (SUPPRESSION OF FIRE) ¾ Fixed fire detection, fire alarm sys, manually operated call points should be installed. ¾ Fire patrols shall provide an effective means of detecting and locating fire. ¾ Smoke detectors in accommodation spaces. ¾ installation of automatic and remote control systems in engine room ¾ Two-way portable radiotelephone apparatus ¾ Suitable arrangement shall be made to permit the release of smoke, in event of fire, from protected space. ¾ Ship shall be subdivided by thermal and structural boundaries. ¾ Fire integrity of division shall be maintained at openings and penetrations ¾ Fixed fire fighting system should be installed. ¾ Fire extinguishing appliances should be readily available. ¾ 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. ¾ 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. ¾ 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. ¾ Valve for each fire hydrant should be fitted to remove fire hoses. ¾ Isolation valves for tankers. The following minimum Pressure shall be maintained at all hydrants ¾ Passenger Ships : 4000 GT. and upward Under 4000 GT ¾

0.40N/mm2. 0.30 N/mm2.

Cargo Ships. 6000 GT and upwards Under 6000 GT

0.27 N/mm2. 0.25 N/mm2

¾ Max pressure at hydrant should not exceed that at which effective control of fire hose is demonstrated

93

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

¾ 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. ¾ Fire pumps ¾ Passenger ship 4000 GT and upwards. at least 3 pumps ¾ Passenger ship less than 4000 GT at least 2 pumps ¾ Cargo ship of 1000 GT upwards at least 2 pumps ¾ Cargo ships have less than 1000 GT. at least 2 pumps ¾ Access to emergency fire pumps ¾ 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). ¾ Ventilation of emergency fire pump room. ¾ 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. ¾ Capacity of fire mains ¾ Capable of delivering for fire-fighting purpose at pressure specified above. ¾ Fire hoses and nozzle ¾ 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. ¾ Unless one hose and nozzle is provided for each hydrant in ship, there shall be complete interchange ability of hose couplings and nozzles. ¾ Number and diameter of fire hoses ¾ Diameter of fire hose shall be to satisfaction to administration. ¾ Cargo ships 1000 GT and upwards fire hoses for every 30m of length of ship and one spare no case less than five. ¾ Cargo ship less than 1000 GT hoses to be provided to satisfacti to administration. ¾ Size and type of nozzles ¾ Nozzles standard size 12 mm, 16mm and 19 mm. Dia. Accommodation and service spaces nozzle size 12mm to be used. ¾ 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. ¾ Portable fire extinguisher ¾ It should comply with the requirement of the fire safety system code.

94

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

¾ Arrangements of fire extinguisher ¾ 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. ¾ 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. ¾ Carbon dioxide fire extinguisher shall not be placed in accommodations spaces. ¾ 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. ¾ 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. ¾ spare charges ¾ 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. ¾ Fixed fire extinguishing systems ¾ Fixed high expansion foam fire extinguishing system should comply the provisions of the fire safety system code. ¾ Fixed pressure water-spraying fire extinguishing system should comply the provisions of the fire safety system code. ¾ Fire extinguishing system using halon 1211,1301,and2402 and per fluorocarbon shall be prohibited. ¾ 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 ¾ Closing appliances for fixed gas fire extinguishing systems. ¾ 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. ¾ Storage room for fire extinguishing media ¾ 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. ¾ Water pumps for other fire extinguishing system ¾ 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.

95

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

¾ Machinery space containing oil fired boilers or oil fuel units ¾ Space containing oil fired boiler or oil fuel unit. ¾ Machinery space containing oil fired boiler or oil fuel unit shall be provided with any of the fixed fire extinguishing system ¾ Additional fire extinguishing systems ¾ In each boiler room at least one set of portable foam applicator complying with the provisions of the fire safety system code. ¾ There shall be at least two portable foam extinguishers in each firing space in each boiler room ¾ 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.. ¾ 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. ¾ Machinery space containing internal combustion engine. ¾ Machinery space containing oil fired boiler or oil fuel unit shall be provided with any of the fixed fire extinguishing system. ¾ Space containing flammable liquid ¾ 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. ¾ It should be operated from outside the protected space. Flammable liquid locker shall be protected by an appropriate fire extinguishing arrangements. ¾ Arrangements of fire extinguishing in cargo space. ¾ Fixed deck foam fire extinguishing systems. ¾ Protection of cargo pump room for tanker. ¾ Fire fighter outfits ¾ At least two fire fighter’s outfits should be provided. ¾ Should comply according to FSS Code. ¾ Two spare charges shall be provided for each breathing apparatus. ¾ Storage of fire fighter outfits ¾ Shall be kept ready for use easily accessible position ¾ Structure integrity ¾ 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. ¾ The hull, structural bulkhead, decks and deckhouse shall be constructed of steel or other equivalent material.

96

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

SOLAS CHAPTER II-2 PART-D (ESCAPE) ¾ ¾ ¾ ¾

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)

¾ ¾ ¾ ¾ ¾

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)

¾ ¾ ¾ ¾

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. ¾ 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 ¾ NO SMOKING’’ signs shall be displayed at appropriate locations;

97

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

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]

98

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

PRESSURE AT HIGHEST HYDRANT (6.5bar)(650000N/ m2)

Pump Pressure at fire main, P1 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 + v22 / 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 – v22 / 2g – H2 – Head losses)X (ρ g) Pressure at highest hydrant (P2)

288513.76 N/m2

Required Pressure

270000 N/m2

Conclusion:

Satisfactory

99

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

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 + v22 / 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 – v22 / 2g – H2 – Head losses)X (ρ g) Pressure at farthest hydrant (P2)

386451.9 N/m2

Required Pressure

270000 N/m2

Conclusion:

Satisfactory

100

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

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

Conclusion:

Satisfactory

101

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

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

3/

(sp vol =0.56 m kg) No of bottle of 45.5 kg required

21053/45.5 =463bottles

102

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

                   

CHAPTER 6 DETAILED CAPACITY CALCULATION AND MASS ESTIMATION     

 

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

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. Volume of HFO, VHFO Volume of diesel oil (VDO)

=

6449 t

=

MHFO /0.90 = 7154 m3

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

103

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

Mass of diesel oil, MDO = = Volume of diesel oil, VDO = =

SFC × PAUX × H/1000000 747 t 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

=

355/0.95 = 373 m3

Volume of boiler oil

Volume of lubricating oil (VLO) Mass of lube oil, MLO = Volume of lube oil

0.03 (MHFO + MDO +MBO)

=

216.6 t

=

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

104

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

S.No. 1 2 3 4 5 6 7 8 9 10 11 12

Item CH1(P) CH1(S) CH2(P) CH2(S) CH3(P) CH3(S) CH4(P) CH4(S) CH5(P) CH5(S) Slop tank(P) Slop tank(S) Total

Fr.No. 70-114 70-114 114-164 114-164 164-209 164-209 209-259 209-259 259-314 259-314 64-70 64-70

Vol m^3 16049.03 16049.03 18867.88 18867.88 16981.09 16981.09 18534.91 18534.91 14646.90 14646.90 2067.29 2067.29 174294.17

Weight (98%vol) 13526.12 13526.12 15901.85 15901.85 14311.66 14311.66 15621.22 15621.22 12344.41 12344.41 1722.05 1722.05 146854.61

LCG m 69.77 69.77 109.25 109.25 149.63 149.63 189.63 189.63 225.39 225.39 50.99 50.99

VCG m 13.53 13.53 13.45 13.45 13.45 13.45 13.45 13.45 13.43 13.43 13.84 13.84

TCG m -10.43 10.43 -10.69 10.69 -10.69 10.69 -10.69 10.69 -9.32 9.32 -9.86 9.86

FSM tm 15475.16 15475.16 18504.95 18504.95 16654.46 16654.46 18178.39 18178.39 13350.11 13350.11 210.43 210.43 164747.01

Table 6.1 Capacity of cargo Tanks S.No.

Item

Fr.No.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Aft peak tank(s) Aft peak tank(s) Wing ballast tank1(P) Wing ballast tank1(S) Wing ballast tank2(P) Wing ballast tank2(S) Wing ballast tank3(P) Wing ballast tank3(S) Wing ballast tank4(P) Wing ballast tank4(S) Wing ballast tank5(P) Wing ballast tank5(S) Wing ballast tank6(P) Wing ballast tank6(S) Ballast tank 1(P) Ballast tank 1(S) Ballast tank 2(P) Ballast tank 2(S) Ballast tank 3(P) Ballast tank 3(S) Ballast tank 4(P) Ballast tank 4(S) FP tank(P) FP tank(S) Total

AE -16 AE -16 64-70 64-70 70-114 70-114 114-164 114-164 164-209 164-209 209-259 209-259 259-314 259-314 131-164 131-164 164-209 164-209 209-259 209-259 259-314 259-314 314-fe 314-fe

Vol m^3 1039.12 1039.12 302.00 302.00 2420.00 2420.00 2969.90 2969.90 2672.91 2672.91 2917.49 2917.49 2607.02 2607.02 1715.13 1715.13 2584.94 2584.94 2821.47 2821.47 2096.42 2096.42 1274.32 1274.32 50841.42

Weight (98%vol) 1026.48 1026.48 298.33 298.33 2390.57 2390.57 2933.79 2933.79 2640.41 2640.41 2882.01 2882.01 2575.32 2575.32 1694.27 1694.27 2553.50 2553.50 2787.16 2787.16 2070.92 2070.92 1258.82 1258.82 50223.19

Table 6.2 Capacity of Ballast Tanks 105

LCG m -5.63 -5.63 50.96 50.96 73.20 73.20 113.15 113.15 153.53 153.53 193.53 193.53 233.25 233.25 119.65 119.65 153.53 153.53 193.53 193.53 228.34 228.34 257.31 257.31

VCG m 18.96 18.96 12.49 12.49 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.50 13.01 13.01 1.54 1.54 1.54 1.54 1.54 1.54 1.56 1.56 9.14 9.14

TCG m -7.26 7.26 -20.85 20.85 -21.18 21.18 -21.18 21.18 -21.18 21.18 -21.18 21.18 -18.12 18.12 -11.19 11.19 -11.29 11.29 -11.29 11.29 -18.12 18.12 -3.88 3.88

FSM tm 696.39 696.39 12.47 12.47 37.30 37.30 47.57 47.57 42.81 42.81 46.73 46.73 41.26 41.26 3791.36 3791.36 6007.23 6007.23 6556.91 6556.91 4390.36 4390.36 1034.51 1034.51 45409.75

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

S.No

Item

Fr .No.

Vol

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

HFO tank1(P) HFO tank1(S) HFO tank 2(P) HFO tank 2(S) HFO tank3(P) HFO tank3(S) HFO tank4(P) HFO tank4(S) Boiler fuel tank1(P) Boiler fuel tank1(S) Diesel oil tank 1(P) Diesel oil tank 1(S) Lo tank(P) Lo tank(S) Waste water tank (P) Fresh water tank(S) Waste water tank (P) Fresh water tank(S) Total

21-46 21-46 67-70 67-70 70-114 70-114 114-131 114-131 59-64 59-64 46-59 46-59 64-67 64-67 9---21 9---21 9---21 9---21

m^3 398.36 398.36 123.50 123.50 2196.6 2196.6 857.56 857.56 189.71 189.71 398.70 398.70 123.50 123.50 66.22 66.22 16.00 16.00 8740.3

weight (98%( vol) 370.87 370.87 114.98 114.98 2045.1 2045.1 798.39 798.39 176.62 176.62 371.19 371.19 108.93 108.93 64.90 64.90 15.68 15.68 8133.2

LCG

VCG

TCG

FSM

m 23.72 23.72 50.05 50.05 71.64 71.64 95.20 95.20 44.10 44.10 35.90 35.90 47.47 47.47 8.38 8.38 8.38 8.38

m 2.28 2.28 1.60 1.60 1.57 1.57 1.54 1.54 1.90 1.90 2.28 2.28 1.60 1.60 4.00 4.00 10.20 10.20

m -5.18 5.18 -8.21 8.21 -9.91 9.91 -11.19 11.19 -7.56 7.56 -5.18 5.18 -8.21 8.21 -2.25 2.25 -3.10 3.10

tm 476.06 476.06 82.29 82.29 4654.40 4654.40 1855.66 1855.66 350.44 350.44 662.15 662.15 82.29 82.29 2.86 2.86 1.68 1.68 16335.64

Table 6.3 Capacity of storage tanks

Description Azipod room Engine Room Cofferdam Chain Locker(P&S) Forecastle deck Deck house Total

No. 1 1 1 2 1

Location -11 – 21 21 – 64 70 – 71 314 – 322 314-349

Volume 7714 21716 688 528 1093.4

LCG 5.58 30.3 53.9 254.5 259.07

VCG 17.75 12.47 11.67 21.2 25.26

TCG 0 0 0 0 0

1

21-64

9472 41211

36.89

30.78

0

Table 6.4 Capacity of other tanks/compartments

106

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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

GROSS TONNAGE (GT)

107

= 84919

= 275086.9 m3

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

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

= 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.

N 1 + N2

= Total number of passengers the ship is permitted to carry as in the

D = 23.76 m.

