Ship Project -Final.pdf

AALTO UNIVERSITY

SCHOOL OF ENGINEERING

Department of Applied Mechanics

Marine Technology

Ship Project A

M/S Arianna

Cruise ship without lifeboats

Jrgen Rosen 338099

Sander Nelis 337498

Justin Champion 397205

AALTO UNIVERSITY



Marine Technology

Introduction and Feasibility Studies

M/S Arianna

1

Table of Contents

TABLE OF CONTENTS ......................................................................................................... 1

1 INTRODUCTION ............................................................................................................ 2

1.1 FOREWORD .............................................................................................................................. 2

1.2 PROJECT SCHEDULE ................................................................................................................. 2

1.3 VESSEL OVERVIEW .................................................................................................................. 3

2 FEASIBILITY STUDIES ................................................................................................ 4

2.1 MISSION ................................................................................................................................... 4

2.2 MARKET .................................................................................................................................. 5

2.2.1 The cruise industry ........................................................................................................................ 5

2.2.2 The luxury cruise market .............................................................................................................. 5

2.2.3 Cruising in England ...................................................................................................................... 6

BIBLIOGRAPHY .................................................................................................................... 7

LIST OF FIGURES

Figure 1-1 - Outboard profile ..................................................................................................... 3

Figure 2-1 - Cruise route ............................................................................................................ 5

Figure 2-2 Past cruiser statistics .............................................................................................. 6

LIST OF TABLES

Table 1-1 - Main particulars ....................................................................................................... 3

Table 2-1 - Port limitations ........................................................................................................ 4

2

1 Introduction

1.1 Foreword

This project was assigned in conjunction with the course Kul-24.4110, Ship Project A. The

task was to develop further the design completed in the Ship Conceptual Design course by

completing an additional iteration through the ship design spiral.

One major objective is to achieve as holistic a design as possible, with an equal amount of

effort placed on each of the deliverables. This report summarizes the main challenges and

outcomes of each task, along with the methods used for their completion.

1.2 Project schedule

In addition to time reserved for the final report and all corrective measures, the project was

divided into five major phases. For each, background information including a summarization

of completed work, areas for improvement, and additional tasks to be completed were first

presented. The main project tasks were as follows:

Task 1 resistance, propulsion, and machinery

Task 2 general arrangement

Task 3 hull structure

Task 4 lightweight and intact stability

Task 5 cost and ship price

Not included in this structure were additional NAPA considerations, such as the damage

stability and lines drawing.

3

1.3 Vessel overview

The final design is for the cruise ship Arianna, a small-scale, luxury cruise ship to be based in

the United Kingdom. The main difference between this ship and existing ones is the fact that

she has no lifeboats onboard, but rather alternative forms of lifesaving equipment.

The vessels final main particulars are provided in Table 1-1 and the outboard profile in

Figure 1-1.

Table 1-1 - Main particulars

Length overall 120 m

Length between perpindiculars 107,5 m

Beam 18 m

Draft 5,4 m

Air draft 18 m

Service speed 17 kn

Froude number 0,25 [-]

Displacement 7023 t

Gross registered tons 6577 GRT

Block coefficient 0,65 [-]

Max. passenger capacity 184 [-]

Max. crew capacity 62 [-]

Total electric power 17,82 MW

Propeller diameter 3,8 m

Fuel HFO [-]

Classification societies DNV and ABS [-]

Figure 1-1 - Outboard profile

4

2 Feasibility studies

Though the focus of this project is on the technical characteristics and overall design process,

it is no less important to research the current demand and industry in order to ensure the

projects feasibility. As such, the definition of the vessels mission, research of the market,

and compilation of current ship data served as the starting point of the design process.

2.1 Mission

The vessels mission, as a cruise ship, is straightforward: to transport passengers in a

comfortable setting with overnight accommodations to the decided ports of call. As a luxury

cruise ship, however, a much higher standard will be expected in terms of comfort and

service. Finally, a core mission is to ensure an extremely high level of safety in both normal

operation conditions and emergencies. As the ship has no lifeboats, this is among the most

important considerations throughout the project.

According to SOLAS regulations, vessels without lifeboats must operate no more than 200

miles from the coast, so selecting a suitable area of operation was important. With these

limitations, a route along the coast of the United Kingdom was selected. Many UK ports are

popular among current cruise lines and there is no need to sail long distances in open water. A

typical itinerary starts from the port of Dover and visits, in order, Portsmouth, Plymouth,

Swansea, Holyhead, Douglas, and Liverpool. This results in an open-ended cruise, though it

could be customized to end at the same port of embarkation as well. Known port limitations

are listed in Table 2-1. It should be noted that exact information for the port of Douglas was

not found, though commercial vessels are offered deep-water berths in the outer harbour

while large vessels, including cruise ships, may be restricted to anchoring in the bay and using

tenders to bring passengers ashore. With such a small ship, however, this should not be an

issue. The route, along with estimated distances, is shown in Figure 2-1.

Table 2-1 - Port limitations

Port Max. Length [m] Breadth [m] Max. Draught[m]

Dover 342.5 - 10.5

Portsmouth 285 - 9,5

Plymouth 140 - 18

Swansea 200 26,2 9,9

Holyhead 300 - 10,5

Douglas* - - -

Liverpool 350 - 10.5

5

Figure 2-1 - Cruise route

2.2 Market

Even in todays questionable economic climate, the cruise industry is expected to continue

growing in the future. All industry aspects affecting this design show strong trends over recent

years.

2.2.1 The cruise industry

The cruise industry is the fastest growing category in the leisure travel market, with an annual

growth of 7.6% since 1990 (1). Today, the industry demand outstrips supply (based on

berthing), where demand is at 103.2% of such supply (2). As for the future, the industry is

forecast to grow over the next 15 years, expanding from a worldwide base of 16 million

passengers to between 21 and 28 million in 2027 (1). These trends can be seen in current and

future new-build projects, as there are 26 planned cruise ships, carrying from 100 to over

4,000 passengers, to be built in the next two years (2).

2.2.2 The luxury cruise market

The cruise industry as a whole continues to expand and so does the luxury cruise market

specifically, though at a slightly smaller rate. The market is largely successful because of the

high interest and return rate of past cruisers, as highlighted in Figure 2-2. It has been indicated

that 87% of luxury cruisers are repeat cruisers and 43% have taken six or more cruise

vacations (1). In addition, it was found that 80% of the core market group belonged in the

6

affluent range in terms of finances, as defined by the CLIA, showing that the future luxury

market is promising. This, along with the new cruiser market, makes the luxury market a

successful yet under capacity market in regards to demand vs. berths. In fact, there are

currently only twenty ocean-going, non-expedition luxury ships in service, with only two

new-build projects planned at this time (3).

Figure 2-2 Past cruiser statistics

2.2.3 Cruising in England

As with the entire industry, the UK-based cruise market is thriving at present, both in terms of

UK cruisers and cruises within the country. Currently, UK ranks second, behind only the US,

in terms of passenger market penetration. As of 2012, nearly 3% of all UK citizens have taken

a cruise, and the annual number of cruisers has increased greatly over the past decade (4). The

UK and northern Europe make up the third largest cruise market, with almost 11% of current

deployments, behind only the Caribbean and Mediterranean (4). The cruise industry in the UK

specifically is experiencing a rapid increase and a record number of cruise ships will call at

UK ports in 2014 (5). Further, 860 cruises are scheduled to depart from British ports while

there has been a 12% rise in the number of cruises starting and ending in the UK. This all

leads to a promising market forecast and validates the choice to base the ship in the UK.

7

Bibliography

1. Cruise Lines International Association, Inc. CLIA Overview. 2012.

2. . Cruise Market Profile Study. 2011.

3. Ward, Douglas. Complete Guide to Cruising and Cruise Ships 2012. London : Berlitz,

2011.

4. Cruise Lines International Association. 2013 Cruise Industry Update. s.l. : CLIA, 2013.

5. Travel Magazine. Cruise industry booming as UK sailing forecast to hit all-time high.

2013.

AALTO UNIVERSITY



Marine Technology

Primary Dimensions and Hull Form

M/S Arianna

1

Table of Contents


1 PARAMETRIC STUDY .................................................................................................. 2

1.1 PRELIMINARY DIMENSIONS ..................................................................................................... 2

2 HULL FORM DEFINITION .......................................................................................... 5

2.1 BOW SHAPE .............................................................................................................................. 5

2.2 MIDSHIP SHAPE ........................................................................................................................ 7

2.3 STERN SHAPE ........................................................................................................................... 7

2.4 PRISMATIC COEFFICIENT ......................................................................................................... 8

2.5 LENGTH OF PARALLEL MID-BODY ........................................................................................... 8

2.6 LOCATION OF MID-SECTION ..................................................................................................... 9

2.7 LONGITUDINAL CENTRE OF BUOYANCY .................................................................................. 9

3 LINES DRAWING ......................................................................................................... 10

4 HYDROSTATIC CURVES ........................................................................................... 11

BIBLIOGRAPHY .................................................................................................................. 12

LIST OF FIGURES

Figure 1-1. Length as a function of number of passengers ........................................................ 3

Figure 1-2. Breadth as a function of number of passengers ....................................................... 3

Figure 1-3. Draft as a function of number of passengers ........................................................... 4

Figure 1-4. Breadth as a function of length ................................................................................ 4

Figure 1-5. Draft as a function of length .................................................................................... 5

Figure 2-1. Shapes of the bow .................................................................................................... 6

Figure 2-2. Modern bulb form .................................................................................................... 6

Figure 2-3. Midship deadrise ..................................................................................................... 7

Figure 2-4. Prismatic coefficient dependent of Froude number ................................................. 8

Figure 2-5. Graph for the parallel mid-body length ................................................................... 8

Figure 2-6. Location of mid - section as a function of Froude number. .................................... 9

Figure 2-7. Longitudinal centre of buoyancy as function of prismatic coefficient .................... 9

2

1 Parametric study

In order to identify the initial, major characteristics of the ship, data was collected for cruise

ships and luxury cruise ships specifically. With this database, a parametric study was

completed for both the preliminary dimensions and general cruise ship characteristics.