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

108

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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 Where,

=

ΔSE + ΔWO + ΔEP,

ΔSE

=

Steel mass

ΔWO

=

Wood & outfit mass

ΔEP

=

Engine plant mass

6.3.3 Steel Mass Δ7SE [1+ 0.5 (CB0.8 –0.7)] + 840 t (addition for Ice Class 1A, taken from parent ship)

ΔSE

=

Δ7SE

=

KE1.36

K E

= = =

0.029 –0.035 L (B + T) + 0.85L (D-T) + 250 19030.44

E

=

1500 – 40000 for tankers

Take K

=

0.035

=

23126.95

=

Block Coefficient at 0.8D

=

CB + (1- CB) (0.8D – T) /3T

=

0.846

=

25717.9 t

7

Δ

SE 8 CB

ΔSE

109

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

ΔOU

Helipad and helicopter) Co

=0.24

[35]

= 3173.9t 6.3.5 Engine Plant mass ΔEP

=

= = Light ship weight =

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 = 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)

120 m

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 ≤ = 0.01D (46.6 + 0.135(0.81 –CB) (L/D) 2), = 10.96 m

110

120 m < L

[35]

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

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 LCG VCG

= = =

ITEM Super structure Longitudinal continuous material TOTAL

125.6 m 125.6 m from AP 10.96 m from keel

MASS(t)

LCG from AP(m)

VCG keel(m)

634.6

36.89

30.78

25083.3

125.6

10.96

25717.9

123.41

11.45

Table 6.5 Determination of COG of Steel Mass LCG of Steel mass VCG of Steel mass

= =

123.41 m 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 Main engine Electric equipment Pod and propeller Aux engine Boiler and pump Total

Mass (t) 975 174 1324 180 150 2803

LCG(m) 21.27 6.30 0.00 33.90 34.00 11.79 Table 6.6

Determination of COG of machinery

111

VCG(m) 7.00 16.70 7.93 6.50 8.00 8.06

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

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 = D + 2.50, 250 m < L = 26.26m

[35]

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, Volume of diesel oil, Volume of boiler oil, Volume of lube oil Volume of fresh water, Volume of washing water, Volume of washing water

Available capacity Cargo Capacity = Ballast water Capacity = HFO tank Capacity = DFO tank Capacity = Boiler fuel tank Capacity = LO tank Capacity = Capacity of FW tank = Capacity of washing water tank=

7154 m3 786 m3 373 m3 241 m3 30 m3 131 m3 168096 m3

= = = = = = =

174294.17 m3 50841.42m3 7152.1 m3 797.4 m3 379.42 m3 247 m3 32 m3 132.44 m3

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

112

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

CHAPTER 7 DETAILED TRIM AND STABILITY CALCULATIONS        

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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.

113

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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.

114

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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.

115

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

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

Fig 7.1 Weather criteria curves

116

θ

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

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)

117

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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 X1 1.00 0.98

2.6 0.96

2.7 0.95

Values of factor X2 Cb ≤ 0.45 X2 0.75

0.50 0.82

Values of factor k Ak × 100 / L × B 0.00 K 1.00

1.00 0.98

2.8 0.93

2.9 0.91

3.0 0.90

0.55 0.89

3.1 0.88

3.2 0.86

0.60 0.95

3.4 0.82

0.65 0.97

≥ 3.5 0.80

≥ 0.70 1.00

3.50 0.72

≥ 4.00 0.70

Values of factor s T 7.00 8.00 12.00 14.00 16.00 18.00 ≤ 6.00 S 0.100 0.098 0.093 0.065 0.053 0.044 0.038 (Intermediate values in tables should be obtained by linear interpolation)

≥ 20.00 0.035

1.50 0.95

2.00 0.88

2.50 0.79

Table 7.1 Table for X1, X2, K and s

118

3.00 0.74

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

VCG Above Draft

Wind area

m 2 4 6 8 10 12 14 16 18 20

m2 6126 5604 5086 4574 4064 3553 3024 2485 1935 1381

Base line m 14.12 15.16 16.2 17.23 18.26 19.3 20.4 21.58 22.87 24.42

Half Draft m 13.12 13.16 13.2 13.23 13.26 13.3 13.4 13.58 13.87 14.42

Table 7.2 WINDAGE AREA TABLE

DOWNFLOODING ANGLE, DECK IMMERSION & DRAFT PARTICULARS Draft(m) Deck Immersion(Deg) Down Flooding(Deg) 2 4 6 8 10 12 14 16 18 20

42 39 36 33 29 26 22 28 23 9

65 63 60 58 55 52 47 43 37 30 Table 7.3

119

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7.3 Hydrostatic table for trimmed condition Hydrostatic properties(trim=-2m Fwd) (Tables 7.4) Draft (m) 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12 12.5 13 13.5 14 14.5 15 15.5 16 16.5 17 17.5

Disp (t) 24468.24 29593.65 34798.1 40065.6 45386.27 50751.13 56152.38 61586.52 67052.07 72545.2 78060.64 83596.86 89153.5 94728.45 100324.2 105948 111604.2 117291.7 123008.3 128741.8 134483.4 140231.6 145994.6 151806.6 157680 163615.7 169583 175572.6 181586.6 187624.7 193686.4

LCB KB(m) (m) (m) 155.004 1.525 152.858 1.777 151.223 2.032 149.917 2.287 148.841 2.543 147.94 2.799 147.167 3.055 146.486 3.311 145.875 3.567 145.323 3.823 144.823 4.08 144.362 4.336 143.935 4.592 143.537 4.848 143.163 5.104 142.813 5.36 142.483 5.617 142.173 5.875 141.881 6.133 141.599 6.391 141.324 6.649 141.056 6.906 140.791 7.163 140.506 7.422 140.198 7.682 139.868 7.943 139.544 8.205 139.232 8.468 138.933 8.73 138.644 8.992 138.367 9.255

LCF(m) (m) 142.971 142.279 141.586 141.007 140.504 140.13 139.679 139.215 138.769 138.423 138.056 137.69 137.335 136.995 136.686 136.435 136.19 135.993 135.739 135.356 134.973 134.64 133.896 132.798 131.643 130.786 130.536 130.301 130.075 129.871 129.721

120

TPC (t) 101.345 103.101 104.508 105.645 106.625 107.416 108.093 108.729 109.34 109.821 110.244 110.655 111.048 111.415 111.89 112.516 113.164 113.77 114.267 114.476 114.622 114.724 115.379 116.548 117.819 118.827 119.27 119.735 120.224 120.698 121.166

KMT (m) 66.928 57.897 51.156 45.91 41.744 38.367 35.629 33.374 31.502 29.882 28.509 27.34 26.331 25.441 24.72 24.178 23.727 23.329 22.923 22.44 21.993 21.591 21.275 21.066 20.926 20.813 20.679 20.57 20.488 20.424 20.379

MCT1cm (tm) 1548.395 1597.984 1639.369 1674.926 1708.454 1735.657 1757.739 1779.278 1800.326 1816.731 1830.302 1843.58 1857.01 1870.65 1888.178 1907.989 1927.81 1946.383 1963.325 1976.977 1990.494 2002.334 2046.421 2116.947 2191.395 2249.991 2273.857 2299.595 2326.966 2354.047 2380.585

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

Hydrostatic properties(trim=-1.5 m for'd) (Tables 7.5)

Draft (m) 3.25 3.75 4.25 4.75 5.25 5.75 6.25 6.75 7.25 7.75 8.25 8.75 9.25 9.75 10.25 10.75 11.25 11.75 12.25 12.75 13.25 13.75 14.25 14.75 15.25 15.75 16.25 16.75 17.25 17.75

Disp (t) 31599.62 36842.45 42142.74 47490.26 52877.73 58301.68 63757.94 69243.34 74752.78 80284.26 85836.49 91407.94 96998.39 997714.5 108252.9 113927 119630.9 125363.1 131108.8 136861.4 142624.7 148428.5 154291.1 160217.1 166177.2 172159.9 178165.3 184194.9 190247.1 196322.3

LCB KB(m) (m) (m) 149.628 1.859 148.443 2.116 147.475 2.374 146.664 2.631 145.978 2.889 145.378 3.146 144.838 3.404 144.347 3.661 143.903 3.918 143.494 4.175 143.113 4.432 142.756 4.689 142.418 4.945 142.097 5.202 141.794 5.459 141.508 5.717 141.238 5.975 140.982 6.234 140.731 6.493 140.486 6.751 140.241 7.008 139.974 7.267 139.681 7.527 139.364 7.789 139.05 8.052 138.747 8.314 138.456 8.577 138.174 8.839 137.904 9.102 137.644 9.365

LCF(m) (m) 141.599 141.023 140.481 140.099 139.75 139.298 138.839 138.479 138.154 137.789 137.421 137.079 136.709 136.407 136.158 135.945 135.752 135.467 135.081 134.73 133.977 132.832 131.681 130.731 130.48 130.221 129.977 129.761 129.588 129.444

121

TPCI (t) 103.949 105.196 106.255 107.089 107.868 108.538 109.165 109.678 110.144 110.563 110.97 111.336 111.73 112.24 112.889 113.498 114.098 114.539 114.702 114.812 115.285 116.339 117.596 118.686 119.13 119.578 120.048 120.524 120.969 121.43

KMT (m) 55.241 49.079 44.269 40.369 37.276 34.747 32.651 30.852 29.336 28.049 26.948 25.973 25.138 24.475 23.98 23.544 23.171 22.762 22.283 21.849 21.468 21.191 21.026 20.903 20.756 20.633 20.535 20.459 20.401 20.363

MCT1cm (tm) 1625.639 1662.71 1697.086 1726.188 1752.775 1774.643 1795.957 1813.709 1829.361 1842.715 1856.126 1869.536 1884.785 1903.077 1923.026 1941.562 1959.88 1976.069 1989.626 2001.721 2037.257 2106.034 2180.104 2243.462 2267.105 2291.442 2317.666 2344.74 2369.932 2396.183

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

Hydrostatic properties(trim=-1.0 m for'd) (Tables 7.6)

Draft (m) 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12 12.5 13 13.5 14 14.5 15 15.5 16 16.5 17 17.5

Disp (t) 28421.75 33633.71 38911.13 44240.76 49611.11 55021.22 60467.59 65944.84 71446.74 76972.29 82520 88087.75 93674.54 99281.05 104910.4 110571 116261.6 121982.2 127729.2 133486.3 139252.7 145054.7 150907.7 156823.7 162776.9 168752.5 174750.9 180772.2 186816 192881.8

LCB KB(m) (m) (m) 147.703 1.688 146.702 1.947 145.895 2.207 145.214 2.466 144.637 2.724 144.136 2.983 143.687 3.242 143.273 3.5 142.895 3.758 142.547 4.016 142.222 4.273 141.913 4.531 141.619 4.788 141.336 5.045 141.064 5.303 140.805 5.561 140.56 5.819 140.328 6.078 140.105 6.337 139.885 6.596 139.664 6.854 139.419 7.113 139.143 7.374 138.841 7.636 138.538 7.899 138.246 8.161 137.964 8.424 137.691 8.687 137.428 8.95 137.176 9.213

LCF(m) (m) 141.508 141.019 140.479 140.051 139.715 139.372 138.921 138.526 138.207 137.888 137.52 137.166 136.793 136.417 136.129 135.905 135.707 135.509 135.19 134.826 134.147 132.903 131.72 130.679 130.426 130.166 129.899 129.657 129.48 129.31

122

TPCI (t) 103.22 104.677 105.854 106.745 107.537 108.322 108.978 109.527 109.999 110.465 110.885 111.26 111.652 112.052 112.607 113.232 113.826 114.428 114.784 114.905 115.305 116.214 117.375 118.547 118.989 119.44 119.892 120.355 120.794 121.235

KMT (m) 60.071 52.758 47.195 42.681 39.112 36.277 33.931 31.936 30.244 28.828 27.62 26.559 25.64 24.854 24.256 23.784 23.373 23.024 22.599 22.13 21.714 21.363 21.139 21.005 20.84 20.706 20.593 20.503 20.432 20.383

MCT1cm (tm) 1606.082 1650.095 1685.187 1715.841 1743.032 1769.846 1791.422 1810.312 1826.247 1841.844 1855.36 1868.589 1883.746 1899.278 1918.131 1937.132 1955.1 1973.509 1988.805 2001.421 2032.291 2096.204 2168.875 2237.159 2260.644 2284.753 2309.569 2335.796 2360.686 2385.606

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

Hydrostatic properties(trim=-0.5 m for'd) (Tables 7.7)

Draft (m) 3.25 3.75 4.25 4.75 5.25 5.75 6.25 6.75 7.25 7.75 8.25 8.75 9.25 9.75 10.25 10.75 11.25 11.75 12.25 12.75 13.25 13.75 14.25 14.75 15.25 15.75 16.25 16.75 17.25 17.75

Disp (t) 30444.82 35692.51 41002.5 46355.65 51748.71 57181.39 62649.86 68144.41 73662.38 79203.98 84767.76 90350.84 95953.56 101576.5 107223.6 112901 118608.3 124345.6 130106.2 135875.9 141679.1 147529.2 153435.3 159381.7 165350.4 171341.8 177356.3 183392 189449.3 195528.7

LCB KB(m) (m) (m) 144.624 1.781 144.044 2.042 143.549 2.303 143.12 2.563 142.743 2.822 142.403 3.081 142.086 3.341 141.79 3.599 141.513 3.858 141.252 4.116 141.002 4.374 140.759 4.632 140.521 4.89 140.288 5.148 140.061 5.406 139.845 5.664 139.639 5.923 139.442 6.182 139.25 6.442 139.056 6.701 138.837 6.961 138.583 7.222 138.298 7.484 138.007 7.747 137.726 8.01 137.456 8.273 137.193 8.536 136.939 8.799 136.694 9.063 136.459 9.326

LCF(m) (m) 140.874 140.482 140.002 139.666 139.332 138.998 138.576 138.254 137.938 137.619 137.258 136.88 136.503 136.123 135.864 135.667 135.466 135.267 134.922 134.313 133.082 131.779 130.629 130.374 130.113 129.845 129.574 129.376 129.201 129.03

123

TPCI (t) 104.008 105.37 106.404 107.194 107.987 108.776 109.379 109.849 110.319 110.79 111.189 111.575 111.974 112.378 112.966 113.56 114.159 114.761 115.001 115.337 116.229 117.203 118.41 118.851 119.301 119.759 120.208 120.625 121.064 121.503

KMT (m) 57.082 50.538 45.382 41.223 37.965 35.362 33.152 31.257 29.68 28.356 27.205 26.193 25.33 24.591 24.05 23.598 23.215 22.891 22.436 21.982 21.597 21.285 21.119 20.936 20.785 20.663 20.558 20.472 20.41 20.369

MCT1cm (tm) 1631.835 1672.785 1705.515 1732.636 1759.905 1786.779 1806.995 1822.89 1838.718 1854.52 1867.958 1882.802 1898.221 1913.928 1932.737 1950.614 1968.819 1987.147 2001.181 2028.095 2091.036 2158.241 2230.903 2254.333 2278.334 2302.92 2328.059 2351.746 2376.56 2401.516

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

Hydrostatic properties(Even keel condition) (Tables 7.8) Draft (m) 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12 12.5 13 13.5 14 14.5 15 15.5 16 16.5 17 17.5 18

Disp (t) 27279.53 32493.33 37775.54 43111.65 48487.52 53903.09 59358.37 64845.38 70355.94 75890.09 81447.98 87027.59 92626.64 98245.7 103885 109549.3 115243.1 120967.1 126721.3 132494.7 138299 144150.1 150051.9 155991.5 161953.5 167938.2 173946 179975.3 186025 192095.3 198188.9

LCB (m) 142.111 141.856 141.616 141.39 141.174 140.967 140.767 140.572 140.382 140.195 140.012 139.829 139.645 139.46 139.273 139.089 138.913 138.744 138.579 138.415 138.225 137.997 137.733 137.455 137.188 136.929 136.678 136.435 136.199 135.972 135.752

KB (m) 1.62 1.881 2.143 2.404 2.664 2.924 3.183 3.443 3.702 3.961 4.219 4.478 4.736 4.994 5.252 5.511 5.77 6.029 6.289 6.548 6.809 7.07 7.333 7.596 7.86 8.123 8.387 8.65 8.913 9.177 9.44

LCF(m) (m) 140.721 140.331 139.953 139.618 139.282 138.952 138.626 138.303 137.984 137.668 137.35 136.972 136.591 136.208 135.828 135.627 135.425 135.225 135.021 134.475 133.262 131.962 130.581 130.323 130.061 129.792 129.515 129.293 129.095 128.922 128.745

124

TPCI (t) 103.33 104.697 106.062 106.85 107.645 108.437 109.231 109.702 110.17 110.642 111.118 111.506 111.897 112.3 112.707 113.294 113.893 114.493 115.098 115.374 116.248 117.216 118.275 118.714 119.164 119.621 120.087 120.481 120.896 121.335 121.777

KMT (m) 62.414 54.362 48.566 43.672 39.899 36.918 34.521 32.392 30.629 29.157 27.917 26.803 25.854 25.042 24.346 23.849 23.426 23.069 22.768 22.274 21.852 21.507 21.246 21.043 20.875 20.736 20.626 20.523 20.446 20.393 20.36

MCT1cm (tm) 1613.25 1654.319 1695.229 1722.266 1749.545 1776.63 1803.726 1819.625 1835.36 1851.225 1867.294 1882.211 1897.268 1912.955 1928.631 1946.179 1964.328 1982.568 2001.059 2024.188 2086.143 2153.103 2224.796 2248.117 2272.053 2296.582 2321.736 2344.106 2367.689 2392.556 2417.764

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

Hydrostatic properties(trim=0.5m aft) (Tables 7.9) Draft (m) 3.25 3.75 4.25 4.75 5.25 5.75 6.25 6.75 7.25 7.75 8.25 8.75 9.25 9.75 10.25 10.75 11.25 11.75 12.25 12.75 13.25 13.75 14.25 14.75 15.25 15.75 16.25 16.75 17.25 17.75

Disp (t) 29317.84 34566.14 39878.98 45237.7 50636.16 56074.25 61549.88 67053.02 72579.7 78130.05 83704.41 89299.99 94915.28 100550.7 106205.9 111886.8 117597.3 123338.2 129108.8 134914.4 140766.4 146668.8 152606.4 158561.4 164539.1 170539.9 176562.9 182605.9 188668.7 194753.4

LCB (m) 139.24 139.353 139.394 139.395 139.36 139.299 139.224 139.139 139.043 138.937 138.823 138.701 138.57 138.432 138.289 138.147 138.008 137.871 137.737 137.579 137.38 137.142 136.883 136.63 136.384 136.146 135.914 135.689 135.471 135.261

KB (m) 1.725 1.987 2.248 2.509 2.769 3.029 3.289 3.548 3.807 4.066 4.325 4.584 4.842 5.101 5.359 5.618 5.877 6.137 6.397 6.658 6.92 7.183 7.447 7.711 7.974 8.238 8.502 8.765 9.029 9.293

LCF(m) (m) 140.172 139.795 139.565 139.232 138.902 138.575 138.348 138.033 137.715 137.396 137.062 136.684 136.296 135.915 135.593 135.386 135.184 134.981 134.634 133.441 132.145 130.77 130.277 130.011 129.741 129.465 129.235 129.013 128.816 128.639

125

TPCI (t) 104.018 105.385 106.505 107.303 108.095 108.889 109.55 110.023 110.492 110.968 111.433 111.826 112.226 112.629 113.034 113.628 114.227 114.832 115.421 116.269 117.233 118.284 118.581 119.026 119.483 119.948 120.36 120.753 121.167 121.61

KMT (m) 59.026 51.967 46.541 42.13 38.695 35.961 33.664 31.688 30.046 28.671 27.475 26.43 25.538 24.773 24.127 23.662 23.268 22.936 22.591 22.13 21.749 21.456 21.164 20.976 20.821 20.695 20.586 20.493 20.425 20.381

MCT1cm (tm) 1635.527 1676.506 1711.708 1739.176 1766.251 1793.301 1816.155 1832.157 1847.861 1863.918 1881.491 1896.656 1912.089 1927.712 1942.05 1959.898 1978.072 1996.541 2020.912 2081.269 2148.172 2219.585 2242.066 2265.786 2290.255 2315.341 2337.833 2360.189 2383.695 2408.884

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

Hydrostatic properties(trim=1.0m aft)

Draft (m) 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12 12.5 13 13.5 14 14.5 15 15.5 16 16.5 17 17.5 18

Disp (t) 31380.52 36661.96 41999.22 47380.45 52801.48 58261.31 63753.55 69272.72 74815.65 80382.83 85973.32 91585.11 97216.93 102868.3 108538.8 114236.2 119963.7 125721.5 131525 137378 143281.1 149222.5 155174.4 161145.2 167139.1 173155.6 179192.6 185249.3 191325.8 197424.1

LCB (m) 136.674 137.078 137.356 137.545 137.662 137.729 137.767 137.779 137.766 137.732 137.68 137.613 137.531 137.437 137.335 137.231 137.127 137.022 136.897 136.73 136.521 136.285 136.049 135.819 135.594 135.375 135.163 134.956 134.755 134.56

(Tables 7.10) KB LCF(m) (m) (m) 1.836 139.631 2.097 139.359 2.357 139.174 2.617 138.851 2.877 138.525 3.137 138.269 3.397 138.072 3.656 137.764 3.915 137.442 4.174 137.1 4.433 136.772 4.692 136.389 4.951 136.003 5.209 135.651 5.468 135.352 5.727 135.145 5.987 134.941 6.247 134.667 6.508 133.626 6.77 132.327 7.034 130.96 7.299 130.359 7.563 129.966 7.827 129.691 8.091 129.414 8.354 129.179 8.618 128.955 8.882 128.735 9.146 128.533 9.41 128.358

126

TPCI (t) 104.705 105.968 106.954 107.753 108.546 109.263 109.867 110.345 110.819 111.306 111.751 112.154 112.554 112.925 113.368 113.963 114.565 115.226 116.298 117.25 118.294 118.63 118.895 119.347 119.812 120.236 120.634 121.025 121.443 121.88

KMT (m) 56.076 49.754 44.726 40.734 37.597 35.036 32.873 31.037 29.505 28.203 27.064 26.082 25.243 24.513 23.924 23.49 23.122 22.801 22.433 22.013 21.685 21.356 21.089 20.916 20.773 20.653 20.551 20.468 20.41 20.371

MCT1cm (tm) 1657.579 1694.931 1728.454 1755.864 1782.888 1807.122 1828.488 1844.639 1860.609 1878.286 1895.788 1911.476 1926.882 1941.152 1955.836 1973.688 1991.999 2014.88 2076.806 2143.237 2214.39 2241.542 2259.871 2284.013 2309.023 2331.857 2354.064 2376.282 2400.047 2425.301

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

Hydrostatic properties(trim=1.5m aft) (Tables 7.11) Draft (m) 3.25 3.75 4.25 4.75 5.25 5.75 6.25 6.75 7.25 7.75 8.25 8.75 9.25 9.75 10.25 10.75 11.25 11.75 12.25 12.75 13.25 13.75 14.25 14.75 15.25 15.75 16.25 16.75 17.25 17.75

Disp (t) 28222.31 33466.98 38776.08 44136.33 49540.18 54983.43 60460.91 65969.39 71504.73 77064.52 82648.5 88255.15 93883.38 99531.35 105197.5 110883.7 116598 122342.2 128132.7 133985 139888.8 145834 151789.4 157756.3 163743.6 169753.3 175783.9 181834.7 187904.9 193995.4

LCB (m) 133.461 134.364 135.007 135.479 135.823 136.07 136.253 136.39 136.487 136.547 136.576 136.581 136.563 136.526 136.474 136.411 136.342 136.269 136.177 136.045 135.867 135.657 135.445 135.232 135.023 134.818 134.619 134.425 134.235 134.05

KB (m) 1.692 1.951 2.211 2.47 2.73 2.989 3.248 3.508 3.767 4.026 4.285 4.544 4.802 5.061 5.32 5.579 5.838 6.098 6.359 6.622 6.887 7.152 7.416 7.681 7.945 8.209 8.473 8.737 9 9.264

LCF(m) (m) 139.318 139.145 138.976 138.788 138.473 138.185 137.999 137.8 137.491 137.14 136.813 136.475 136.095 135.729 135.393 135.111 134.903 134.661 133.723 132.518 131.147 130.457 130.03 129.647 129.363 129.121 128.898 128.678 128.452 128.25

127

TPCI (t) 103.856 105.344 106.452 107.402 108.204 108.96 109.594 110.185 110.672 111.172 111.628 112.077 112.484 112.865 113.218 113.704 114.301 114.933 116.165 117.276 118.306 118.727 118.904 119.218 119.676 120.106 120.516 120.908 121.303 121.717

KMT (m) 60.911 53.459 47.655 43.092 39.467 36.573 34.158 32.142 30.434 29 27.752 26.681 25.759 24.964 24.267 23.736 23.331 22.98 22.671 22.301 21.935 21.585 21.257 21.023 20.863 20.728 20.615 20.522 20.449 20.397

MCT1cm (tm) 1632.914 1677.285 1711.875 1744.97 1772.498 1797.969 1819.576 1840.747 1857.435 1875.07 1892.594 1910.549 1926.354 1940.795 1954.554 1969.638 1987.597 2008.307 2069.978 2138.809 2209.282 2241.527 2258.887 2278.215 2302.818 2325.884 2348.289 2370.23 2392.699 2416.523

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

Hydrostatic properties(trim=2.0m aft) (Tables 7.12) Draft (m) 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12 12.5 13 13.5 14 14.5 15 15.5 16 16.5 17 17.5 18

Disp (t) 30298.54 35573.57 40907.19 46290.19 51716.49 57178.69 62672.77 68197.34 73749.46 79326.65 84926.93 90549.97 96194.42 101857.5 107538.3 113240.9 118972 124746.7 130587.9 136491.8 142440.5 148400.7 154370 160352.9 166356 172380.2 178424.5 184489.1 190573.4 196678.1

LCB (m) 131.147 132.279 133.113 133.74 134.214 134.577 134.861 135.085 135.257 135.38 135.466 135.521 135.549 135.554 135.541 135.513 135.477 135.42 135.321 135.178 134.997 134.81 134.621 134.43 134.241 134.056 133.875 133.699 133.526 133.356

KB (m) 1.813 2.07 2.328 2.586 2.845 3.104 3.362 3.621 3.88 4.139 4.397 4.656 4.915 5.174 5.433 5.692 5.951 6.212 6.475 6.74 7.006 7.271 7.536 7.8 8.064 8.328 8.592 8.856 9.12 9.384

LCF(m) (m) 138.819 138.744 138.598 138.406 138.111 137.914 137.73 137.522 137.189 136.851 136.517 136.179 135.814 135.47 135.138 134.87 134.65 133.75 132.648 131.345 130.557 130.129 129.696 129.32 129.065 128.839 128.623 128.395 128.169 127.939

128

TPCI (t) 104.549 105.872 106.917 107.849 108.642 109.295 109.92 110.509 111.026 111.499 111.956 112.405 112.803 113.154 113.527 114.042 114.647 115.857 117.197 118.329 118.824 118.995 119.2 119.549 119.977 120.389 120.79 121.187 121.581 122.015

KMT (m) 57.756 51.019 45.754 41.618 38.307 35.581 33.344 31.467 29.876 28.506 27.332 26.326 25.456 24.692 24.046 23.563 23.18 22.847 22.552 22.209 21.834 21.474 21.173 20.964 20.813 20.686 20.582 20.499 20.433 20.388