1.1 Preliminary dimensions

The ships main dimensions are limited by the harbours in which she visits, along with the

fact that the vessel has no lifeboats. From the previous chapter, it can be seen that the main

dimensions are mainly limited by Portsmouth, Plymouth, and Swansea. The Portsmouth

harbour limits the draft of the ship to 9.5 m and Plymouth limits the length to 140 m. Finally,

Swansea limits the vessels breadth to 26.2 m. With no lifeboats, it is important to limit the

total number of passengers in order to comply with regulations, therefore, a maximum

passenger capacity of 184 persons will be considered.

For initial estimations, dimensions were plotted as a function of number of passengers.. The

trend for length, breadth and draft are shown in Figure 1-1, Figure 1-2 and in Figure 1-3. The

regression for length yields 120 m, for breadth 18 m, and for draft 5,4 m corresponding to the

estimation of approximately 184 passengers. In the Figure 1-4 and in Figure 1-5 are shown

breadth and draft as a function of length

3

Figure 1-1. Length as a function of number of passengers

Figure 1-2. Breadth as a function of number of passengers

80

90

100

110

120

130

140

50 100 150 200 250 300

Len

gth

(m

)

Number of Passengers

Project ship

10

12

14

16

18

20

22

50 100 150 200 250 300

Bre

adth

(m

)


Project ship

4

Figure 1-3. Draft as a function of number of passengers

Figure 1-4. Breadth as a function of length

2

2.5

3

3.5

4

4.5

5

5.5

6

50 100 150 200 250 300

Dra

ft (

m)


Project ship

12

13

14

15

16

17

18

19

20

80 90 100 110 120 130 140

Bre

adth

(m)

Length (m)

Project ship

5

Figure 1-5. Draft as a function of length

2 Hull form definition

Hull shape is always designed by considering hydrodynamics, stability, and also the operation

area and ship type should be taken into account. The following subsections summarize the

major criteria taken into account at the very early design stage.

2.1 Bow shape

The shape of the bow of ship project is V-shaped because it has many advantages when

compared with a U-shaped bow.

Greater volume of topsides and more space for wider decks

Greater local width in the CWL and thus greater moment of inertia of the water plane and

a higher centre of buoyancy - both effects increase KM. The heeling accelerations are

smaller and, for a cruise ship, it is one of the most important considerations.

Smaller wetted surface, lower frictional resistance, and lower steel weight

Less curved surface and cheaper outer shell construction

Better seakeeping ability due to a) greater reserve of buoyancy and b) no slamming effects

2

2.5

3

3.5

4

4.5

5

5.5

6

80 90 100 110 120 130 140

Dra

ft (

m)

Length (m)

Project ship

6

Figure 2-1. Shapes of the bow

The ships hull includes a bulbous bow because the Froude number is over 0,23. Therefore, a

bulbous bow is recommended. Today, bulbous forms tapering sharply underneath are

preferred since these reduce slamming. Additional advantages are as follows.

Bulbous bows can reduce the powering requirements of the propulsion by 20 %

Course-keeping ability and manoeuvrability are improved

The wetted surface area increasews, which affects the frictional resistance - modern bulbs

decrease resistance often by more than 20%. (1)

Figure 2-2. Modern bulb form

7

2.2 Midship shape

In the midship section, deadrise is used, resulting in the following affects.

Improved flow around the bilge

Raised centre of buoyancy KB, which improves stability

Decreased rolled damping, which results in larger rolling angles

Improved course-keeping ability. (1)

Figure 2-3. Midship deadrise

2.3 Stern shape

The shape of the stern is a transom stern for the current ship project because of the fact that Fn

0,3. The transom should be above the waterline. The flat stern begins at approximately the

height of the CWL. There will be a conventional twin-screw arrangement. Therefore, this

form was introduced merely to simplify construction. The transom stern for fast ships should

aim at reducing resistance through the effect of virtual lengthening of the ship. (1)

8

2.4 Prismatic coefficient

Figure 2-4. Prismatic coefficient dependent of Froude number

As Froude number is equal to 0,25, the prismatic coefficient using Troosts criteria is

.

2.5 Length of parallel mid-body

Figure 2-5. Graph for the parallel mid-body length

As which is smaller than 0,65, there is an assumed zero parallel mid-body.

9

2.6 Location of mid-section

Figure 2-6. Location of mid - section as a function of Froude number.

As Froude number is 0,25, the location

is 0,4 and the mid section location from the

forward perpendicular is m

2.7 Longitudinal centre of buoyancy

Figure 2-7. Longitudinal centre of buoyancy as function of prismatic coefficient

LCB is aft of the mid-ship for small values and ahead of for large values. The location of

the longitudinal centre of buoyancy is from -1,2% to 0,8% of the overall length.

Linesdraw

ing

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 210123456789

Scale 1:715.03

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2101.534.55.4

7.5

10.510.8Scale 1:715.03

01

2

3

45678910 111213

14

15

1617

18

19

20

9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 90

1.5

3

4.5

5.4

7.5

10.510.8

Scale 1:357.51

LoaLwlLppBmaxBwlTdwlLwl/BwlLwl/TdwlBwl/Tdwl

=========

120.00110.61107.49

18.0018.005.406.15

20.483.33

mmmmmm

DispDisvSCbCmCpCwpLCBVCBKMT

=========

699968282564

0.65360.92090.70970.8733-0.933.109.12

tm3m2

%mm

total

displa

cement

2

4

6

draught,

moulded

m

2

4

6

draught,

moulded

m

2000 3000 4000 5000 6000 7000 8000 9000 10000 11000

total displacement t

long. centre of buoy.

56 56.5 57 57.5 58 58.5 59

long. centre of buoy. m

transv. metac. height

8 10 12 14 16 18 20 22 24 26

transv. metac. height m

blockcoef

ficient

0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75

block coefficient

waterl

ineare

a

1100 1200 1300 1400 1500 1600 1700 1800 1900

waterline area m2

moment t

o change

trim

40 60 80 100 120 140 160

moment to change trim tm/cm

immersio

n/cm

11 12 13 14 15 16 17 18 19

immersion/cm t/cm

PROJECT ARIANNA/ADATE 2013-11-05 SIGN TEEKHULL CREATED

HYDROSTATIC CURVES

HULL 2013-10-31

12

Bibliography

1. Schneekluth, H and Bertram, V. Ship Design Efficiency and Economy. 2nd. 1998.

AALTO UNIVERSITY



Marine Technology

Resistance, propulsion and machinery

M/S Arianna

1

Table of Contents

TABLE OF CONTENTS ............................................................................................................. 1

1 RESISTANCE ....................................................................................................................... 3

1.1 ITTC-57 METHOD ....................................................................................................................... 3

1.2 ANDERSEN-GULDHAMMER METHOD .......................................................................................... 5

1.3 NAVCAD SOFTWARE ESTIMATIONS ........................................................................................... 9

1.4 FINAL RESISTANCE COMPARISONS ........................................................................................... 12

1.5 EFFECTIVE POWER PREDICTION ................................................................................................ 14

2 PROPULSION .................................................................................................................... 15

2.1 INTRODUCTION .......................................................................................................................... 15

2.2 OPTIMIZATION OF PROPULSION ................................................................................................. 15

2.3 PROPULSION SYSTEM EFFICIENCY ............................................................................................. 17

2.4 CAVITATION .............................................................................................................................. 21

3 MACHINERY ..................................................................................................................... 22

3.1 SELECTING MACHINERY ............................................................................................................ 22

3.2 ELECTRIC BALANCE ................................................................................................................... 25

BIBLIOGRAPHY ....................................................................................................................... 26

APPENDIX 1 ITTC-57 CALCULATIONS .......................................................................... 27

APPENDIX 2 ANDERSEN-GULDHAMMER CALCULATIONS .................................... 29

APPENDIX 3 NAVCAD INPUT PARAMETERS ............................................................... 34

APPENDIX 4 NAVCAD RESISTANCE OUTPUTS ........................................................... 35

APPENDIX 5 ELECTRIC BALANCE ................................................................................. 36

LIST OF FIGURES

Figure 1-1. Incremental Resistance Values .................................................................................... 5

Figure 1-2. Bulb Correction Interpolation Plot ............................................................................... 9

Figure 1-3. Resistance Results ...................................................................................................... 12

Figure 1-4. Updated Resistance Results ....................................................................................... 13

Figure 1-5. Effective Power Results ............................................................................................. 14

2

Figure 2-1. Wageningen B-series graph ....................................................................................... 17

Figure 2-2. Areas of cavitation (7) ................................................................................................ 21

Figure 3-1. Electric propulsion illustration. (9) ............................................................................ 22

Figure 3-2. Motor output range (12) ............................................................................................. 24

LIST OF TABLES

Table 1-1. Bulb Correction Table ................................................................................................... 8

Table 1-2. Final Effective Power .................................................................................................. 15

Table 3-1. Generation sets (10) (11) ............................................................................................. 23

Table 3-2. Diesel generator set data (11) ...................................................................................... 24

Table 3-3. Electric motor data (13) ............................................................................................... 25

3

1 Resistance

Before choosing the main engine and additional machinery for project ship, a preliminary total

resistance prediction and subsequent power estimation must be performed. Various methods are

used to predict these values, as described in the subsequent sections.

1.1 ITTC-57 Method

The method for predicting the resistance of a ship defined by the International Towing Tank

Conference (ITTC-57 and ITTC-78) is one of the most straightforward procedures with defined

equations (1). By simplifying the process and removing various coefficients, the result is a basic

estimation that is generally sufficient for the preliminary design of a conventional vessel. One

advantage of this method is its simplicity. Total resistance is calculated with the following

formula:

(

)

1-1

where,

total resistance coefficient

density of salt water

v ship speed [m/s]

S wetted surface area of the hull [m2].

For an initial calculation, wetted surface area is estimated using the Holtrop-Mennen method,

which is an empirical formula utilizing many vessel parameters.

( (

) ] (

) 1-2

The total resistance coefficient is calculated as following (1):

1-3

where,

frictional resistance coefficient

residual resistance coefficient

4

volume-length resistance coefficient

appendage resistance coefficient

air resistance coefficient

steering resistance coefficient

Of these, the frictional and residual are calculated while the others approximated. Frictional

resistance is calculated by using the ITTC-57 equation, which utilized the Reynolds number,

where v, L, and are the ship speed, ship length, and kinematic viscosity of water, respectively.

1-4

where,

Reynolds number

Reynolds number is calculated as following:

1-5

where,

v ship speed [m/s]

L ship length [m]

kinematic viscosity of water [m2/s]

Following this, we calculate the residual resistance coefficient with the following estimation.

This is not prescribed by the ITTC method itself, but is an appropriate approximation (1).

[

(

)] 1-6

where,

Froude number

prismatic coefficient

volume-length coefficient

B ship breadth

T ship draft

5

The volume-length coefficient equation is a simple ratio between the volumetric displacement

and length multiple.

1-7

Remaining resistance coefficients are identified with simple approximations. The incremental

resistance coefficient is dependent on speed (see Figure 1-1). The remaining three

coefficients: appendage, air, and steering, are taken as suggested values given in the procedure.

Figure 1-1. Incremental Resistance Values

All calculated and estimated values are provided in Appendix 1.

1.2 Andersen-Guldhammer Method

A second method of predicting the total resistance of a ship is Andersen and Guldhammer (2),

which refines an earlier method by Guldhammer and Harvald (3). The newer procedure shares

many similarities with the ITTC method, but puts a larger focus on the smaller resistance

coefficients. It also includes several factors that make up for any deviations with the model hull,

including B/T, LCB, hull form, bulb, and appendage factors. Another advantages of this method

is that it was specifically created as a computer-oriented tool for the prediction of propulsive

power, with an emphasis on the preliminary calculation of an optimum propeller. Therefore, it

may be a more accurate prediction method for later use in propeller and machinery calculations.

6

Though the input variables are mostly the same, there are some unique definitions for this

method, specifically for the length and longitudinal center of buoyancy (LCB).

1-8

1-9

where,

the length of the bulb forward of the forward perpendicular

length of the waterline aft of the aft perpendicular

longitudinal center of buoyancy

The total resistance equation is the same as before, shown in Equation (1-1), and the total

resistance coefficient differs only in syntax, where represents a combined air and steering

resistance coefficient and the frictional resistance coefficient, which is the same as equation

3-4, assuming that there is minimal appendage effect.

1-10

Incremental resistance coefficient is solved with a single equation, as shown below. It is

dependent only on the volumetric displacement of our hull form.

1-11

The residuary resistance, however, is more complex, as it depends on four arithmetic variables:

E, G, H, and K.

1-12

In turn, the first of these variables, E, depends on four more defined variables:

as well as the Froude number, meaning it changes according to the tested ship speed.

1-13

1-14

7

1-15

1-16

1-17

Similarly, the second residuary resistance coefficient, G, is determined by four more defined

variables: , of which and therefore G vary with speed.

In turn, the first of these variables, E, depends on four more defined variables:

as well as the Froude number, meaning it changes according to the tested ship speed.

(

) 1-18

1-19

1-20

1-21

1-22

The final two residuary resistance coefficients are each represented by only one equation each.

( ( )) 1-23

1-24

Following the residuary resistance coefficient calculations, we begin checking for and applying

necessary corrections. The first of these is the correction, which adjusts the results in case the

hull deviates from the required standard characteristics. There are two initial correction checks:

one for the beam to draft ratio and one for the LCB. If the beam to draft ratio is greater than the

standard value of [

], then an additive correction must be implemented, as follows.

1-25

8

The requirement for an LCB correction is based on a more lengthy equation, which is in turn

dependent on a predefined standard LCB value.

1-26

If the actual LCB varies from this, a correction according to the following equation must be

implemented.

[

] [

] 1-27

Both factors in the formula must be positive for the correction to work, which for particular ship

calculations was not the case. Therefore, the correction is set to zero.

A hull form correction is not necessary for project vessel, since it has neither a pronounced U

nor V shaped fore or after body. Bulb correction is needed, however, since the standard hull is

defined as one without a bulbous bow. This correction depends on the bulb shape, as defined by

the bulb area ratio . In order to calculate the correction, a double interpolation of a given

table is needed.

Table 1-1. Bulb Correction Table

For this particular vessels is obtained a value of 0.615 (Equation 1-19) so was chosen

from the table. Then was plotted the correction values and fit a power regression to the data,

yielding an interpolation equation and very high coefficient of determination (R2) value.

9

Figure 1-2. Bulb Correction Interpolation Plot

These values, however, are only valid for bulb area ratios greater than 1.0, which was not true for

this hull form. Therefore, a proportional reduction was needed. With this correction, the

residuary resistance coefficient can be found, as can the total resistance coefficient. The latter

utilizes suggested values for the air and steering resistance coefficients, with

and respectively. Both values are suggested by the Guldhammer and Harvald

1974 resistance method. The final step in resistance estimation is plugging all variables into

Equation (1-1). Again, the complete results are provided in Appendix 2.

1.3 NavCAD Software Estimations

In order to check hand calculations, additional resistance predictions are completed using the

software tool NavCAD. This tool is specifically for the prediction and analysis of ship speed and

power performance, focusing on hull resistance, propulsion selection, and propeller interaction

and optimization. It features an extremely user-friendly interface and is a good tool for applying

many additional estimation methods that would otherwise be difficult or prone to error. (4)

Another advantage with NavCAD is that it considers the available input parameters and hull

form and suggests which prediction methods are most suitable. Considering this, five additional

calculations were performed, according to the following methods:

y = -85734x5 + 104751x4 - 49867x3 + 11531x2 - 1295.9x + 56.908 R = 0.9992

-0.4

-0.3

-0.2

-0.1

0

0.1

0.2

0.3

0.14 0.19 0.24 0.29 0.34

Co

rre

ctio

n

Froude Number

10

Holtrop 1984

HSTS

Simple Displacement

Denmark Cargo

Degroot RB

These five methods were chosen because of their high prediction match with the input data; they

were predicted to be the most applicable in accordance to the input parameters that are currently

available for the ship. When information that is more detailed is known, the program may

recommend other resistance prediction methods, but the included information is sufficient for

preliminary resistance estimations.

As with the hand calculations, there are advantages and disadvantages for each method. The

Holtrop 1984 method is intended for commercial vessels, is formulated from a data set of 334

randomly collected models, and is regarded as a reliable method for preliminary resistance

estimations (5). This method was chosen because of its widespread use in early resistance

calculations. It is applicable for vessel speeds in the range of a Froude number between 0.10-

0.80.

The HSTS model is derived from a total of 739 models and 10,672 data points and is a speed-

dependent approach (5). It has many more required input values than other methods. One

potential issue is that its database includes a very diverse set of vessels, though most errors are

encountered only at very low speeds (5). This method was the highest rated for available input

variables, though it uses a 2D method for the residual resistance calculation, which is likely not

as accurate as one utilizing the 3D form factor. It is valid for a 0.15-0.90 speed range.

The simple displacement/semi-displacement method is dependent primarily on the waterline

length and volumetric displacement, and therefore the vessels volume coefficient (5). It is useful

only for very early stage analysis and is derived from a basic power demand relationship. It was

chosen because of its high rating, though it is similar to the ITTC method in that it features many

simplifications. It can be used for Froude numbers between 0.0-0.40.

The Denmark Cargo method is a numerical implementation method using the Guldhammer

procedure (5). Though its focus is on cargo vessels, it is again a very early stage prediction

11

method that can be used for generic hulls such as this. It is meant for general purpose early

design estimations only, which is suitable for the current purposes. It does include analysis for

ships with a bulbous bow. It was chosen as a prediction method specifically because of its tie to

the Andersen-Guldhammer procedures, which were followed in the hand calculations. Its speed

range correlates to a Froude number of 0.05-0.33, which is at the limit of the selected speed.

Therefore, it will rely on extrapolation at the extremes.

The final method, DeGroot RB, is based on various model test series, based on a numerical

representation of the published graphical form resistance curves (5). It can be used at preliminary

design stages for general hull types, though it also puts emphasis on hard-chine vessels and

vessels with pronounced round bilges. It is applicable for Froude values between 0.30 and 1.05,

again meaning extrapolation will again be used for the lower speeds.

The input parameters used for all methods, showing also NavCADs interface, are given in

Appendix 3, along with the output data in Appendix 4, for each method.

12

1.4 Final Resistance Comparisons

The results from the two hand-calculation methods and five computer-generated ones are shown

in Figure 1-3.