MCT1cm (tm) 1653.89 1694.255 1728.601 1761.352 1788.486 1810.456 1831.959 1853.327 1871.753 1889.44 1907.394 1925.303 1940.59 1954.286 1967.992 1983.52 2002.292 2061.301 2132.689 2204.787 2241.474 2258.94 2276.829 2297.119 2319.959 2342.378 2364.449 2386.75 2409.34 2435.023

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

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 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

4.88 4.034 3.192 2.698 2.385 2.184 2.05 1.952 1.882 1.83 1.799 1.783

9.28 7.801 6.32 5.394 4.797 4.387 4.099 3.9 3.768 3.677 3.613 3.575

12.20 10.69 9.189 8.035 7.195 6.596 6.171 5.876 5.673 5.535 5.447 5.388

13.92 12.67 11.41 10.37 9.486 8.792 8.271 7.89 7.616 7.428 7.253 7.008

15.97 15.16 14.35 13.69 13.14 12.68 12.25 11.76 11.22 10.65 10.07 9.498

16.88 16.54 16.19 15.93 15.63 15.18 14.64 14.04 13.4 12.72 12.02 11.32

17.10 17.219 17.335 17.114 16.704 16.205 15.654 15.071 14.466 13.845 13.208 12.557

17.35 17.36 17.38 17.12 16.72 16.27 15.78 15.28 14.78 14.27 13.76 13.23

16.65 16.6 16.5 16.3 15.9 15.6 15.2 14.9 14.5 14.1 13.8 13.4

15.14 15.02 14.91 14.74 14.54 14.32 14.11 13.89 13.69 13.49 13.29 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 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

4.88 4.036 3.194 2.7 2.387 2.185 2.052 1.953 1.885 1.832 1.8 1.783

9.28 7.803 6.323 5.397 4.8 4.391 4.102 3.904 3.771 3.679 3.615 3.576

12.19 10.69 9.191 8.039 7.2 6.601 6.176 5.881 5.677 5.538 5.449 5.392

13.91 12.66 11.42 10.37 9.491 8.798 8.277 7.895 7.621 7.432 7.26 7.018

15.97 15.16 14.35 13.7 13.15 12.68 12.26 11.77 11.23 10.66 10.09 9.511

16.88 16.54 16.19 15.93 15.63 15.19 14.65 14.05 13.41 12.73 12.03 11.34

17.10 17.219 17.336 17.117 16.71 16.212 15.662 15.079 14.475 13.855 13.22 12.571

17.35 17.36 17.38 17.12 16.73 16.27 15.78 15.29 14.79 14.28 13.77 13.24

16.65 16.6 16.5 16.3 16 15.6 15.2 14.9 14.5 14.1 13.8 13.4

15.14 15.03 14.91 14.74 14.54 14.33 14.11 13.9 13.69 13.49 13.3 13.1

Tables 7.14

129

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

CROSS CURVES OF STABILITY(KN) TABLES Trim= -1.0 m (Aft) Disp(t) 25000 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

5o 4.88 4.037 3.196 2.701 2.388 2.185 2.053 1.954 1.887 1.833 1.8 1.783

10o 9.28 7.805 6.326 5.4 4.802 4.394 4.105 3.907 3.773 3.681 3.616 3.576

15o 12.19 10.69 9.193 8.042 7.204 6.605 6.181 5.886 5.681 5.541 5.45 5.395

20o 13.91 12.66 11.42 10.37 9.496 8.804 8.283 7.9 7.625 7.436 7.267 7.027

30o 15.96 15.16 14.35 13.7 13.15 12.68 12.26 11.78 11.24 10.67 10.1 9.523

40o 16.87 16.53 16.2 15.93 15.64 15.19 14.66 14.06 13.42 12.74 12.05 11.35

50o 17.10 17.219 17.336 17.12 16.715 16.219 15.669 15.087 14.484 13.865 13.232 12.585

60o 70o 80o 17.35 16.65 15.14 17.37 16.6 15.03 17.39 16.5 14.92 17.13 16.3 14.75 16.74 16 14.55 16.28 15.6 14.33 15.79 15.2 14.12 15.3 14.9 13.9 14.8 14.5 13.7 14.29 14.1 13.5 13.78 13.8 13.3 13.25 13.4 13.11

Tables 7.15

CROSS CURVES OF STABILITY(KN) TABLES Trim= -0.5m (Aft) Disp(t) 25000 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

5o 4.88 4.038 3.197 2.703 2.39 2.187 2.054 1.956 1.889 1.834 1.8 1.783

10o 9.28 7.807 6.33 5.404 4.806 4.397 4.108 3.911 3.777 3.685 3.618 3.576

15o 12.18 10.69 9.194 8.047 7.209 6.61 6.185 5.89 5.685 5.544 5.453 5.397

20o 13.90 12.66 11.42 10.38 9.501 8.811 8.291 7.907 7.631 7.44 7.274 7.035

30o 15.96 15.15 14.35 13.7 13.16 12.69 12.27 11.79 11.25 10.68 10.11 9.533

40o 16.87 16.53 16.2 15.93 15.64 15.2 14.67 14.07 13.43 12.75 12.06 11.36

Tables 7.16

130

50o 17.10 17.218 17.335 17.122 16.72 16.225 15.675 15.094 14.492 13.874 13.243 12.598

60o 70o 80o 17.34 16.66 15.15 17.37 16.6 15.03 17.39 16.5 14.92 17.13 16.3 14.75 16.74 16 14.55 16.28 15.6 14.34 15.8 15.2 14.12 15.3 14.9 13.91 14.8 14.5 13.7 14.3 14.1 13.5 13.79 13.8 13.31 13.27 13.4 13.12

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

CROSS CURVES OF STABILITY(KN) TABLES Trim= 0 m (Even keel) Disp(t) 25000 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

5o 4.88 4.04 3.199 2.705 2.392 2.188 2.055 1.959 1.891 1.836 1.801 1.784

10o 9.29 7.809 6.332 5.406 4.808 4.4 4.112 3.916 3.78 3.687 3.621 3.577

15o 12.18 10.69 9.195 8.05 7.214 6.615 6.191 5.896 5.689 5.547 5.455 5.398

20o 13.90 12.66 11.42 10.38 9.505 8.817 8.297 7.913 7.636 7.444 7.28 7.042

30o 15.96 15.15 14.35 13.7 13.16 12.69 12.28 11.8 11.26 10.69 10.12 9.543

40o 16.87 16.53 16.2 15.93 15.64 15.2 14.67 14.08 13.44 12.76 12.07 11.38

50o 17.10 17.219 17.336 17.125 16.725 16.23 15.682 15.101 14.499 13.882 13.253 12.61

60o 70o 80o 17.34 16.66 15.15 17.37 16.6 15.04 17.39 16.5 14.93 17.13 16.3 14.76 16.75 16 14.56 16.29 15.6 14.35 15.8 15.2 14.13 15.31 14.9 13.91 14.81 14.5 13.71 14.3 14.2 13.51 13.79 13.8 13.31 13.28 13.4 13.12

Tables 7.17

CROSS CURVES OF STABILITY(KN) TABLES Trim= 0.5 m (For’d) Disp(t) 25000 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

5o 4.88 4.042 3.201 2.706 2.394 2.19 2.056 1.961 1.893 1.838 1.802 1.784

10o 9.29 7.81 6.335 5.409 4.811 4.403 4.116 3.919 3.783 3.689 3.623 3.578

15o 12.18 10.69 9.197 8.054 7.219 6.62 6.197 5.901 5.694 5.551 5.457 5.4

20o 13.89 12.65 11.42 10.38 9.51 8.823 8.304 7.919 7.642 7.449 7.283 7.047

30o 15.95 15.15 14.35 13.7 13.16 12.7 12.28 11.8 11.27 10.7 10.13 9.552

40o 16.86 16.53 16.2 15.94 15.64 15.21 14.68 14.08 13.44 12.77 12.08 11.39

Tables 7.18

131

50o 17.10 17.218 17.334 17.126 16.728 16.235 15.687 15.107 14.505 13.889 13.261 12.62

60o 70o 80o 17.34 16.66 15.15 17.37 16.6 15.04 17.39 16.5 14.93 17.14 16.3 14.76 16.75 16 14.56 16.29 15.6 14.35 15.81 15.3 14.13 15.31 14.9 13.92 14.81 14.5 13.71 14.31 14.2 13.51 13.8 13.8 13.32 13.28 13.4 13.13

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

CROSS CURVES OF STABILITY(KN) TABLES Trim= 1.0 m (For’d) Disp(t) 25000 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

5o 4.88 4.043 3.202 2.708 2.396 2.191 2.058 1.964 1.895 1.84 1.803 1.785

10o 9.29 7.812 6.338 5.413 4.814 4.407 4.12 3.923 3.787 3.692 3.625 3.58

15o 12.17 10.68 9.198 8.057 7.224 6.626 6.204 5.907 5.699 5.555 5.46 5.402

20o 13.88 12.65 11.41 10.38 9.515 8.83 8.312 7.927 7.648 7.455 7.287 7.051

30o 15.94 15.15 14.35 13.7 13.16 12.7 12.28 11.81 11.28 10.71 10.13 9.559

40o 16.86 16.53 16.19 15.94 15.65 15.21 14.68 14.09 13.45 12.78 12.09 11.39

50o 17.10 17.218 17.333 17.128 16.732 16.239 15.692 15.112 14.511 13.896 13.268 12.629

60o 70o 80o 17.34 16.66 15.15 17.36 16.6 15.04 17.39 16.5 14.93 17.14 16.3 14.76 16.75 16 14.57 16.3 15.6 14.35 15.81 15.3 14.14 15.32 14.9 13.92 14.82 14.5 13.71 14.32 14.2 13.52 13.81 13.8 13.32 13.29 13.4 13.13

Tables 7.19

CROSS CURVES OF STABILITY(KN) TABLES Trim= 1.5 m (For’d) Disp(t) 25000 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

5o 4.89 4.044 3.203 2.71 2.398 2.192 2.059 1.966 1.897 1.841 1.804 1.785

10o 9.29 7.813 6.34 5.416 4.817 4.41 4.124 3.927 3.79 3.694 3.627 3.582

15o 12.16 10.68 9.198 8.06 7.228 6.631 6.21 5.913 5.704 5.559 5.463 5.403

20o 13.88 12.65 11.41 10.39 9.52 8.836 8.319 7.934 7.654 7.46 7.29 7.055

30o 15.94 15.14 14.35 13.71 13.17 12.71 12.29 11.82 11.28 10.72 10.14 9.565

40o 16.85 16.52 16.19 15.94 15.65 15.22 14.69 14.09 13.45 12.78 12.09 11.4

Tables 7.20

132

50o 17.11 17.218 17.331 17.129 16.735 16.243 15.696 15.117 14.517 13.903 13.275 12.638

60o 70o 80o 17.34 16.66 15.16 17.36 16.6 15.05 17.39 16.5 14.94 17.14 16.3 14.77 16.76 16 14.57 16.3 15.6 14.36 15.82 15.3 14.14 15.32 14.9 13.92 14.82 14.5 13.72 14.32 14.2 13.52 13.82 13.8 13.33 13.3 13.5 13.14

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

CROSS CURVES OF STABILITY(KN) TABLES Trim= 2.0 m (For’d) Disp(t) 25000 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000

5o 4.89 4.046 3.206 2.712 2.399 2.194 2.059 1.969 1.9 1.843 1.806 1.786

10o 9.29 7.814 6.343 5.419 4.82 4.413 4.129 3.932 3.794 3.697 3.629 3.584

15o 12.16 10.68 9.198 8.064 7.233 6.637 6.216 5.919 5.709 5.563 5.466 5.404

20o 13.87 12.64 11.41 10.39 9.524 8.844 8.326 7.941 7.661 7.464 7.292 7.056

30o 15.93 15.14 14.35 13.71 13.17 12.71 12.29 11.82 11.29 10.72 10.15 9.57

40o 16.85 16.52 16.19 15.94 15.65 15.22 14.69 14.1 13.46 12.79 12.1 11.41

Tables 7.21

133

50o 17.11 17.218 17.329 17.129 16.737 16.247 15.7 15.121 14.521 13.907 13.281 12.645

60o 70o 80o 17.33 16.66 15.16 17.36 16.6 15.05 17.39 16.5 14.94 17.14 16.3 14.77 16.76 16 14.57 16.3 15.6 14.36 15.82 15.3 14.14 15.33 14.9 13.93 14.83 14.5 13.72 14.33 14.2 13.53 13.82 13.8 13.33 13.31 13.5 13.14

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

17.5

60 50 40 70 30

15

80 20

12.5 15

10.