Figure 1-3. Resistance Results

This graph shows that the methods are, as a whole in line, though there are clearly outliers,

specifically the ITTC, Denmark Cargo, and DeGroot methods.

The ITTC method is predictably high, as it does not include correction reductions for important

properties such as the bulbous bow. As one of the most basic numerical prediction methods, it is

unlikely to compare as favourably as those with more considerations are. Therefore, it was

removed from the final prediction analysis.

The Denmark Cargo method was chosen based on its dependence on the Andersen resistance

procedures, though its speed range is limiting and it must rely on extrapolation at some of the

speeds for this vessel. It is clear that its focus on cargo ships results in comparison differences

and it is thus neglected from this point on as well.

The DeGroot method seems to focus too heavily on more unique hull shapes, in contrast to the

generic shape chosen for the cruise ship. Even though it was highly rated by the NavCAD

software, it is also intended for higher Froude numbers, meaning the output is not accurate at our

0

200

400

600

800

1000

1200

1400

1600

9 11 13 15 17 19 21

Tota

l R

esi

sta

nc

e [

kN

]

Speed [knt]

Andersen-

Guldham

merHoltrop

Ittc

HSTS

Simple

Displacem

entDenmark

Cargo

DeGroot

13

speeds, as the other methods have direct computations as opposed to extrapolations. With this

method eliminated, four remaining methods give very comparable results, one from hand

calculations and three from the software. The final resistance graph is given in Figure 1-4.

Figure 1-4. Updated Resistance Results

In summary, a large number of prediction methods were chosen in order to give as holistic an

initial resistance estimation as possible. Though no method is perfectly accurate at such an early

design stage, comparing many methods will give more credibility to consistent results, which is

warranted for important characteristics like the ships resistance, as this will greatly influence the

vessels design, equipment selection, and general characteristics. The final four predictions show

very strong correlations with one another, meaning the resistance prediction should be

reasonable. Though the deliverable only requested basic numerical calculations such as the ITTC

or Holtrop methods, taking the time to compare such approaches with an industry-approved

software such as NavCAD can only improve the quality of the prediction.

0

100

200

300

400

500

600

700

800

900

9 11 13 15 17 19 21

To

tal

Res

ista

nce

[kN

]

Speed [kn]

Andersen-

Guldham

merHoltrop

HSTS

Simple

Displacem

ent

14

1.5 Effective Power Prediction

With the total resistance estimates, the power needed to power the ship in calm seas, or the

effective power, was calculated.

1-24

The effected power curves for the four selected methods are shown in Figure 1-5.

Figure 1-5. Effective Power Results

An initial design speed of 17 [kn] was chosen in accordance with the selected itinerary around

the English coast. In order to allow for flexibility in future deployment, resistance values are

taken at a more conservative level, corresponding to a maximum speed of 20 [kn]. This will

allow the vessel to complete an array of itineraries without needing to adjust port times in order

to compensate for an underpowered arrangement.

Since the methods agree overall, the average value at the maximum speed was taken as final

power prediction to be used in the machinery selection process. Each method includes a large

preliminary design margin, so this result should be sufficiently conservative. Table 1-2 shows the

calculated power in [kW] for the various prediction methods and speeds. As a summary, the

required effective power can be taken as 7839 [kW].

0.0

1000.0

2000.0

3000.0

4000.0

5000.0

6000.0

7000.0

8000.0

9000.0

10000.0

9 11 13 15 17 19 21

Eff

ecti

ve

Po

wer

[kW

]

Speed [kn]

Andersen

-

Guldham

merHoltrop

HSTS

Simple

Displace

ment

Design

Speed

Max.

Speed

15

Table 1-2. Final Effective Power

Effective Power Prediction [kW]

Speed [kn] Andersen-Guldhammer Holtrop HSTS

Simple Displacement Average

17 3139 3758 4198 3217 3652

18 4032 4988 5268 4067 4681

19 5435 6892 6806 5157 6194

20 7357 8795 8343 6247 7839

2 Propulsion

2.1 Introduction

The ship has two controllable pitch propellers (CP-propeller). The propeller is a traditional four

bladed propeller with revolutions of 180 revolutions per minute, which is based on the chosen

electrical motors. A CP-propeller was chosen because it gives the highest propulsive efficiency

over a broad range of speeds and load conditions and it improves maneuverability when

compared to fixed pitch propellers (FP-propeller), which is mainly used on bulkers and tankers

due to the little need for maneuverability. The main advantage of a CP-propeller is fine thrust

control when maneuvering, which can be achieved without necessarily the need to accelerate and

decelerate the propulsion machinery. Fine control of thrust is particular in certain cases, for

example, in dynamic positioning situations or where frequent berthing maneuvers are required

(6). There, it is also possible to use azimuth thrusters, but due to the fact that vessel has quite

small draft, it is not reasonable to use those, as the propeller diameter would be small and it

would not be as efficient.

2.2 Optimization of propulsion

The propeller diameter is roughly estimated based on (7), where it is said that the clearance

between blade tips and hull plating should be 25-30 per cent of diameter. Therefore, it is

estimated that the propeller diameter D is 70% of the draft. Thus, the propeller diameter is

calculated as the following:

[m] 2-1

16

For finding the operational point for the propeller, the Wageningen B-series graphs are used. For

that, several parameters should be first calculated. Using simplified equations, the wake fraction

can be calculated as following:

2-2

And the thrust reduction coefficient can be obtained from:

2-3

The speed of advanced is calculated as follows:

[m/s] 2-4

Therefore, the thrust of the propellers is:

[kN] 2-5

The blade area ration is (7):

2-6

Where Z=4 for a propeller with four blades, k=0,1 for two propeller ship and is the

hydrostatic pressure, [Pa] and

is the vapor pressure at , [Pa].

The thrust coefficient is calculated as the following:

2-7

The advanced number for the propellers is:

2-8

From the Wageningen B4-75 series, with the graph seen in Figure 2-1, the P/D ratio is obtained.

Therefore, the P/D ratio is approximately 1 and open water efficiency 0,68. Thus, it is well seen

that, if advance speed increases, the propeller open water efficiency also increases.

17

Figure 2-1. Wageningen B-series graph

2.3 Propulsion system efficiency

The propulsion system efficiency is a product of different efficiencies as can be seen in the

following:

2-9

where,

hull efficiency

open water efficiency

relative rotative efficiency

18

2.3.1 Hull efficiency

Hull efficiency tells how good the selected propeller to operate behind the hull is. For a

beneficial propeller-hull interaction, hull efficiency has a value exceeding unity. This is often the

case for a single screw vessel with a properly selected propeller. From the definition of hull

efficiency, it is seen that it is beneficial to locate propeller in the region of decelerated flow

(wake). On the other hand, the propeller location should not lead to a high acceleration of hull

flow velocities because this causes an increase of thrust deduction. (8)

Hull efficiency equation:

2-10

As it can be seen, the main variables of the previous formula are wake fraction w and thrust

reduction coefficient t. These can be calculated based on some developed rules or simplified

rules. In this project, it is calculated with two ways.

Wake fraction for twin-screw ships is calculated based on Holtrop and Mennen 1982:

2-11

where,

Block coefficient,

propeller diameter, [m]

draft, [m]

breadth, [m]

viscous resistance coefficient

2-12

where,

factor that describes the viscous resistance of the hull form

frictional resistance of ship according to the ITTC-57 (Equation 1-4)

correlation allowance coefficient:

2-13

19

where,

ship length [m]

2-14

Substituting values from Equations 2-4 and 2-5 and other constants to Equation 2-3, the wake

fraction is:

2-15

The thrust deduction factor is calculated as the following:

2-16

Using now Equation 2-2, the hull efficiency can be calculated:

2-17

2.3.2 Simplified equations

Using simplified equations, the wake fraction can be calculated as:

2-18

And the thrust reduction coefficient can obtained from:

2-19

As such, the hull efficiency would then be:

2-20

For ships with two propellers and a conventional aftbody for, the hull efficiency is approximately

between 0.95 - 1.05, so in this particular case both methods gives good results.

20

2.3.3 Open water efficiency

Open water efficiency is related to working in open water, i.e. the propeller works in a

homogenous wake field with no hull in front of it. The propeller efficiency depends mostly on

the speed of advance, thrust force, rate of revolution, diameter, and design of the propeller. There

are methods to approximately get open water efficiency but for traditional shaft propulsion

systems, the number can be close to 0,7. It is estimated that it is for this ship 0,69. (8). This

estimation is also in a good agreement with the previously found efficiency based on

Wageningen B-series.

2.3.4 Relative rotative efficiency

The actual velocity of the water flowing to the propeller behind the hull is neither constant nor at

right angles to the propellers disk area, but rather has a kind of rotational flow. Therefore,

compared with when the propeller is working in open water, the propellers efficiency is affected

by the factor , which is called propellers relative rotative efficiency. For ships with a

conventional hull shape and two propellers, this will normally be less than 1, approximately 0,98.

(8)

2.3.5 Propeller efficiency

The ratio between the thrust power , which the propeller delivers to the water and the power

, which is delivered to the propeller, i.e. the propeller efficiency for a propeller working

behind the ship, is defined as (8):

2-21

2.3.6 Total propulsion efficiency

The propulsion efficiency , must not be confused with the open water propeller efficiency, as

it is equal to the ratio between the effective (towing) power delivered to the propeller :

2-22

The total propulsion efficiency is taken into account in the engine selection process.