KN (m)

10

7.5

5.0

5

2.5

25000

40000

55000

70000

85000 100000 115000 130000 145000 160000 175000 190000

DISP (t)

Fig 7.2 CROSS CURVES (EVEN KEEL CONDITION)

134

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

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°. 30

i.e

∫ GZ dθ = 0.055 m-rad. 0

But for an angle of θ, righting lever is given by GZ = KN – KG Sinθ 30

∫

(KN – KG Sinθ) dθ = 0.055

0

30

∫

30

KN dθ -

0

∫

30

∫

KG Sinθ dθ = 0.055

0

30

KN dθ - KG

0

∫

KG Sinθ dθ = 0.055

0

30

KG =

∫ KN dθ − 0.055 0

30

∫ Sinθ dθ 0

30

KG1 =

∫ KN dθ − 0.055

m

Condition (1)

0

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

∫ GZ

dθ = 0.09 m – radians (assuming Flooding angle (θf) is more than

0

40°) Similarly as above, we can arrive at 40

KG2 =

∫ KN ∂θ

− 0.09 m Condition (2)

0

1 – Cos40

135

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

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° 40

∫ KN dθ − 0.03

KG3 =

m

Condition (3)

30

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 Sin30

Condition (4)

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) ∂θ ∂ KN

25

25

– KG ∂ Sinθ)

∂θ ∂θ KG = ∂ KN 1 ∂θ Cos25 KG5 = KN30 – KN20 10 * π 180 6)

=0 25

=0

1 Cos25

Condition (5)

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

136

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

DISP

KMT

25000 40000 5500 70000 8500 100000 115000 130000 145000 160000 175000 190000

66.23 46.13 52.59 30.74 40.98 24.83 23.53 22.40 21.37 20.90 20.60 20.41

COMPUTATIONS OF IMO ENVELOP KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin TRIM – 2.0m (For’d) 41.39 35.69 28.11 31.54 12.96 66.08 12.96 53.27 36.99 32.78 27.21 29.92 15.76 45.98 15.76 30.37 32.58 29.88 26.31 28.29 18.54 52.44 18.54 34.05 29.37 27.74 25.60 26.99 21.03 30.59 21.03 9.71 26.91 26.07 25.00 25.89 23.13 40.83 23.13 17.85 25.12 24.75 24.30 24.95 24.55 24.68 24.30 0.53 23.70 23.64 23.60 24.10 25.15 23.38 23.38 0.15 22.58 22.61 22.70 23.12 24.48 22.25 22.25 0.15 21.76 21.63 21.50 22.04 22.78 21.22 21.22 0.15 21.09 20.73 20.30 20.90 20.37 20.75 20.30 0.60 20.41 19.83 19.10 19.75 17.83 20.45 17.83 2.77 19.74 18.94 17.90 18.60 15.74 20.26 15.74 4.67 Tables 7.22

DISP

KMT

25000 40000 5500 70000 8500 100000 115000 130000 145000 160000 175000 190000

65.72 46.41 36.43 30.75 27.21 25.14 23.51 22.43 21.39 20.93 20.60 20.41

COMPUTATIONS OF IMO ENVELOP KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin TRIM - 1.5m (For’d) 41.39 35.69 28.11 31.54 13.02 65.57 13.02 52.70 36.99 32.78 27.21 29.91 15.77 46.26 15.77 30.64 32.58 29.92 26.41 28.29 18.54 36.28 18.54 17.89 29.37 27.74 25.60 26.99 21.02 30.60 21.02 9.73 26.98 26.07 24.90 25.90 23.12 27.06 23.12 4.09 25.12 24.75 24.30 24.96 24.54 24.99 24.30 0.84 23.70 23.64 23.60 24.11 25.16 23.36 23.36 0.15 22.65 22.61 22.60 23.14 24.50 22.28 22.28 0.15 21.76 21.67 21.60 22.06 22.82 21.24 21.24 0.15 21.09 20.73 20.30 20.92 20.42 20.78 20.30 0.63 20.49 19.83 19.00 19.77 17.87 20.45 17.87 2.73 19.74 18.98 18.00 18.62 15.76 20.26 15.76 4.65 Tables 7.23

137

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

DISP

KMT

25000 40000 5500 70000 8500 100000 115000 130000 145000 160000 175000 190000

66.87 46.46 36.44 30.81 27.24 24.84 23.51 22.47 21.41 20.94 20.61 20.41

COMPUTATIONS OF IMO ENVELOP KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin TRIM - 1.0 m (For’d) 41.39 35.69 28.11 31.52 12.96 66.72 12.96 53.91 36.99 32.78 27.21 29.91 15.77 46.31 15.77 30.69 32.58 29.92 26.41 28.30 18.54 36.29 18.54 17.90 29.37 27.74 25.60 26.99 21.01 30.66 21.01 9.80 26.98 26.07 24.90 25.90 23.11 27.09 23.11 4.13 25.12 24.75 24.30 24.97 24.52 24.69 24.30 0.54 23.70 23.68 23.70 24.13 25.16 23.36 23.36 0.15 22.65 22.65 22.70 23.16 24.53 22.32 22.32 0.15 21.76 21.67 21.60 22.08 22.85 21.26 21.26 0.15 21.09 20.77 20.40 20.95 20.47 20.79 20.40 0.54 20.49 19.88 19.10 19.80 17.90 20.46 17.90 2.71 19.82 18.98 17.90 18.65 15.78 20.26 15.78 4.63 Tables 7.24

DISP

KMT

25000 40000 5500 70000 8500 100000 115000 130000 145000 160000 175000 190000

66.54 46.57 36.55 30.84 27.25 24.87 23.50 22.50 21.46 20.94 20.62 20.41

COMPUTATIONS OF IMO ENVELOP KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin TRIM - 0.5m (For’d) 41.39 35.65 28.01 31.52 13.02 66.39 13.02 53.52 36.99 32.78 27.21 29.91 15.77 46.42 15.77 30.80 32.58 29.92 26.41 28.30 18.54 36.40 18.54 18.01 29.37 27.78 25.70 27.00 21.01 30.69 21.01 9.83 26.98 26.12 25.00 25.91 23.10 27.10 23.10 4.15 25.12 24.79 24.40 24.98 24.51 24.72 24.40 0.47 23.77 23.68 23.60 24.14 25.15 23.35 23.35 0.15 22.65 22.65 22.70 23.18 24.54 22.35 22.35 0.15 21.83 21.71 21.60 22.10 22.88 21.31 21.31 0.15 21.09 20.77 20.40 20.97 20.51 20.79 20.40 0.54 20.49 19.88 19.10 19.82 17.92 20.47 17.92 2.70 19.82 19.02 18.00 18.67 15.79 20.26 15.79 4.62 Tables 7.25

138

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

DISP

KMT

25000 40000 5500 70000 8500 100000 115000 130000 145000 160000 175000 190000

67.35 46.73 36.57 30.86 27.30 24.89 23.49 22.55 21.50 20.95 20.62 20.42

COMPUTATIONS OF IMO ENVELOP KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin TRIM - 0 m 41.39 35.65 28.01 31.52 13.02 67.20 13.02 54.33 36.99 32.78 27.21 29.90 15.78 46.58 15.78 30.95 32.58 29.92 26.41 28.30 18.54 36.42 18.54 18.03 29.45 27.78 25.60 27.00 21.01 30.71 21.01 9.85 26.98 26.12 25.00 25.92 23.09 27.15 23.09 4.21 25.19 24.79 24.30 24.98 24.50 24.74 24.30 0.59 23.77 23.68 23.60 24.15 25.15 23.34 23.34 0.15 22.65 22.70 22.80 23.19 24.55 22.40 22.40 0.15 21.83 21.71 21.60 22.12 22.90 21.35 21.35 0.15 21.16 20.77 20.30 20.99 20.55 20.80 20.30 0.65 20.49 19.92 19.20 19.84 17.94 20.47 17.94 2.68 19.82 19.02 18.00 18.69 15.81 20.27 15.81 4.61 Tables 7.26

DISP

KMT

25000 40000 5500 70000 8500 100000 115000 130000 145000 160000 175000 190000

67.11 46.64 36.65 30.93 27.32 24.92 23.49 22.58 21.58 20.96 20.63 20.42

COMPUTATIONS OF IMO ENVELOP KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin TRIM - 0.5 m (Aft ) 41.39 35.65 28.01 31.50 13.02 66.96 13.02 54.09 36.99 32.78 27.21 29.90 15.78 46.49 15.78 30.86 32.58 29.92 26.41 28.30 18.54 36.50 18.54 18.11 29.45 27.78 25.60 27.01 21.01 30.78 21.01 9.92 26.98 26.12 25.00 25.92 23.08 27.17 23.08 4.24 25.19 24.79 24.30 24.99 24.49 24.77 24.30 0.62 23.77 23.72 23.70 24.16 25.14 23.34 23.34 0.15 22.73 22.70 22.70 23.21 24.56 22.43 22.43 0.15 21.83 21.71 21.60 22.14 22.92 21.43 21.43 0.15 21.16 20.82 20.40 21.01 20.57 20.81 20.40 0.56 20.49 19.92 19.20 19.85 17.98 20.48 17.98 2.65 19.82 19.02 18.00 18.70 15.84 20.27 15.84 4.58 Tables 7.27

139

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

DISP

KMT

25000 40000 5500 70000 8500 100000 115000 130000 145000 160000 175000 190000

66.60 46.81 36.71 30.94 27.36 24.95 23.48 22.57 21.63 20.97 20.64 20.43

COMPUTATIONS OF IMO ENVELOP KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin TRIM - 1.0 m (Aft ) 41.31 35.65 28.11 31.48 13.02 66.45 13.02 53.58 36.99 32.78 27.21 29.89 15.78 46.66 15.78 31.03 32.58 29.92 26.41 28.30 18.54 36.56 18.54 18.17 29.45 27.78 25.60 27.01 21.00 30.79 21.00 9.94 27.06 26.12 24.90 25.93 23.07 27.21 23.07 4.29 25.19 24.79 24.30 25.00 24.48 24.80 24.30 0.65 23.77 23.72 23.70 24.17 25.12 23.33 23.33 0.15 22.73 22.70 22.70 23.22 24.55 22.42 22.42 0.15 21.83 21.76 21.70 22.15 22.93 21.48 21.48 0.15 21.16 20.82 20.40 21.02 20.58 20.82 20.40 0.57 20.56 19.92 19.10 19.87 18.00 20.49 18.00 2.64 19.82 19.06 18.10 18.72 15.85 20.28 15.85 4.58 Tables 7.28

DISP

KMT

25000 40000 5500 70000 8500 100000 115000 130000 145000 160000 175000 190000

67.57 46.80 36.72 31.02 27.39 24.97 23.49 22.60 21.68 20.99 20.65 20.44

COMPUTATIONS OF IMO ENVELOP KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin TRIM - 1.5m (Aft ) 41.31 35.65 28.11 31.48 13.02 67.42 13.02 54.55 36.99 32.78 27.21 29.88 15.79 46.65 15.79 31.01 32.58 29.92 26.41 28.29 18.55 36.57 18.55 18.17 29.45 27.78 25.60 27.01 20.99 30.87 20.99 10.03 27.06 26.16 25.00 25.93 23.06 27.24 23.06 4.33 25.19 24.83 24.40 25.01 24.46 24.82 24.40 0.57 23.85 23.72 23.60 24.18 25.10 23.34 23.34 0.15 22.73 22.74 22.80 23.23 24.55 22.45 22.45 0.15 21.91 21.76 21.60 22.16 22.94 21.53 21.53 0.15 21.16 20.82 20.40 21.03 20.59 20.84 20.40 0.59 20.56 19.96 19.20 19.88 18.02 20.50 18.02 2.63 19.82 19.06 18.10 18.73 15.87 20.29 15.87 4.57 Tables 7.29

140

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

DISP

KMT

25000 40000 5500 70000 8500 100000 115000 130000 145000 160000 175000 190000

67.12 46.86 36.82 31.06 27.41 25.02 23.49 22.62 21.73 21.01 20.66 20.45

COMPUTATIONS OF IMO ENVELOP KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin TRIM - 2.0 m (Aft ) 41.31 35.61 28.01 31.46 13.02 66.97 13.02 54.10 36.99 32.74 27.11 29.88 15.80 46.71 15.80 31.06 32.66 29.92 26.31 28.29 18.55 36.67 18.55 18.27 29.45 27.78 25.60 27.01 20.99 30.91 20.99 10.07 27.06 26.16 25.00 25.94 23.05 27.26 23.05 4.36 25.19 24.83 24.40 25.02 24.43 24.87 24.40 0.62 23.85 23.72 23.60 24.18 25.07 23.34 23.34 0.15 22.80 22.74 22.70 23.24 24.54 22.47 22.47 0.15 21.91 21.76 21.60 22.18 22.93 21.58 21.58 0.15 21.16 20.86 20.50 21.05 20.60 20.86 20.50 0.51 20.56 19.96 19.20 19.89 18.04 20.51 18.04 2.62 19.89 19.06 18.00 18.74 15.89 20.30 15.89 4.56 Tables 7.30

.

141

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

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.

142

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

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. 1 2 3 4 5 6 7 8 9 10 11 12

Item CH1(P) CH1(S) CH2(P) CH2(S) CH3(P) CH3(S) CH4(P) CH4(S) CH5(P) CH5(S) Slop tank(P) Slop tank(S)

Fr.No. 70-114 70-114 114-164 114-164 164-209 164-209 209-259 209-259 259-314 259-314 64-70 64-70

Weight (98%vol) 13526.12 13526.12 15901.85 15901.85 14311.66 14311.66 15621.22 15621.22 12344.41 12344.41 1722.05 1722.05

LCG m 69.77 69.77 109.25 109.25 149.63 149.63 189.63 189.63 225.39 225.39 50.99 50.99

VCG m 13.53 13.53 13.45 13.45 13.45 13.45 13.45 13.45 13.43 13.43 13.84 13.84

Tables 7.31 Determination of COG of Cargo holds

143

TCG m -10.43 10.43 -10.69 10.69 -10.69 10.69 -10.69 10.69 -9.32 9.32 -9.86 9.86

FSM tm 15475.16 15475.16 18504.95 18504.95 16654.46 16654.46 18178.39 18178.39 13350.11 13350.11 210.43 210.43

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

S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Item Aft peak tank(s) Aft peak tank(s) Wing ballast tank1(P) Wing ballast tank1(S) Wing ballast tank2(P) Wing ballast tank2(S) Wing ballast tank3(P) Wing ballast tank3(S) Wing ballast tank4(P) Wing ballast tank4(S) Wing ballast tank5(P) Wing ballast tank5(S) Wing ballast tank6(P) Wing ballast tank6(S) Ballast tank 1(P) Ballast tank 1(S) Ballast tank 2(P) Ballast tank 2(S) Ballast tank 3(P) Ballast tank 3(S) Ballast tank 4(P) Ballast tank 4(S) FP tank(P) FP tank(S)

Fr.No.