21

2.4 Cavitation

Cavitation occurs when the local absolute pressure is less than the local vapor pressure for the

fluid medium. The critical measurement for cavitation performance is the cavitation inception

point, which is the conditions, i.e. cavitation number, for which cavitation is first observed

anywhere on the propeller. Cavitation will harm propeller blades, so corrosion occurs and also,

cavitation stars causing vibration and noise. Therefore, it is necessary to check the cavitation

limit to be sure that chosen propeller will not start to cavitate.

The cavitation number can be calculated by equation:

( )

2-23

where,

hydrostatic pressure, [Pa]

vapor pressure at , [Pa]

advance speed, [m/s]

According to Equation 2-23, the cavitation number equals 3,42 and, comparing it to the

cavitation graph (see Figure 2-2), it can be seen that cavitation will not occur. (7)

Figure 2-2. Areas of cavitation (7)

Cavitation of suction side

Cavitation free area

Cavitation of pressure

22

3 Machinery

3.1 Selecting machinery

3.1.1 Introduction

The space for engines and auxiliary systems is limited and the diesel generators are chosen not to

spend space for extra generators to produce electricity. The advantage of diesel generators is also

the freedom to locate heavy main machines, because there is a pool in the aft area, the engines

should be more in the fore, meaning that, if the shaft is sprightly attached to engine, the shaft line

is long and may cause extra vibrations and noise, which may in turn cause inconveniences for

passengers. Therefore, the propellers are powered by electric engines and electricity is produced

by diesel generators.

Figure 3-1. Electric propulsion illustration. (9)

3.1.2 Diesel generator

Power prediction is done in Chapter 1 and, according to Table 1-2, the effective power is

kW. Also, the propulsion efficiency is taken into account (see Chapter 2.7) and, using

Equation 2-9, the delivered power need is:

[kW]

23

Electricity is also needed for the vessels other systems, therefore, an additional 2500 [kW] is

added to power in the first approximation. Additionally, the diesel engine minimum fuel

consumption per kilowatt is in the range of 85 90% of the maximum output and this is taken

into account in selection process.

Finally, the losses in electric circuit are considered and the engine output and needed power

should have about 5% additional cap.

Two or three generators are chosen because it makes maintenance more flexible and adds safety

in case of an accident and helps to fulfil Safe Return to Port regulations. Four or more engines

are not suitable because the total area for machinery is limited. Combinations of different

generating sets are not used in order to be able to have engine maintenance onboard without

docking the ship.

Table 3-1. Generation sets (10) (11)

Producer Type Generator output

[kW]

Weight

[t]

Main dimensions

[mm]

Fuel consumption

[g/kWh]

Wrtsil 12V38 8400 160 11900 x 3600 x 4945 176-185

Wrtsil 16V38 11600 200 13300 x 3800 x 4945 192-204

Wrtsil 16V32 8910 121 11174 x 3060 x 4280 192-204

Wrtsil 18V32 8640 133 11825 x 3360 x 4280 176-185

Rolls Royce B32:40V12 7449 102 10400 x 2310 x 3855 183

Caterpillar C280-12 5200 100 8040 x 2000 x 4085 880,8 [l/h]

From Table 3-1, three Wrtsil 16V32 generator sets are chosen because it fulfils the power

requirements and also is light and small enough for the ship, as the engine room height is 7 [m]

and width 6 [m]. In that case, two engines are used to produce electric energy and the third is in

back-up. The same set of Wrtsil 12V38 engines are not sufficient because they are bigger and

weight more, with an increased weight of about 32%. Using the two Wrtisl 16V38 set does not

fulfil the power requirement and using three is not valid regarding weight. Weight is one of the

main points to be concerned in because of the aim to keep the ships design draft and from Ship

Conceptual design it is known that ship weight is a big concern. Three Rolls Royce B32:40V12

sets are 15% lighter and smaller than Wrtsil 16V32 but fulfils the power need precisely. Using

four Catepillar C280-28 generation sets will take too much deck space and is 10% heavier.

24

Table 3-2. Diesel generator set data (11)

Engine Wrtsil 16V32

Output [kW] 9280

Output[kWe] 8910

Cylinders V16

Engine speed [rpm] 750

Output per cylinder [kW] 580

Cylinder bore [mm] 320

Piston stroke [mm] 400

Mean effective pressure [bar] 28,9

Piston speed [m/s] 10,0

Voltage [kV] 0,4 13,8

Length [mm] 11175

Height [mm] 4280

Width [mm] 3060

Weight [ton] 121

Fuel [cSt/50 C] 700

SFOC [g/kWh] 183-191

3.1.3 Electric motors

Electric motors are chosen by taking the power handling into account and selecting reasonable

revolutions of propeller, which is 180 [rpm]. Motor selection is done by using Figure 3-2. The

most reasonable choice at 6 [MW] output and 180 [rpm] is the ABB AMS 1250 electric motor.

Figure 3-2. Motor output range (12)

25

Table 3-3. Electric motor data (13)

Output power 1 60 [MW]

Number of poles 4 40

Voltages 1 15 [kV]

Frequency 50 or 60 [Hz]

Protection IP23, IPW24, IP44, IP54, IP55

Cooling IC01, IC611, IC81W, IC8A6W7

Enclosure material Welded steel

Motor type AMS

Mounting type Horizontal and vertical

Standards IEC and NEMA

Marine classification All international societies (ABS, BV, DNV,

GL)

3.2 Electric balance

To be able to choose suitable engines and engine setup, the total electrical power consumption

must be estimated. Electricity is consumed by propulsion electrical motors, ventilation, heating,

and other auxiliary systems. The electricity consumption needs to be calculated for different

operating situations, as the profile of electricity consumption varies in different situations. The

operating situations are open water, manoeuvring, in harbour, at rest, and emergency. A

summary of the electrical balance for the selected engine is provided in Appendix 5.

26

Bibliography

1. Birk, Lothar. NAME 3150 Course Notes - Ship resistance and propulsion. New Orleans :

s.n., 2011.

2. Guldhammer, H.E. and Harvald, Sv. Aa. Ship Resistance - Effect of Form and Principle

Dimensions. Copenhagen : Akademisk Forlag, 1974.

3. Andersen, P. and Guldhammer, H.E. A Computer-Oriented Power Prediction Procedure.

Lyngby : Department of Ocean Engineering, Technical University of Denmark, 1986.

4. Hydro Comp PLNC. NavCad. Durham, NH : s.n., 2013.

5. . Appendix H - Resistance Prediction Methods. 2011.

6. Carlton, John. Marine Propellers and Propulsion. 2nd. Burlington : Elsevier Ltd, 2007.

7. Matiusak, Jerzy. Laivan Propulsio. Espoo : s.n., 2005.

8. Basic Principles of Ship Propulsion.

http://www.mandieselturbo.com/files/news/filesof5405/5510_004_02%20low.pdf. [Online] 10 1,

2013.

9. Electric propulsion. Wrtsil. [Online] 10 29, 2012. http://www.wartsila.com/en/power-

electric-systems/electric-propulsion-packages/electric-propulsion.

10. Generating sets. Catepillar. [Online] 10 29, 2012. http://marine.cat.com/cat-C280-12-genset.

11. Generating sets. Wrtsil. [Online] 10 29, 2012.

http://www.wartsila.com/en/engines/gensets/generating-sets.

12. Synchronos Motors Brochure. ABB. [Online] 1 16, 2013.

http://www05.abb.com/global/scot/scot234.nsf/veritydisplay/822ae96e598fd891c125796f0032e7

5d/$file/Brochure_Synchronous_motors_9AKK105576_EN_122011_FINAL_LR.pdf.

13. Electric motor data. ABB. [Online] 1 16, 2013.

http://www.abb.com/product/seitp322/19e6c63b9837b35dc1256dc1004430be.aspx?productLang

uage=us&country=FI&tabKey=2.

27

Appendix 1 ITTC-57 Calculations

KNOWN PARAMETERS

length between perpindiculars Lpp 110 m

beam B 18 m

draft T 5.4 m

displacement V 6380 m^3

midship coefficient Cm 0.94 [-]

wetted surface area (Holtrop-

Mennen) S 2562.5362 m^2

block coefficient Cb 0.67 [-]

prismatic coefficient Cp 0.712766 [-]

slenderness coefficient C 0.0047934 [-]

initial design speed v 17 knots

ship speeds to consider v 10 TO 20 knots

CONSTANTS

salt water density 1025.86 kg/m^3

gravitational acceleration g 9.81 m/s^2

kinematic viscosity of water 1.188E-06 m^2/s

1. FRICTIONAL RESISTANCE COEFFICIENT C'F

V [kn] V [m/s] Rn C'F

10 5.144 476217191.7 0.0016819

11 5.659 523838910.9 0.0016612

12 6.173 571460630 0.0016427

13 6.688 619082349.2 0.0016259

14 7.202 666704068.4 0.0016106

15 7.717 714325787.5 0.0015966

16 8.231 761947506.7 0.0015836

17 8.746 809569225.9 0.0015715

18 9.260 857190945 0.0015603

19 9.774 904812664.2 0.0015498

20 10.289 952434383.4 0.0015399

2. RESIDUARY RESISTANCE COEFFICIENT

V [kn] V [m/s] Fn Cr

10 5.144 0.156605725 0.0027916

11 5.659 0.172266298 0.0028504

12 6.173 0.18792687 0.0029481

13 6.688 0.203587443 0.003099

14 7.202 0.219248015 0.0033196

15 7.717 0.234908588 0.0036286

16 8.231 0.250569161 0.004047

17 8.746 0.266229733 0.0045979

18 9.260 0.281890306 0.0053068

19 9.774 0.297550878 0.0062013

20 10.289 0.313211451 0.0073114

28

3. ADDITIONAL COEFFICIENTS

additional resistance coefficient CA 0.0004 from graph

appendenge resistance coefficient CAAP 0.00006 [-]

air resistance coefficient CAA 0.00007 [-]

steering coefficient CAS 0.00004 [-]