Weight (98%vol)

AE -16 AE -16 64-70 64-70 70-114 70-114 114-164 114-164 164-209 164-209 209-259 209-259 259-314 259-314 131-164 131-164 164-209 164-209 209-259 209-259 259-314 259-314 314-fe 314-fe

1026.48 1026.48 298.33 298.33 2390.57 2390.57 2933.79 2933.79 2640.41 2640.41 2882.01 2882.01 2575.32 2575.32 1694.27 1694.27 2553.50 2553.50 2787.16 2787.16 2070.92 2070.92 1258.82 1258.82

LCG m -5.63 -5.63 50.96 50.96 73.20 73.20 113.15 113.15 153.53 153.53 193.53 193.53 233.25 233.25 119.65 119.65 153.53 153.53 193.53 193.53 228.34 228.34 257.31 257.31

Tables 7.32 Determination of COG of ballast tank

144

VCG m 18.96 18.96 12.49 12.49 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.50 13.01 13.01 1.54 1.54 1.54 1.54 1.54 1.54 1.56 1.56 9.14 9.14

TCG m

FSM tm

-7.26 7.26 -20.85 20.85 -21.18 21.18 -21.18 21.18 -21.18 21.18 -21.18 21.18 -18.12 18.12 -11.19 11.19 -11.29 11.29 -11.29 11.29 -18.12 18.12 -3.88 3.88

696.39 696.39 12.47 12.47 37.30 37.30 47.57 47.57 42.81 42.81 46.73 46.73 41.26 41.26 3791.36 3791.36 6007.23 6007.23 6556.91 6556.91 4390.36 4390.36 1034.51 1034.51

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

S.No

Item

Fr.No.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

HFO tank1(P) HFO tank1(S) HFO tank 2(P) HFO tank 2(S) HFO tank3(P) HFO tank3(S) HFO tank4(P) HFO tank4(S) Boiler fuel tank1(P) Boiler fuel tank1(S) Diesel oil tank 1(P) Diesel oil tank 1(S) LO tank(P) LO tank(s) Waste water tank (P) Waste water tank(S) Fresh water tank (P) Fresh water tank(S)

21-46 21-46 67-70 67-70 70-114 70-114 114-131 114-131 59-64 59-64 46-59 46-59 64-67 64-67 9---21 9---21 9---21 9---21

Weight (98%vol) 370.87 370.87 114.98 114.98 2045.06 2045.06 798.39 798.39 176.62 176.62 371.19 371.19 108.93 108.93 64.90 64.90 15.68 15.68

LCG m 23.72 23.72 50.05 50.05 71.64 71.64 95.20 95.20 44.10 44.10 35.90 35.90 47.47 47.47 8.38 8.38 8.38 8.38

VCG m 2.28 2.28 1.60 1.60 1.57 1.57 1.54 1.54 1.90 1.90 2.28 2.28 1.60 1.60 4.00 4.00 10.20 10.20

Tables 7.33 Determination of COG of Consumable.

145

TCG m -5.18 5.18 -8.21 8.21 -9.91 9.91 -11.19 11.19 -7.56 7.56 -5.18 5.18 -8.21 8.21 -2.25 2.25 3.10 3.10

FSM tm 476.06 476.06 82.29 82.29 4654.40 4654.40 1855.6 1855.6 350.44 350.44 662.15 662.15 82.29 82.29 2.86 2.86 1.68 1.68

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

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.

146

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

LOADING CONDITION - 1 FULLY LOADED DEPARURE CONDITION SL.NO

ITEM

WEIGHT

LCG

L.MOM

VCG

V.MOM

FSM

t

m

tm

m

tm

tm

2

Crew &effects Provision store

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 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

HFO tank1(p) HFO tank1(s) HFO tank2(p) HFO tank2(s) HFO tank 3(p) HFO tank 3(s) HFO tank4(p) HFO tank4(s) Boiler fuel tank1(P) Boiler fuel tank1(S) Diesel oil tank 1(P) Diesel oil tank 1(S) LO tank(P) LO tank(s) Waste water tank (P) Waste water tank (S) Fresh water tank(P)

370.87 370.87 114.98 114.98 2045.06 2045.06 798.39 798.39 176.62 176.62 332.12 332.12 108.93 108.93 64.90 64.90 15.68

23.72 23.72 50.05 50.05 71.64 71.64 95.20 95.20 44.10 44.10 35.90 35.90 47.47 47.47 8.38 8.38 8.38

8797.11 8797.11 5754.67 5754.67 146509.43 146509.43 76006.57 76006.57 7789.65 7789.65 11923.00 11923.00 5170.76 5170.76 543.62 543.62 131.35

2.28 2.28 1.60 1.60 1.57 1.57 1.54 1.54 1.90 1.90 2.28 2.28 1.60 1.60 4.00 4.00 10.2

845.60 845.60 184.52 184.52 3213.03 3213.03 1232.13 1232.13 334.73 334.73 757.24 757.24 174.81 174.81 259.58 259.58 159.94

476.06 476.06 82.29 82.29 4654.40 4654.40 1855.66 1855.66 350.44 350.44 662.15 662.15 82.29 82.29 2.86 2.86 1.68

30

Fresh water tank(S)

15.68

8.38

131.40

10.2

159.94

1.68

31

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

1

5.76

36.89

212.49

30.78

177.29

0.00

9.97

36.89

367.79

28.00

279.16

0.00

147

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

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

0.00

DISPLACEMENT

184371.32

136.24

25119106.08

12.86

2370435.16

182054.57

DISPLACEMENT

184371.32

t

12.86

m

LONGITUDINAL CENTRE OF GRAVITY (LCG)

136.24

m

LONGITUDINAL CENTRE OF BUOYANCY (LCB)

136.24

m

1.90

cm

16.86

m

129.14

m

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

VERTICAL CENTRE OF GRAVITY (KG/VCG)

FROM HYDROSTATICS THE TRIM IS CORRESPONDING MEAN DRAFT LONGITUDINAL CENTRE OF FLOTATION (LCF) MOMENT TO CHANGE TRIM BY 1cm (MCT1cm)

TRANSVERSE METACENTRIC HEIGHT (GMT)

GMT = KMT - KG

7.61

m

FREE SURFACE (FSM) CORRECTION (GG0)

GG0 = FSM/DISP

0.99

m

CORRECTED METACENTRE (G0MT) VERTICAL CENTRE OF GRAVITY WITH FSM (KG0)

G0MT = GMT - GG0

6.62

m

13.85

m

KG0 = KG + GG0 G0Z = KN - KG0 * SIN(θ)

RIGHTING ARM LEVER (G0Z)

148

m

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

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

1.39

m radians

AREA UNDER CURVE BETWEEN 30 & 40

0.49

m radians

MAXIMUM RIGHTING LEVER (G0Z)

2.92

m

0

AREA UNDER CURVE UPTO 40

0

0

ANGLE AT WHICH MAX G0Z OCCURS

33.60

PROJECTED LATERAL WINDAGE AREA (A)

2247.40

COG OF WINDAGE AREA ABOVE HALF DRAFT (Z)

degrees m2

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

149

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

LOADING CONDITION -1 FULLY LOADED DEPARURE CONDITION

4.8 4.4 4.0

RIGHTING LEVER GZ (m)

3.6 3.2 2.8 2.4 2.0 1.6 1.2 0.8 0.4

θ 5

10 15 20

30

θ ANGLEOFHEEL(deg)

θ

Fig 7.3

150

40

50

60

70

θ 80

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

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

2

Crew &effects Provision store

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

1855.66

23

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

1

5.76

36.89

212.49

30.78

177.29

0.00

4.90

36.89

180.76

28.00

137.20

0.00

151

182475.43

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

LOADING CONDITION-2 FULLY LOADED ARRIVAL CONDITION (50% STORE) 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

0.00

DISPLACEMENT

182910.71

136.35

24939307.85

13.14

2403081.68

182475.43

DISPLACEMENT

182910.71

t

13.14

m

LONGITUDINAL CENTRE OF GRAVITY (LCG)

136.35

m

LONGITUDINAL CENTRE OF BUOYANCY (LCB)

136.35

m

FROM HYDROSTATICS THE TRIM IS

-2.30

cm

CORRESPONDING MEAN DRAFT

16.74

m

129.21

m

2355.33

tm

METACENTRIC RADIUS (KMT)

20.49

m

BASELINE DRAFT AFT (TAFT)

16.73

m

BASELINE DRAFT FORD (TFORD)

16.75

m

DRAFT AFT AT DRAFT MARKS

16.73

m

DRAFT FOR'D AT DRAFT MARKS

16.75

m

TRANSVERSE METACENTRIC HEIGHT (GMT)

7.35

m

FREE SURFACE (FSM) CORRECTION (GG0)

1.00

m

CORRECTED METACENTRE (G0MT)

6.35

m

14.14

m

VERTICAL CENTRE OF GRAVITY (KG/VCG)

LONGITUDINAL CENTRE OF FLOTATION (LCF) MOMENT TO CHANGE TRIM BY 1cm (MCT1cm)

VERTICAL CENTRE OF GRAVITY WITH FSM (KG0) G0Z = KN - KG0 * SIN(θ)

RIGHTING ARM LEVER (G0Z) ANGLE (°)

5°

10°

20°

30°

40°

m 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

152

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

LOADING CONDITION-2 FULLY LOADED ARRIVAL CONDITION (50% STORE) AREA UNDER CURVE UPTO 300

0.88

m radians

1.35

m radians

AREA UNDER CURVE BETWEEN 30 & 40

0.47

m radians

MAXIMUM RIGHTING LEVER (G0Z)

2.79

m

AREA UNDER CURVE UPTO 40

0 0

0

ANGLE AT WHICH MAX G0Z OCCURS

33.15

PROJECTED LATERAL WINDAGE AREA (A) COG OF WINDAGE AREA ABOVE HALF DRAFT (Z)

2280.95

degrees m2

13.69

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)

18.82

degrees

GUST WIND LEVER 2ND INTERCEPT (θc)

72.80

degrees

ADOPTED UPPER LIMIT FOR AREA (b) (θ2)

40.78

degrees

ANGLE OF DOWNFLOODING (θf)

40.78

degrees

ANGLE OF DECK EDGE IMMERSION (θd) NET AREA BELOW GUST WIND HEELING ARM "a" NET AREAABOVE GUST WIND HEELING ARM "b"

26.15

degrees

153

0.36

m radians

1.36

m radians

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

LOADING CONDITION-2 FULLY LOADED ARRIVAL CONDITION (50% STORE)

4.8 4.4 4.0

RIGHTING LEVER GZ (m)

3.6 3.2 2.8 2.4 2.0 1.6 1.2 0.8 0.4

θ 5

10

15

20

30

θ ANGLEOFHEEL(deg)

θ

Fig 7.4

154

40

θ 50

60

70

80

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

LOADING CONDITION - 3 BALLAST DEPARTURE CONDITION (50% STORE) SL.NO

ITEM

1

2

WEIGHT

LCG

L.MOM

VCG

V.MOM

FSM

t

m

tm

m

tm

tm

3

4

5

6

7

8

2

Crew &effects Provision store

3

HFO tank1(p)

185.44

23.72

4398.56

2.28

422.80

476.06

4

HFO tank1(s)

185.44

23.72

4398.56

2.28

422.80

476.06

5

HFO tank2(p)

57.49

50.05

2877.34

1.60

92.26

82.29

6

HFO tank2(s)

57.49

50.05

2877.34

1.60

92.26

82.29

7

HFO tank 3(p)

1022.53

71.64

73254.71

1.57

1606.52

4654.40

8

HFO tank 3(s)

1022.53

71.64

73254.71

1.57

1606.52

4654.40

1

5.76

36.89

212.49

30.78

177.29

0.00

4.90

36.89

180.76

28.00

137.20

0.00

9

HFO tank4(p)

399.19

95.20

38003.29

1.54

616.06

1855.66

10

HFO tank4(s)

399.19

95.20

38003.29

1.54

616.06

1855.66

11

Boiler fuel tank1(P)

88.31

44.10

3894.82

1.90

167.36

350.44

12

Boiler fuel tank1(S)

88.31

44.10

3894.82

1.90

167.36

350.44

13

Diesel oil tank 1(P)

166.06

35.90

5961.55

2.28

378.62

662.15

14

Diesel oil tank 1(S)

166.06

35.90

5961.55

2.28

378.62

662.15

15

Lo tank(P)

54.46

47.47

2585.38

1.60

87.40

82.29

16

Lo tank(s)

54.46

47.47

2585.38

1.60

87.40

82.29

17

Waste water tank (P)

32.45

8.38

271.81

4.00

129.79

2.86

18

Waste water tank (S)

32.45

8.38

271.81

4.00

129.79

2.86

19

Fresh water tank(P)

7.84

8.38

65.67

10.20

79.97

1.68

20

Fresh water tank(S)

7.84

8.38

65.70

10.20

79.97

1.68

21

Aft peak tank(P)

300.00

-5.63

-1690.29

18.96

5688.57

696.39

22

Aft peak tank(s)

300.00

-5.63

-1690.29

18.96

5688.57

696.39

23

Wing ballast tank1(P)

298.33

50.96

15203.46

12.49

3724.64

12.47

24

Wing ballast tank1(S)

298.33

50.96

15203.46

12.49

3724.64

12.47

25

Wing ballast tank2(P)

2390.57

73.20

174989.93

12.50

29882.16

37.30

26

Wing ballast tank2(S)

2390.57

73.20

174989.93

12.50

29882.16

37.30

27

Wing ballast tank3(P)

2933.79

113.15

331957.89

12.50

36672.33

47.57

28

Wing ballast tank3(S)

2933.79

113.15

331957.89

12.50

36672.33

47.57

29

Wing ballast tank4(P)

2640.41

153.53

405368.55

12.50

33005.09

42.81

30

Wing ballast tank4(S)

2640.41

153.53

405368.55

12.50

33005.09

42.81

31

Wing ballast tank5(P)

2882.01

193.53

557741.63

12.50

36025.17

46.73

32

Wing ballast tank5(S)

2882.01

193.53

557741.63

12.50

36025.17

46.73

33

Wing ballast tank6(P)

2575.32

233.25

600695.03

13.01

33498.24

41.26

34

Wing ballast tank6(S)

2575.32

233.25

600695.03

13.01

33498.24

41.26

35

Ballast tank 1(P)

1694.27

119.65

202719.89

1.54

2614.72

3791.36

155

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

36

Ballast tank 1(S)

1694.27

119.65

202719.89

1.54

2614.72

3791.36

37

Ballast tank 2(P)

2553.50

153.53

392026.42

1.54

3932.39

6007.23

38

Ballast tank 2(S)

2553.50

153.53

392026.42

1.54

3932.39

6007.23

39

Ballast tank 3(P)

2787.16

193.53

539384.36

1.54

4292.22

6556.91

40

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

4390.36

42

Ballast tank 4(S)

2070.92

228.34

472882.25

1.56

3232.91

4390.36

43

FP tank(P)

1258.82

257.31

323902.48

9.14

11508.25

1034.51

44

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

TOTAL

54925.62

153.64

8439032.20

8.18

449100.84

62166.26

0.00

DEADWEIGHT LIGHTSHIP WEIGHT

54925.62

153.64

8439032.20

8.18

449100.84

62166.26

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

86620.42

t

9.81

m

DISPLACEMENT VERTICAL CENTRE OF GRAVITY (KG/VCG) LONGITUDINAL CENTRE OF GRAVITY (LCG) LONGITUDINAL CENTRE OF BUOYANCY (LCB)

136.75

m

136.75

m

FROM HYDROSTATICS THE TRIM IS

142.30

cm

8.60

m

136.60

m

1906.03

tm

26.88

m

BASELINE DRAFT AFT (TAFT)

9.31

m

BASELINE DRAFT FORD (TFORD)

7.89

m

DRAFT AFT AT DRAFT MARKS

9.31

m

DRAFT FOR'D AT DRAFT MARKS TRANSVERSE METACENTRIC HEIGHT (GMT) FREE SURFACE (FSM) CORRECTION (GG0)

7.89

m

GMT = KMT - KG

17.07

m

GG0 = FSM/DISP

0.72

m

G0MT = GMT - GG0

16.35

m

KG0 = KG + GG0

10.53

m

CORRESPONDING MEAN DRAFT LONGITUDINAL CENTRE OF FLOTATION (LCF) MOMENT TO CHANGE TRIM BY 1cm (MCT1cm) METACENTRIC RADIUS (KMT)

CORRECTED METACENTRE (G0MT) VERTICAL CENTRE OF GRAVITY WITH FSM (KG0)

156

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

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

AREA UNDER CURVE UPTO 300

2.25

m radians

3.72

m radians

AREA UNDER CURVE BETWEEN 30 & 40

1.47

m radians

MAXIMUM RIGHTING LEVER (G0Z)

8.94

m

0

AREA UNDER CURVE UPTO 40

0

0

ANGLE AT WHICH MAX G0Z OCCURS

41.33

PROJECTED LATERAL WINDAGE AREA (A) COG OF WINDAGE AREA ABOVE HALF DRAFT (Z)

4421.77

degrees m2

13.24

m

STEADY WIND HEELING LEVER (lw1)

0.03

m

GUST WIND HEELING LEVER (lw2)

0.05

m

ANGLE OF HEEL DUE TO WIND (θ0)

0.21

degrees

ANGLE OF ROLL (θ1)

17.48

degrees

GUST WIND LEVER 2ND INTERCEPT (θc)

99.06

degrees

ADOPTED UPPER LIMIT FOR AREA (b) (θ2)

50.00

degrees

ANGLE OF DOWNFLOODING (θf)

57.11

degrees

ANGLE OF DECK EDGE IMMERSION (θd) NET AREA BELOW GUST WIND HEELING ARM "a" NET AREA ABOVE GUST WIND HEELING ARM "b"

31.81

degrees

157

0.80

m radians

5.19

m radians

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

LOADING CONDITION – 3 BALLAST DEPARTURE CONDITION (50% STORE)

9.6 8.8 8.0

RIGHTING LEVER GZ (m)

7.2 6.4 5.6 4.8 4.0 3.2 2.4 1.6 0.8

θ 5 10 15 20

30

θ ANGLEOFHEEL(deg)

θ

Fig 7.5

158

40

50

θ 60

70

80

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

LOADING CONDITION - 4 BALLAST ARRIVAL CONDITION (10% STORE) SL.NO 1 1

ITEM 2

Crew &effects Provision store

WEIGHT

LCG

L.MOM

VCG

V.MOM

FSM

t

m

tm

m

tm

tm

3

4

5

6

7

8

5.76

36.89

212.49

30.78

177.29

0.00

0.98 37.09 37.09 11.50 11.50 204.51 204.51 79.84 79.84 17.66 17.66 33.21 33.21 10.89 10.89 6.49 6.49

36.89 23.72 23.72 50.05 50.05 71.64 71.64 95.20 95.20 44.10 44.10 35.90 35.90 47.47 47.47 8.38 8.38

36.15 879.71 879.71 575.47 575.47 14650.94 14650.94 7600.66 7600.66 778.96 778.96 1192.24 1192.24 517.08 517.08 54.36 54.36

28.00 2.28 2.28 1.60 1.60 1.57 1.57 1.54 1.54 1.90 1.90 2.28 2.28 1.60 1.60 4.00 4.00

27.44 84.56 84.56 18.45 18.45 321.30 321.30 123.21 123.21 33.47 33.47 75.72 75.72 17.48 17.48 25.96 25.96

0.00 476.06 476.06 82.29 82.29 4654.40 4654.40 1855.66 1855.66 350.44 350.44 662.15 662.15 82.29 82.29 2.86 2.86

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

HFO tank1(p) HFO tank1(s) HFO tank2(p) HFO tank2(s) HFO tank 3(p) HFO tank 3(s) HFO tank4(p) HFO tank4(s) Boiler fuel tank1(P) Boiler fuel tank1(S) Diesel oil tank 1(P) Diesel oil tank 1(S) Lo tank(P) Lo tank(s) Waste water tank (P) Waste water tank (S)

19

Fresh water tank(P)

1.57

8.38

13.13

10.20

15.99

1.68

20

Fresh water tank(S)

1.57

8.38

13.14

10.20

15.99

1.68

21

Aft peak tank(P)

600.00

-5.63

-3380.58

18.96

11377.13

696.39

22 23 24 25 26 27 28 29 30 31 32 33 34 35

Aft peak tank(s) Wing ballast tank1(P) Wing ballast tank1(S) Wing ballast tank2(P) Wing ballast tank2(S) Wing ballast tank3(P) Wing ballast tank3(S) Wing ballast tank4(P) Wing ballast tank4(S) Wing ballast tank5(P) Wing ballast tank5(S) Wing ballast tank6(P) Wing ballast tank6(S) Ballast tank 1(P)

600.00 298.33 298.33 2390.57 2390.57 2933.79 2933.79 2640.41 2640.41 2882.01 2882.01 2575.32 2575.32 1694.27

-5.63 50.96 50.96 73.20 73.20 113.15 113.15 153.53 153.53 193.53 193.53 233.25 233.25 119.65

-3380.58 15203.46 15203.46 174989.93 174989.93 331957.89 331957.89 405368.55 405368.55 557741.63 557741.63 600695.03 600695.03 202719.89

18.96 12.49 12.49 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.50 13.01 13.01 1.54

11377.13 3724.64 3724.64 29882.16 29882.16 36672.33 36672.33 33005.09 33005.09 36025.17 36025.17 33498.24 33498.24 2614.72

696.39 12.47 12.47 37.30 37.30 47.57 47.57 42.81 42.81 46.73 46.73 41.26 41.26 3791.36

159

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

36

Ballast tank 1(S)

1694.27

119.65

202719.89

1.54

2614.72

3791.36

37

Ballast tank 2(P)

2553.50

153.53

392026.42

1.54

3932.39

6007.23

38

Ballast tank 2(S)

2553.50

153.53

392026.42

1.54

3932.39

6007.23

39

Ballast tank 3(P)

2787.16

193.53

539384.36

1.54

4292.22

6556.91

40

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

4390.36

42

Ballast tank 4(S)

2070.92

228.34

472882.25

1.56

3232.91

4390.36

43

FP tank(P)

1258.82

257.31

323902.48

9.14

11508.25

1034.51

44

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

TOTAL

54021.66

153.89

8313209.87

8.86

478471.40

62166.26

DEADWEIGHT LIGHTSHIP WEIGHT

54021.66

153.89

8313209.87

8.86

478471.40

62166.26

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

DISPLACEMENT

0.00

85716.46

t

10.25

m

LONGITUDINAL CENTRE OF GRAVITY (LCG)

136.72

m

LONGITUDINAL CENTRE OF BUOYANCY (LCB)

136.72

m

FROM HYDROSTATICS THE TRIM IS

143.60

cm

8.52

m

136.63

m

1902.31

tm

27.11

m

BASELINE DRAFT AFT (TAFT)

9.24

m

BASELINE DRAFT FORD (TFORD)

7.80

m

DRAFT AFT AT DRAFT MARKS

9.24

m

DRAFT FOR'D AT DRAFT MARKS

7.80

m

VERTICAL CENTRE OF GRAVITY (KG/VCG)

CORRESPONDING MEAN DRAFT LONGITUDINAL CENTRE OF FLOTATION (LCF) MOMENT TO CHANGE TRIM BY 1cm (MCT1cm) METACENTRIC RADIUS (KMT)

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

RIGHTING ARM LEVER (G0Z)

G0Z = KN - KG0 * SIN(θ)

160

m

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

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

2.21

m radians

3.63

m radians

AREA UNDER CURVE BETWEEN 30 & 40

1.42

m radians

MAXIMUM RIGHTING LEVER (G0Z)

8.66

m

AREA UNDER CURVE UPTO 300 0

AREA UNDER CURVE UPTO 40

0

0

ANGLE AT WHICH MAX G0Z OCCURS

41.64

PROJECTED LATERAL WINDAGE AREA (A) COG OF WINDAGE AREA ABOVE HALF DRAFT (Z)

4441.91

degrees m2

13.24

m

STEADY WIND HEELING LEVER (lw1)

0.04

m

GUST WIND HEELING LEVER (lw2)

0.06

m

ANGLE OF HEEL DUE TO WIND (θ0)

0.21

degrees

22.74

degrees

100.15

degrees

ADOPTED UPPER LIMIT FOR AREA (b) (θ2)

50.00

degrees

ANGLE OF DOWNFLOODING (θf)

57.22

degrees

ANGLE OF DECK EDGE IMMERSION (θd)

31.96

degrees

ANGLE OF ROLL (θ1) GUST WIND LEVER 2ND INTERCEPT (θc)

NET AREA BELOW GUST WIND HEELING ARM "a"

1.33

m radians

NET AREA BELOW GUST WIND HEELING ARM "b"

5.06

m radians

161

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

LOADING CONDITION – 4 BALLAST ARRIVAL CONDITION (10% STORE)

9.6 8.8 8.0

RIGHTING LEVER GZ (m)

7.2 6.4 5.6 4.8 4.0 3.2 2.4 1.6 0.8

θ

θ 5 10 15 20

30

θ ANGLEOFHEEL(deg)

θ

Fig 7.6

162

40

50

60

70

80

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

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

G 0 MT

6.62

6.35

16.35

16.13

15

Area upto 300

0.90

0.88

2.25

2.21

16

Area upto 40

1.39

1.35

3.72

3.63

17

Area between 300 & 400

m m rad m rad 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

0

33.60

33.15

41.33

41.64

2

2247.40

2280.95

4421.77

4441.91

20

Windage Area (A)

m

21

m

13.71

13.69

13.24

13.24

22

COG of windage area (Z) 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)

25.84

26.15

31.81

31.96

30

Area "a"

0.38

0.36

0.80

1.33

31

Area "b"

deg m rad m rad

1.42

1.36

5.19

5.06

163

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

CHAPTER 8 MIDSHIP SECTION DESIGN                          

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

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

164

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

(6)

LPAR = Length of parallel midship body, in m (approx. 105.2 m)

(7)

CB

(8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19)

: Block coefficient at draught T corresponding waterline, based on rule length L and moulded breadth B. CB = 0.84 hG = Ice thickness, in m, defined in the table given by FSICR h = 0.35 m Awf = Area of the waterline of the bow in m2. Awf = 3841 m2 α = Angle of the waterline at B/4 = 70° φ1 = Rake of the Ice breaking stern at the centreline = 24.2° φ2 = Rake of the Ice breaking stern at B/4 = 24.5° DP = Diameter of propeller = 7260 mm HM = Thickness of the brash ice in mid channel, in m = 1.0 m HB = Thickness of the brash ice layer displaced by the stern ReH = Minimum yield stress, in N/mm2, of the material defined LWL = Load Waterline, at fully loaded condition. BWL = Ballast Waterline at Ballast condition.

to

summer

(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.