4. TOTAL RESISTANCE COEFFICIENT

V [kn] V [m/s] Fn Ct

10 5.144 0.156605725 0.0050435

11 5.659 0.172266298 0.0050816

12 6.173 0.18792687 0.0051608

13 6.688 0.203587443 0.0052949

14 7.202 0.219248015 0.0055002

15 7.717 0.234908588 0.0057952

16 8.231 0.250569161 0.0062005

17 8.746 0.266229733 0.0067394

18 9.260 0.281890306 0.0074371

19 9.774 0.297550878 0.0083211

20 10.289 0.313211451 0.0094213

5. TOTAL RESISTANCE

V [kn] V [m/s] Fn Rt

10 5.144 0.156605725 175442.64

11 5.659 0.172266298 213891.01

12 6.173 0.18792687 258514.77

13 6.688 0.203587443 311281.13

14 7.202 0.219248015 375008.73

15 7.717 0.234908588 453579.27

16 8.231 0.250569161 552172.54

17 8.746 0.266229733 677524.7

18 9.260 0.281890306 838209.89

19 9.774 0.297550878 1044945.1

20 10.289 0.313211451 1310918.6

6. POWER ESTIMATION

V [kn] V [m/s] R [N] R [KN] PE [Watts] PE [KW]

10 5.144 175442.643 175 902554.93 902.6

11 5.659 213891.0137 214 1210385.5 1210.4

12 6.173 258514.7714 259 1595897.9 1595.9

13 6.688 311281.1323 311 2081779 2081.8

14 7.202 375008.7271 375 2700896.2 2700.9

15 7.717 453579.2686 454 3500120 3500.1

16 8.231 552172.5412 552 4544993.5 4545.0

17 8.746 677524.7021 678 5925329.9 5925.3

18 9.260 838209.8914 838 7761823.6 7761.8

19 9.774 1044945.144 1045 10213758 10213.8

20 10.289 1310918.602 1311 13487896 13487.9

29

Appendix 2 Andersen-Guldhammer Calculations

Known Parameters

length between

perpindiculars Lpp 110 m

length of bulf forward

of FP Lfore 3.5 m

length of WL aft of

AP Laft 0 m

beam B 18 m

draft T 5.4 m

displacement V 6380 m^3

midship coefficient Cm 0.94 [-]

waterplane area

coefficient Cw 0.73 [-]

wetted surface area S 2562.536197 m^2

midship CSA Am 91.368 m^2

bulbous bow CSA at

FP Abt 10 m^2

block coefficient CB 0.67 [-]

longitudinal center of

buoyancy LCB 51.33 m

propeller diameter D 3.0 m

no. propeller blades Z 4 [-]

initial design speed v 17 knots

ship speeds to consider v 10 TO 20 knots

Constants

salt water density 1025.86 kg/m^3

gravitational

acceleration g 9.81 m/s^2

kinematic viscosity of

water 1.1883E-06 m^2/s

1. LENGTH DEFINITION

length L 113.5 m

2. LCB DEFINITION

LCB0 -3.67 meters aft of Lpp/2

LCB -0.2175 meters aft of Lpp/2

3. FRICTIONAL RESISTANCE COEFFICIENT C'F

V [kn] V [m/s] Rn C'F

10 5.144 491369556.9 0.001675044

11 5.659 540506512.6 0.001654511

12 6.173 589643468.3 0.001636094

13 6.688 638780423.9 0.001619422

14 7.202 687917379.6 0.001604213

15 7.717 737054335.3 0.001590245

16 8.231 786191291 0.001577343

17 8.746 835328246.7 0.001565366

18 9.260 884465202.4 0.001554199

19 9.774 933602158.1 0.001543745

20 10.289 982739113.8 0.001533925

30

4. INCREMENTAL RESISTANCE COEFFICIENT

factored 10^3CA 0.4547443 [-]

actual CA 0.000454744 [-]

5. RESIDUARY RESISTANCE COEFFICIENT

M 6.119589657

A0 0.39188691

N1 8.539179315

A1 15869.58731

V [kn] V [m/s] Fn E

10 5.144 0.154172192 0.44052

11 5.659 0.169589411 0.45241

12 6.173 0.18500663 0.46729

13 6.688 0.20042385 0.48686

14 7.202 0.215841069 0.51382

15 7.717 0.231258288 0.55229

16 8.231 0.246675507 0.60842

17 8.746 0.262092726 0.69107

18 9.260 0.277509946 0.81281

19 9.774 0.292927165 0.99102

20 10.289 0.308344384 1.24943

B1 3.629556018 [-]

0.615220359 [-]

B2 0.331893277 [-]

V [kn] V [m/s] Fn B3 G H K 10^3CR CR

10 5.144 0.154172192 67.14125334 0.017941656 5.91634E-10 0.004425061 0.46289 0.000462885

11 5.659 0.169589411 50.63381822 0.023790922 2.03096E-09 0.006296109 0.48250 0.000482501

12 6.173 0.18500663 37.17639717 0.032402958 6.9719E-09 0.008687402 0.50838 0.000508385

13 6.688 0.20042385 26.44668177 0.045549202 2.39332E-08 0.011681799 0.54409 0.000544092

14 7.202 0.215841069 18.12283216 0.066470032 8.21579E-08 0.01536714 0.59565 0.000595653

15 7.717 0.231258288 11.88384567 0.101366618 2.82032E-07 0.019836131 0.67349 0.000673493

16 8.231 0.246675507 7.410317711 0.162560539 9.68161E-07 0.025186235 0.79617 0.000796167

17 8.746 0.262092726 4.3861404 0.274643566 3.32351E-06 0.031519572 0.99724 0.000997241

18 9.260 0.277509946 2.50262006 0.481345635 1.14089E-05 0.038942836 1.33311 0.001333107

19 9.774 0.292927165 1.469122938 0.819962176 3.91647E-05 0.047567205 1.85859 0.001858588

20 10.289 0.308344384 1.040131244 1.158147348 0.000134445 0.057508269 2.46522 0.002465221

6. RESIDUARY RESISTANCE CORRECTION

LCB Correction

B/T 3.333333333

Correction Needed? YES

10^3CR 0.133333333

31

V [kn] Fn LCBst/L Factor 2 [+] Factors?

10 0.154172192 -0.026164236 -0.024247936 NO

11 0.169589411 -0.019380659 -0.01746436 NO

12 0.18500663 -0.012597083 -0.010680783 NO

13 0.20042385 -0.005813506 -0.003897207 NO

14 0.215841069 0.00097007 0.00288637 YES

15 0.231258288 0.007753647 0.009669946 YES

16 0.246675507 0.014537223 0.016453523 YES

17 0.262092726 0.0213208 0.023237099 YES

18 0.277509946 0.028104376 0.030020676 YES

19 0.292927165 0.034887952 0.036804252 YES

20 0.308344384 0.041671529 0.043587828 YES

Bulb Correction

ABT/AM 0.109447509

Correction

Needed? YES

Table 12

Fn 10^3Crbulb

0.6 0.15 0.2

0.6 0.18 0.2

0.6 0.21 0.2

0.6 0.24 0

0.6 0.27 -0.2

0.6 0.3 -0.3

0.6 0.33 -0.3

y = -85734x5 + 104751x4 - 49867x3 + 11531x2 - 1295.9x + 56.908 R = 0.9992

-0.4

-0.3

-0.2

-0.1

0

0.1

0.2

0.3

0.14 0.19 0.24 0.29 0.34

Co

rre

ctio

n

Froude Number

Bulb Correction Factor

32

uncorrected corrected

Fn 10^3Crbulb 10^3Crbulb

0.154172192 0.171653791 0.062206282

0.169589411 0.169717063 0.060269554

0.18500663 0.197442975 0.087995466

0.20042385 0.198115716 0.088668207

0.215841069 0.149519896 0.040072387

0.231258288 0.054979374 -0.054468135

0.246675507 -0.065603907 -0.175051416

0.262092726 -0.184711083 -0.294158592

0.277509946 -0.276167542 -0.385615051

0.292927165 -0.324104088 -0.433551597

0.308344384 -0.331918106 -0.441365615

10^3CR 10^3CRB/T 10^3CRbulb 10^3CRcorr. CR

0.46289 0.133333333 0.062206282 0.65842 0.000658425

0.48250 0.133333333 0.060269554 0.67610 0.000676104

0.50838 0.133333333 0.087995466 0.72971 0.000729714

0.54409 0.133333333 0.088668207 0.76609 0.000766094

0.59565 0.133333333 0.040072387 0.76906 0.000769059

0.67349 0.133333333 -0.054468135 0.75236 0.000752359

0.79617 0.133333333 -0.175051416 0.75445 0.000754448

0.99724 0.133333333 -0.294158592 0.83642 0.000836416

1.33311 0.133333333 -0.385615051 1.08083 0.001080825

1.85859 0.133333333 -0.433551597 1.55837 0.00155837

2.46522 0.133333333 -0.441365615 2.15719 0.002157189

7. AIR AND STEERING RESISTANCE COEFFICIENTS

CAA 0.00007 [-]

CAS 0.00004 [-]