165

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

(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]

166

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

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

=

f1=

f1KL C1L2B (CB + 0.7) x 10-6 m3 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) =

10.75 – [(300-L)/100] 1.5 for 90
=

10.537

CB

=

Block Coefficient = 0.84

∴ Z min

=

43.09 m3

C1

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

167

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

For longitudinally framed system the web structure:

Fig 8.3 Framing system 8.2.3 Minimum require Power (R CH / 1000)3 / 2 [kW] ; P = Ke DP Propeller type or CP or electric or FP propeller machinery hydraulic propulsion machinery 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: 3

⎛ LT ⎞ A 2 R CH = C1 + C 2 + C 3C μ (H F + H M ) (B + C ψ H F ) + C 4 L PAR H 2F + C5 ⎜ 2 ⎟ wf ⎝B ⎠ L Cμ = 0.15cosϕ2 + sinψsinα = 0.546 Cμ is to be taken equal or larger than 0.45

C ψ = 0.047 ⋅ψ − 2.115, and C ψ = 0 if ψ ≤ 45° 168

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

⎛ tanϕ 2 ⎞ o ⎟ = 30.17 sin α ⎝ ⎠ C ψ = 25.89

ψ = arctan ⎜

HF = 0.26 + (HMB) 0.5 = 7.2 m HM = = = HM =

1.0 for ice classes IA and IA Super 0.8 for ice class IB 0.6 for ice class IC 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 3

⎛ LT ⎞ 5 ≤ ⎜ 2 ⎟ ≤ 20 ⎝B ⎠ 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. . Ice Class IA Super Ice Class IA IA Super IB IA IC IB IC

ho [m] ho1.0 [m] 0.8 1.0 0.6 0.8 0.4 0.6 0.4

h [m] h0.35 [m] 0.30 0.35 0.25 0.30 0.22 0.25 0.22

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

169

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

cd = a factor which takes account of the influence of the size and engine output of the ship. It is calculated by the formula:

cd =

a⋅k + b 1000

k=

Δ⋅P 1000

a and b are given in the following table:

.

a b

Region Forward Midship & Aft k ≤ 12 k > 12 k ≤ 12 k > 12 30 6 8 2 230 518 214 286

Table 8.3 Values of a and b

Δ P

= the displacement of the ship at maximum ice class draught [t] = 183376.12 t = 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: Ice Class IA Super IA IB IC

Forward 1.0 1.0 1.0 1.0

Region Midship 1.0 0.85 0.70 0.50

Table 8.4 Values of c1

170

Aft 0.75 0.65 0.45 0.25

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

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: 47 - 5 l a ; maximum 1.0 ; minimum 0.6 ca = 44 la shall be taken as follows: . Structure Shell Frames

Type of framing Transverse Longitudinal Transverse Longitudinal

Ice stringer Web frame

la [m] Frame spacing 2 ⋅ frame spacing Frame spacing Span of frame Span of stringer 2 ⋅ web frame spacing

la [m] 0.35 0.7 0.35 4.25 4.25 8.5

Ca [m] 1.028 0.989 1.028 0.585 0.585 0.102

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.

Ice Class

Above LWL [m]

Below BWL [m]

IA Super IA IB IC

0.6 0.5 0.4 0.4

0.75 0.6 0.5 0.5

Table 8.6 Extension of Ice strengthening at midship

171

P 2.612 2.511 2.612 1.486 1.486 0.260

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

8.3.2 Plate thickness in the ice belt For transverse framing the thickness of the shell plating shall be determined by the t = 667 s

f1 ⋅ p PL

σy

+ t c [mm]

For longitudinal framing the thickness of the shell plating shall be determined by the formula:

t = 667 s

S

p PL f 2 ⋅σ

+ t c [mm ] y

= the frame spacing [m]

pPL = 0.75 p [MPa] p

= 1.88

f1

= 1.3 −

f2

= 0.6 +

f2

= 1.4 - 0.4 (h/s); when 1≤ h/s < 1.8

4.2 ; maximum 1.0 (h/s + 1.8) 2 = 0.764 0.4 ; when h/s ≤ 1 (h/s)

= 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

172

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

. Ice Class Ice Class

IA Super IA Super

IA, IB, IC IA, IB, IC

Region Region From stem to 0.3L From stem abaft it to 0.3L abaft it

Above LWL [m]LWL Above [m] 1.2 1.2

Abaft 0.3L from Abaft 0.3L stem from stem midship aft midship From aft stem to 0.3L From stem abaft it to 0.3L abaft it Abaft 0.3L from Abaft stemfrom 0.3L stem Midship Aft Midship Aft

Below BWL [m]BWL Below [m] To double bottom or To double below top bottom or of floorstop of below floors

1.2 1.2

1.6 1.6

1.2 1.2 1.2 1.0 1.0

1.6 1.2 1.6 1.2 1.6 1.6

1.0 1.0

1.3 1.3

1.0 1.0 1.0

1.3 1.0 1.3 1.0

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

[ ]

p⋅s⋅h ⋅l 6 10 cm 3 mt ⋅σ y by the formula: p = ice pressure Z=

s

= frame spacing [m]

h

= height of load area

l

= span of the frame [m]

173

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

σy

7 mo 7 - 5h/l = yield stress [N/mm2]

mo

= values are given in the following table:

mt

=

.

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:

f3 ⋅f 4 ⋅ p ⋅ h ⋅l 2 6 Z= 10 cm 3 m ⋅σ y

[

]

174

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

The shear area of a longitudinal frame shall be: A=

3 ⋅f3 ⋅ p⋅ h ⋅l 4 10 cm 2 2σ y

[

]

This formula is valid only if the longitudinal frame is attached to supporting structure by brackets = factor which takes account of the load distribution to adjacent frames f3 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: f ⋅p ⋅ h ⋅l2 6 Z= 5 10 cm 3 m ⋅σ y The shear area shall be:

[ ]

A=

[ ]

3 ⋅ f5 ⋅ p ⋅ h ⋅ l 4 10 cm 2 2σ y

175

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

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

[FSICR]

Deck plating: t = 20 mm

For Lloyd’s grade DH32, and for Russian Ice class LU4 or FMA Ice class 1A. [FSICR]

8.4.2 Sheer strake: 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

176

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

But not less than t s

= =

0.0042 s√ hT1k 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 Selected t

∴t =

= 12.48 mm 20 mm (Lloyd’s Grade DH32)

8.4.4 Bottom shell and bilge

√

hT2k

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)

1.8-FB

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 Selected t

=

=

25 √ k = 22.08 mm

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

177

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

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

=

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

h0

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

h

b)

=

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

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

= =

(h0 + D1/8), but in no case be taken less than L1/56 m. 0 ( for deck longitudinals)

D1

=

16

(h0 + D1/8)

=

2

L1

=

190

L1/56

=

3.39

0.01L1 +0.7

=

2.6 179

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

∴h1

=

L1/56 =

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

3.39

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 = Dc2 / (D + 2.18h) F2 = 165 / (345 – 180FD) c2 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

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

Where, h1 s

= =

(h0 + D1/8), but in no case be taken less than L1/56 m or 0.01L1 +0.7 m whichever is the greater. 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

c2

=

60 / (225 – 165FD) at deck

=

1.0 at D/2

=

75/ (225 – 150FB), at base line of ship

=

165/ (345 – 180FB) at deck

=

1.0 at D/2

=

165/ (345 – 180FD) at baseline of ship

181

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

Fig 8.4 Side shell regions

ITEM ho D1 h1= h0+D1/8 h3 F1 F2 Fs a) Z b) Z Taken Z (cm3) Section Scantling Z f kZ(available) i ( 3)

REG 1

REG 2

5.21 16 7.21 13.83 0.113 0.702 1 450.405 488.61 488.61 HB 260 x 11 488.61 500

20.76 16 22.76 29.38 0.0777 0.5468 1 976.925 808.12 976.92 HB 340 x 13 976.92 1000

Table 8.9 Determination of scantlings of side shell longitudinals

182

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

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

=

165/(345 – 180FB) at deck

=

1.0 at D/2

=

165/(345 – 180FD) at baseline of ship

=

load height, in meters measured vertically as

c2

h

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

183

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

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 h D1

Region 1 5.41 16

Region 2 19.09

ice belt 15.35

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

10.952 12

13.7928 14

12.875 13

t1 taken

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

184

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

. ITEM b1 h1 h2 h3 h4 c1 c2 F1 F2 Z1 Z2 Taken Z (cm3) Section Scantling

Region 1

Region 2 19.09

Between 1 & 2 15.35

24.35 16 21.09 21.09 17 27.71 0.7 0.87 912.923 435.494

24.35 16 17.35 17.35 13.5 23.97 1 1 751.030 692.703

456.380 HB

912.923 HB

751.030 HB

250 X 13

325 X 17

325 X 12

5.41 24.35 16 10.10 7.41 6.5 14.03 0.7 0.87 456.380 405.448

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 = 14.21 mm t0 t = 12.32 mm Selected = 14 mm

185

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

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 = Given thickness =

∴t

=

10.6 mm

10.6 mm 16 mm

186

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

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) = 1.88, K3 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

l

a

≥ 0.8 l

b

≥ 0.8 l =

90

√ (14 +Z√ Z)

2

-1

187

mm

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

8.8.1 Bracket connecting deck transverse and inner hull

√ (14 +Z√ Z)

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

√ (14 +Z√ Z)

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

188

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

8.8.3 Bracket connecting centre line vertical web and inner bottom plating

√ (14 +Z√ Z)

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

189

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

Table 8.12 Section Modulus Calculation

ITEMS Deck Plate

L (m)

t(m)

NO

AREA (m2)

LEVER

A*L

L 2 *A (m4)

Iown (m4)

23.5

0.02

2

0.94

23.76

22.334

530.6653

1.57E-05

3

0.02

2

0.12

22.26

2.6712

59.46091

0.045

2.5

0.02

2

0.1

19.51

1.951

38.06401

0.026042

12.5

0.024

2

0.6

12

7.2

86.4

3.90625

3

0.02

2

0.12

4.26

0.5112

2.177712

0.045

19

0.02

2

0.76

0.01

0.0076

0.000076

1.27E-05

6

0.02

2

0.24

1.25

0.3

0.375

0.36

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

13

0.013

1

0.169

12.26

2.0719

25.40198

2.380083

2.76

0.014

1

0.03864

4.38

0.1692

0.741285

0.024529

5

0.012

2

0.12

21.26

2.5512

54.23851

0.125

13

0.013

2

0.338

12.26

4.1439

50.80397

2.380083

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

Wing Tank Girder 2

3

0.012

2

0.072

9

0.648

5.832

4.32E-07

Wing Tank Girder 3

3

0.012

2

0.072

12

0.864

10.368

4.32E-07

Wing Tank Girder 4

3

0.012

2

0.072

15

1.08

16.2

4.32E-07

Wing Tank Girder 5

3

0.012

2

0.072

18

1.296

23.328

4.32E-07

Wing Tank Girder 6

3

0.012 250 x 12

2

0.072

21

1.512

31.752

4.32E-07

68

0.26316

23.6

6.2106

146.5696

Sheerstrake Plate Above IceBelt Plate Ice Belt Plate Below Ice Belt Plate Bottom Shell Plate Bottom Bilge Plate Keel Plate

CL bhd reg Bb/w 1 &2 CL bhd reg 2 IB hull plate reg 1 IB hull plate reg b/w 1&2 IB hull plate reg 2

Deck Longitudinals

190

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

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

191

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

Bottom Longitudinals Inner Bottom Longls Side longitudinals

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

400 x 18

64

0.64

0.2

0.128

0.0256

330 x 13

50

0.32

2.85

0.912

2.5992

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

192

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

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

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

CL Longl Bulkhead

193

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

Total

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

7.75748

10.2374

79.416

1405.963

30

9.599469

Height of NA =10.237 m I ref I NA

=1415.56 m4 =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.

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

           

CHAPTER 9 OUTLINE SPECIFICATION                        

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

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.

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

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 = Ballast water Capacity = HFO tank Capacity = DFO tank Capacity = Boiler fuel tank Capacity = LO tank Capacity = Capacity of FW tank = Capacity of Waste water tank= 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

174294.17 m3 50841.42m3 7152.1 m3 797.4 m3 379.42 m3 247 m3 32 m3 132.44 m3

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

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

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 dehumidifier. 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:¾ Magnetic compass. ¾ Engine control and telegraphs. ¾ Revolution indicators. ¾ Steering wheel. ¾ Chart table with drawer for charts and navigational publication ¾ Voice pipes communication system. ¾ Locker with locking arrangement for navigational instruments. ¾ Navigational radar. ¾ Pod angle indicators.

198

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

Navigational lights: The ship has the following lights used for navigation. ¾ One masthead light forward. ¾ One masthead light aft. ¾ Two side lights (green is starboard side, red in port side). ¾ One stern light (white). ¾ Two anchor lights (white). ¾ Four all round lights (white). ¾ 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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“Department of Ship technology, CUSAT, B.Tech (NA&SB), Batch – XXIX”

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

ηO

:

53.8

Material

:

Lloyd’s grade Cu 4 Manganese Aluminium Bronze

Tensile strength: 630 N/mm2 9.8 Anchoring Arrangement Anchor type No. Of anchors Mass of anchor, WA Total length of stud link cable, Lc Diameter of stud link cable, dc

= = = = =

Commercial standard stockless 2 17800 kg 742.5 m 102 mm (special grade of steel)

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

                   

CHAPTER 10 DESIGN SUMMARY AND CONCLUSION                   

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

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.

201

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

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.

202

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

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’, Seminar on ice breaking and ice going ships 19. Sami Saarinen; ‘Design of Cargo vessels for Arctic’, Kvaerner Masa Yards, Arctic 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 Azimuthing Podded Propulsion, Final Reports and Recommendations.

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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 Project 30. Amo Keinomen, Robin P Brown, Colin R Revill and Ian M Bayly; ‘Icebreaker 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

204