8. TOTAL RESISTANCE COEFFICIENT

CR C'F CA CAA CAS CT

0.000658425 0.001675044 0.000454744 0.00007 0.00004 0.003043124

0.000676104 0.001654511 0.000454744 0.00007 0.00004 0.003040128

0.000729714 0.001636094 0.000454744 0.00007 0.00004 0.00307708

0.000766094 0.001619422 0.000454744 0.00007 0.00004 0.003097774

0.000769059 0.001604213 0.000454744 0.00007 0.00004 0.003084917

0.000752359 0.001590245 0.000454744 0.00007 0.00004 0.003052715

0.000754448 0.001577343 0.000454744 0.00007 0.00004 0.003041363

0.000836416 0.001565366 0.000454744 0.00007 0.00004 0.003114853

0.001080825 0.001554199 0.000454744 0.00007 0.00004 0.003359757

0.00155837 0.001543745 0.000454744 0.00007 0.00004 0.003850202

0.002157189 0.001533925 0.000454744 0.00007 0.00004 0.00446865

33

9. TOTAL RESISTANCE

V [kn] V [m/s] CT R [N]

10 5.144 0.003043124 105858.2361

11 5.659 0.003040128 127962.3657

12 6.173 0.00307708 154136.7847

13 6.688 0.003097774 182113.217

14 7.202 0.003084917 210331.6479

15 7.717 0.003052715 238931.7586

16 8.231 0.003041363 270840.2805

17 8.746 0.003114853 313141.347

18 9.260 0.003359757 378667.3889

19 9.774 0.003850202 483499.2246

20 10.289 0.00446865 621786.7008

10. EFFECTIVE POWER

V [kn] V [m/s] R [N] R [KN] PE [Watts] PE [KW]

10 5.144 105858.2361 106 599039.9958 599.0

11 5.659 127962.3657 128 724124.8092 724.1

12 6.173 154136.7847 154 951537.7512 951.5

13 6.688 182113.217 182 1217932.725 1217.9

14 7.202 210331.6479 210 1514855.269 1514.9

15 7.717 238931.7586 239 1843756.737 1843.8

16 8.231 270840.2805 271 2229316.442 2229.3

17 8.746 313141.347 313 2738595.047 2738.6

18 9.260 378667.3889 379 3506460.021 3506.5

19 9.774 483499.2246 483 4725936.31 4725.9

20 10.289 621786.7008 622 6397494.277 6397.5

11. DESIGN MARGIN

V [kn] V [m/s] PE [KW] PE [KW]

10 5.144 599.0 688.9

11 5.659 724.1 832.7

12 6.173 951.5 1094.3

13 6.688 1217.9 1400.6

14 7.202 1514.9 1742.1

15 7.717 1843.8 2120.3

16 8.231 2229.3 2563.7

17 8.746 2738.6 3149.4

18 9.260 3506.5 4032.4

19 9.774 4725.9 5434.8

20 10.289 6397.5 7357.1

34

Appendix 3 NavCAD input parameters

35

Appendix 4 NavCAD resistance outputs

Vel Fn Fv Rn Cf Cr Ct Rbare Rtotal Rtotal Rbare/W Pebare Petotal

[kts] [-] [-] [-] [-] [-] [-] [N] [N] [kN] [-] [kW] [kW]

8 0,125 0,301 3,81E+08 0,001732 0,00055 0,002806 62465 62465 62,465 0,0009 257 257

10 0,157 0,377 4,76E+08 0,001682 0,000599 0,002806 97595 97595 97,595 0,00141 502 502

12 0,188 0,452 5,71E+08 0,001643 0,0008 0,002967 148624 148624 148,624 0,00215 918 918

14 0,219 0,527 6,67E+08 0,001611 0,001216 0,003351 228452 228452 228,452 0,0033 1645 1645

16 0,251 0,603 7,62E+08 0,001584 0,001855 0,003962 352863 352863 352,863 0,0051 2904 2904

17 0,266 0,64 8,10E+08 0,001572 0,002179 0,004275 429740 429740 429,74 0,00621 3758 3758

18 0,282 0,678 8,57E+08 0,00156 0,002695 0,004779 538653 538653 538,653 0,00778 4988 4988

20 0,313 0,753 9,52E+08 0,00154 0,004079 0,006143 854775 854775 854,775 0,01235 8795 8795

22 0,345 0,829 1,05E+09 0,001522 0,004313 0,00636 1070720 1070720 1070,72 0,01547 12118 12118

8 0,125 0,301 3,81E+08 0,001732 0,004433 0,00669 148928 148928 148,928 0,00215 613 613

10 0,157 0,377 4,76E+08 0,001682 0,00263 0,004836 168227 168227 168,227 0,00243 865 865

12 0,188 0,452 5,71E+08 0,001643 0,002316 0,004483 224543 224543 224,543 0,00325 1386 1386

14 0,219 0,527 6,67E+08 0,001611 0,002421 0,004556 310618 310618 310,618 0,00449 2237 2237

16 0,251 0,603 7,62E+08 0,001584 0,002599 0,004707 419119 419119 419,119 0,00606 3450 3450

17 0,266 0,64 8,10E+08 0,001572 0,002679 0,004775 479990 479990 479,99 0,00694 4198 4198

18 0,282 0,678 8,57E+08 0,00156 0,002963 0,005048 568950 568950 568,95 0,00822 5268 5268

20 0,313 0,753 9,52E+08 0,00154 0,003763 0,005827 810842 810842 810,842 0,01172 8343 8343

22 0,345 0,829 1,05E+09 0,001522 0,004234 0,00628 1057285 1057285 1057,285 0,01528 11966 11966

8 0,125 0,301 3,81E+08 0,001732 0,000478 0,002734 60875 60875 60,875 0,00088 251 251

10 0,157 0,377 4,76E+08 0,001682 0,000472 0,002678 93150 93150 93,15 0,00135 479 479

12 0,188 0,452 5,71E+08 0,001643 0,000462 0,002629 131682 131682 131,682 0,0019 813 813

14 0,219 0,527 6,67E+08 0,001611 0,000787 0,002922 199251 199251 199,251 0,00288 1435 1435

16 0,251 0,603 7,62E+08 0,001584 0,001311 0,003419 304449 304449 304,449 0,0044 2506 2506

17 0,266 0,64 8,10E+08 0,001572 0,001564 0,00366 367901 367901 367,901 0,00532 3217 3217

18 0,282 0,678 8,57E+08 0,00156 0,001812 0,003897 439160 439160 439,16 0,00635 4067 4067

20 0,313 0,753 9,52E+08 0,00154 0,002299 0,004363 607128 607128 607,128 0,00877 6247 6247

22 0,345 0,829 1,05E+09 0,001522 0,002775 0,004822 811782 811782 811,782 0,01173 9188 9188

8 0,125 0,301 3,81E+08 0,001732 0,000478 0,002734 60875 60875 60,875 0,00088 251 251

10 0,157 0,377 4,76E+08 0,001682 0,000472 0,002678 93150 93150 93,15 0,00135 479 479

12 0,188 0,452 5,71E+08 0,001643 0,000564 0,002731 136816 136816 136,816 0,00198 845 845

14 0,219 0,527 6,67E+08 0,001611 0,0009 0,003034 206890 206890 206,89 0,00299 1490 1490

16 0,251 0,603 7,62E+08 0,001584 0,001679 0,003787 337208 337208 337,208 0,00487 2776 2776

17 0,266 0,64 8,10E+08 0,001572 0,002482 0,004578 460215 460215 460,215 0,00665 4025 4025

18 0,282 0,678 8,57E+08 0,00156 0,003849 0,005934 668751 668751 668,751 0,00966 6193 6193

20 0,313 0,753 9,52E+08 0,00154 0,007519 0,009583 1333447 1333447 1333,447 0,01927 13720 13720

22 0,345 0,829 1,05E+09 0,001522 0,007968 0,010014 1685973 1685973 1685,973 0,02437 19081 19081

8 0,125 0,301 3,81E+08 0,001732 0,000478 0,002734 60875 60875 60,875 0,00088 251 251

10 0,157 0,377 4,76E+08 0,001682 0,000472 0,002678 93150 93150 93,15 0,00135 479 479

12 0,188 0,452 5,71E+08 0,001643 0,000462 0,002629 131682 131682 131,682 0,0019 813 813

14 0,219 0,527 6,67E+08 0,001611 0,00044 0,002575 175540 175540 175,54 0,00254 1264 1264

16 0,251 0,603 7,62E+08 0,001584 0,000407 0,002515 223919 223919 223,919 0,00324 1843 1843

17 0,266 0,64 8,10E+08 0,001572 0,000388 0,002484 249715 249715 249,715 0,00361 2184 2184

18 0,282 0,678 8,57E+08 0,00156 0,000407 0,002492 280863 280863 280,863 0,00406 2601 2601

20 0,313 0,753 9,52E+08 0,00154 0,000999 0,003064 426292 426292 426,292 0,00616 4386 4386

22 0,345 0,829 1,05E+09 0,001522 0,002092 0,004138 696740 696740 696,74 0,01007 7886 7886

De

Gro

ot

RB

Ho

ptr

op

19

84

HSTS

Sim

ple

dis

pl/

sem

iD

en

ma

rk C

arg

o

36

Appendix 5 Electric balance

Open water Manouvering In harbor In harbor at rest Emergency

Quantity Loading

Loading factor Quantity Loading Quantity Loading Quantity Loading Quantity Loading Quantity Loading

Time spend [%] 55 3 39 3 0 Speed [kn] 17 3 0 0 0

Annual running [hrs] 4818 263 3416 263 0 Propulsion

Electric propulsion motors [kW] 2 6124.0 1.0 2 12248.0 2 12248.0 1 6124.0 0 0.0 0 0.0

HFO circulation pump [kW] 3 3.4 1.0 2 6.8 2 6.8 1 3.4 1 3.4 0 0.0

HFO feeding pump [kW] 3 0.8 0.9 2 1.6 2 1.6 1 0.8 1 0.8 0 0.0

HFO separator [kW] 3 5.0 0.9 2 10.0 2 10.0 1 5.0 1 5.0 0 0.0

HFO separator pump [kW] 3 0.6 1.0 2 1.2 2 1.2 1 0.6 1 0.6 0 0.0

Lubrication pump [kW] 3 25.0 1.0 2 50.0 2 50.0 1 25.0 1 25.0 0 0.0

Lubrication oil separator [kW] 3 2.0 0.9 2 4.0 2 4.0 1 2.0 1 2.0 0 0.0

HT - waterpump [kW] 3 6.3 1.0 2 12.6 2 12.6 1 6.3 1 6.3 1 6.3

LT - waterpump [kW] 3 6.3 1.0 2 12.6 2 12.6 1 6.3 1 6.3 1 6.3

Seawater pump [kW] 2 7.5 1.0 2 15.0 2 15.0 1 7.5 1 7.5 0 0.0

Starting air compressor [kW] 1 5.2 0.8 0 0.0 0 0.0 1 5.2 0 0.0 0 0.0

Bearing lubrication pump [kW] 2 6.0 1.0 2 12.0 2 12.0 1 6.0 1 6.0 0 0.0

Preheating pump [kW] 3 6.3 0.8 0 0.0 0 0.0 1 6.3 0 0.0 0 0.0

Total [kW] 12373.8 12373.8 6198.4 62.9 12.6 Factor 1.0 1.0 1.0 1.0 1.0

Group loading [kW] 12373.8 12373.8 6198.4 62.9 12.6

HVAC Boiler burner [kW] 1.0 5.5 1.0 0 0.0 0 0.0 1 5.5 0 0.0 0 0.0

Air cooler [kW] 1 2.3 1.0 1 2.3 1 2.3 1 2.3 0 0.0 0 0.0

Air blowers [kW] 3 7.5 1.0 3 22.5 3 22.5 3 22.5 0 0.0 0 0.0

Boiler water treatment [kW] 1 3.6 1.0 0 0.0 0 0.0 1 3.6 0 0.0 0 0.0

Fresh water treatment [kW] 1 3.6 1.0 1 3.6 1 3.6 1 3.6 0 0.0 1 3.6

Boiler feed water pump [kW] 1 1.3 0.8 0 0.0 0 0.0 1 1.3 0 0.0 0 0.0

Warm water supply pump [kW] 1 1.3 0.8 1 1.3 1 1.3 1 1.3 0 0.0 0 0.0

Warm water feed pump [kW] 1 1.3 0.8 1 1.3 1 1.3 1 1.3 0 0.0 0 0.0

Fresh water supply pump [kW] 1 1.3 0.8 1 1.3 1 1.3 1 1.3 0 0.0 1 1.3

Seawater pump [kW] 2 3.5 0.8 2 6.9 2 6.9 2 6.9 0 0.0 1 3.5

Exhaust gas boiler feed pump [kW] 1 1.3 0.8 1 1.3 1 1.3 1 1.3 1 1.3 0 0.0

Electric motor air cooler [kW] 2 5.0 1.0 2 10.0 2 10.0 0 0.0 1 5.0 0 0.0

Electric engine drive cooler [kW] 1 3.7 1.0 1 3.7 1 3.7 0 0.0 1 3.7 0 0.0

Total [kW] 54.2 54.2 50.8 10.0 8.4 Factor 1.0 1.0 1.0 1.0 1.0

Group loading [kW] 54.2 54.2 50.8 10.0 8.4

Auxillary systems Gray water treatment [kW] 1 3.6 1.0 1 3.6 1 3.6 1 3.6 0 0.0 1 3.6

Gray water pump [kW] 1 0.8 0.8 1 0.8 1 0.8 1 0.8 0 0.0 1 0.8

Black water treatment [kW] 1 3.6 1.0 1 3.6 1 3.6 1 3.6 0 0.0 1 3.6

Black water pump [kW] 1 0.8 0.8 1 0.8 1 0.8 1 0.8 0 0.0 1 0.8

Bilge pumps [kW] 2 4.0 1.0 1 4.0 1 4.0 0 0.0 0 0.0 1 4.0

Bilge water feed pumps [kW] 2 2.0 1.0 1 2.0 1 2.0 0 0.0 0 0.0 1 2.0

Fire figthing water pumps [kW] 2 7.0 1.0 0 0.0 0 0.0 0 0.0 0 0.0 2 14.0

Total [kW] 14.8 14.8 8.8 0.0 28.8 Factor 0.5 0.5 0.5 0.5 0.5

Group loading [kW] 7.4 7.4 4.4 0.0 14.4

Deck machinery Achur winch [kW] 2 10.0 0.8 0 0.0 0 0.0 1 10.0 1 10.0 0 0.0

Mooring lines winch [kW] 4 12.0 0.8 0 0.0 0 0.0 1 12.0 1 12.0 0 0.0

Passanger elevator [kW] 1 5.0 0.8 1 5.0 1 5.0 1 5.0 0 0.0 0 0.0

Service elevator [kW] 1 5.0 0.8 1 5.0 1 5.0 1 5.0 1 5.0 0 0.0

Total [kW] 10.0 10.0 32.0 27.0 0.0 Factor 0.4 0.4 0.4 0.4 0.4

Group loading [kW] 4.0 4.0 12.8 10.8 0.0

Lights Cabins [kW] - 150.0 0.8 1 150.0 1 150.0 1 150.0 0 0.0 0 0.0

Public rooms [kW] - 150.0 0.8 1 150.0 1 150.0 1 150.0 1 150.0 1 150.0

Machinery rooms [kW] - 30.0 0.9 1 30.0 1 30.0 1 30.0 1 30.0 0 0.0 Outside ligths [kW] - 50.0 0.9 1 50.0 1 50.0 1 50.0 0 0.0 1 50.0

Total [kW] 380.0 380.0 380.0 180.0 200.0 Factor 0.8 0.8 0.8 0.8 0.8

Group loading [kW] 304.0 304.0 304.0 144.0 160.0

Service systems Kitchen machines [kW] - 100.0 0.7 1 100.0 1 100.0 1 100.0 0 0.0 0 0.0

Refridgerators [kW] - 100.0 0.7 1 100.0 1 100.0 1 100.0 0 0.0 0 0.0

Total [kW] 200.0 200.0 200.0 0.0 0.0 Factor 0.8 0.8 0.8 0.8 0.8

Group loading [kW] 160.0 160.0 160.0 0.0 0.0

Navigation, automation Navigation [kW] 1 10.0 1.0 1 10.0 1 10.0 0 0.0 0 0.0 1 10.0

Communication systems [kW] 1 5.0 1.0 1 5.0 1 5.0 1 5.0 0 0.0 1 5.0

37

Navigation lights [kW] 1 5.0 1.0 1 5.0 1 5.0 0 0.0 0 0.0 1 5.0

Total [kW] 20.0 20.0 5.0 0.0 20.0 Factor 0.8 0.8 0.8 0.8 0.8

Group loading [kW] 16.0 16.0 4.0 0.0 16.0

Special equipment Thrusters [kW] 2 1500.0 1.0 0 0.0 1 1500.0 0 0.0 0 0.0 0 0.0

Rudder hydrolic pump [kW] 2 7.0 1.0 2 14.0 2 14.0 0 0.0 0 0.0 2 14.0

Total [kW] 14.0 1514.0 0.0 0.0 14.0 Factor 0.9 0.9 0.9 0.9 0.9

Group loading [kW] 12.6 1362.6 0.0 0.0 12.6

Total load [kW] 12931.9 14281.9 6734.4 227.7 223.9 Power factor 0.8 0.8 0.8 0.8 0.8

Required power [kVA] 14368.8 15868.8 7482.7 253.0 248.8 Number of engines in use 2.0 2.0 1.0 1.0 1.0 Diesel generator loading [%] 84.9 93.7 88.4 3.0 2.9

AALTO UNIVERSITY



Marine Technology

General Arrangement

M/S Arianna

1

Table of Contents


1 OVERVIEW ..................................................................................................................... 2

2 REGULATORY REQUIREMENTS ............................................................................. 2

3 SAFETY CONSIDERATIONS ....................................................................................... 3

3.1 SUBDIVISION AND FIRE SAFETY ............................................................................................... 3

3.2 EVACUATION AND LIFESAVING EQUIPMENT ............................................................................ 3

4 PASSENGER COMFORT .............................................................................................. 5

4.1 STATEROOMS ........................................................................................................................... 5

4.2 PUBLIC SPACES ........................................................................................................................ 6

5 CREW AND SERVICE FACILITIES ........................................................................... 6

5.1 CREW ACCOMMODATION ........................................................................................................ 6

5.2 SERVICE SPACES ...................................................................................................................... 7

5.3 ADDITIONAL SPACES ............................................................................................................... 8

6 MATERIAL ACCESS ..................................................................................................... 8

7 TANK ARRANGEMENT ............................................................................................... 9

7.1 FUEL TANKS ............................................................................................................................. 9

7.2 BALLAST TANKS ...................................................................................................................... 9

7.3 FRESH WATER TANKS .............................................................................................................. 9

7.4 BLACK AND GREY WATER TANKS ............................................................................................ 9

7.5 TANKS FOR OTHER SYSTEM ................................................................................................... 10

8 MACHINERY ARRANGEMENT ..........................

Documents

Ship Project -Final.pdf