Srimanth Report Given to Commander

7/24/2019 Srimanth Report Given to Commander

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.TASK-A: - SHIP DESIGN PROBLEM

Part I Design three ship hulls for carrying crude oil cargo which conforms to,

i) Single hull oil tanker

ii) Double hull oil tanker

iii) Combination carrier

Part II Analyze the following ship design characteristics in each of the above cases:

i) Stability

ii) Structural strength

iii) Cargo handling

Part III erform a comparative study of the advantages and disadvantages of each of

the three ship hulls

!ence from the above prove which one of these hulls is scientifically and technically

a superior design as compared to other two"


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SOLUTION

SINGLE HULL OIL TANKER:#

$hese tankers are intended to carry oils of flash point appro%imately &'o C"(t

consists of only one hull"

Cargo Area: Cargo area is that part of the vessel that contains cargo tanks,slop tanks and

cargo pump rooms including coffer dams,ballast and void spaces adacent to cargo

tanks"Slop tank means a tank specifically designated for the collection of tank drainings,

tank washings and other oily mi%tures"

Bulkea!": *oth transverse and longitudinal bulkheads are fitted for subdivision of ship"

DOUBLE HULL OIL TANKER

Double !ull is a ship hull design and construction method where the bottom and

sides of the ship have two complete layers of watertight hull surface:+ne outer layer

forming the normal hull of the ship,and a second inner hull which is some what further

into the ship,which forms a barrier to sea water in case the outer hull is damaged"$he

space in between the two hull layers is often used as storage tanks for fuel or ballast

water" According to the marpol regulation -./ double hull is compulsory for oil tanker"

Double !ull 0 Double *ottom 1 Double Side Shell

Ge#eral:

$he bottom shell,inner bottom and deck are generally to be longitudinally

framed in the cargo tank region"2or ships of length 345'm the side shell,inner hull and

longitudinal bulkheads are also to be longitudinally frame"

Double hull crude oil tanker is a vessel having full depth water ballast tank and

full breadth double bottom tanks for fuel oil or water ballast throughout the cargo

6


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area,intended to prevent or atleast reduce the li7uid cargo outflow in an accidental

grounding or collision"

S$% !e"&r$%t$o#

Ge#eral: $he vessel is a single screw all welded ship with machinery aft"$he ship has

forecastle,sheer,camber"

Botto' Stru&ture: 8ongitundinal girders are to be provided at centre line, under

longitudinal bulkhead"

(n way of vertically corrugated transverse bulkheads supported by stools" $he inner

bottom plating thickness and longitudinals are to be complying with the re7uirements"

Shell lating: $he longitudinals are continuous between bulkheads"

Bulkea!": *oth transerverse and longitudinal bulkheads are fitted for subdivision of

ship" $he number of longitudinal bulkheads depends on the size of the ship"(f the size of

ship is large two longitudinal bulkheads are fitted to reduce free surface effect"

COMBINATION CARRIER: - OBO

An +*+ is a vessel which can carry cargo in both li7uid and dry form and a

typical use is alternation between transportation of crude oil and coal"A vessel of this type

is also known as a 9+*+ roduct.ore.bulk.oil) carrier or a combination carrier"+*+;s

are single deck vessel in which the deck is important for structural strength of the vessel"

$he vessel is divided into several cargo holds by transerverse bulkheads with

access from the above provided by hatches in the deck"


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$he width of the hatches i"e) the e%tent of the hatches in the transverse direction

of the vessel, is much smaller than the beam of the vessel normally 5' percent of the

beam of the vessel" $he reason for this is two fold = 2irstly, larger hatches would not

render sufficient space on deck for placing the hatch covers between the hatch coaming

and the side of the vessel and secondly larger hatches would impair the structural strength

of the vessel by the rendering insufficient structural steel in the deck"

PART II

STABILIT(:

Survivability: Survivability is a measure of a vessel;s ability to survive i"e) not

capsize or sink after sustaining damage to the hull"A probabilistic methodology was used

to asses the survivability of single hull and double hull tankers"$he average survivability

indices for each tanker size is given in the table"

Survivability (nde%

>essel Capacity Single !ull Double !ull

-5'''#5'''' ?5 ?5"?

/''''#4'''' ??"& ??"

4-5'''#4&''' 4'' ??"

6&5'''#-''''' ??"-? 4''

@


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(t is important that above study investigated the relative performance of different

designs to mitigate outflow if they e%perience a collision or grounded that breached the

outer hull"

INTACT STABILIT(

Single hull tankers are generally stable under all loading

conditions"$herefore stability during operation when no damage has occurred has not

been a concern of tanker operator in part"(n contrast certain double hull tankers can

become unstable during cargo and ballast operations"$he reduction in the intact stability

of double hull tankers compared to single hull tankers is due to the increased height of the

center of gravity of a double hull vessel "$he free surface effect depends on the tank

arrangement"

PRINCIPLES O) INTACT STABILIT(

$he stability of a ship is influenced by a number of factors: the vertical center

of gravity of the ship, the free surface of li7uids within tanks, and the righting moment

developed as the vessel heels"

$he vessel shown in 2igure a) e%hibits positive transverse stability" As the vessel

heels, the center of buoyancy shifts from * to * 4" $he buoyancy force acts upward

through the center of buoyancy * 4, and the weight of the vessel acts downward through

the vertical center of gravity " $he distance B is the righting arm" As the buoyancy

force is tending to right the vessel, the ship is stable, and the righting arm B is positive"

$he vessel in 2igureb) illustrates the impact of the rise in the center of gravity on

stability" $he heeling moment has increased to where it now e%ceeds the buoyancy

moment, and the vessel has negative stability" $he weight force is now acting outboard of

the buoyancy force, and the righting arm B is negative"

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2(9< >ariation in intact stability" a) ositive stability" b) egative stability"

STRUCTUAL STRENGTH

$he longitudinal structural strength is determined based on the section

modulus of midship section"

Section modulus B 0 Y

I

Ehere ( is the Foment of (nertia about eutral a%is"

G is the distance from neutral a%is to the e%treme layer"

Ee know the fle%ural formula that,

R

E

YI

M==

Consider,

YI

M =

ZY

IM==

&


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$he permissible stress is known"2rom this the total bending moment can be found

out"$he total bending moment is the sum of still water bending moment and wave

bending moment"

$he still water bending moment can be obtained from empirical formulas and

substracting this from total bending moment,wave bending moment is obtained"$he wave

bending moment obtained is checked with the minimum re7uirements and hence the

structural strength is evaluated"

(n single hull tankers the structural strength is less because the longitudinal

members are less when compared to the double hull tankers additional double

bottom)"Due to decrease in moment of inertia the section modulus is reduced"2or a given

value of allowable stress the allowable bending moment is reduced"

(n combination carriers the bottom is strengthened more" (n this type of carriers the bulk

cargo is carried in cargo holds and the oil is carried in wing tanks"Since the bottom is

more strengthened it will contribute to more longitudinal streangth"

((() CARGO HANDLING:

Cargo handling systems for single hull oil tankers and double hull oil tankers"

$he system include,

4" Cargo pump rooms

6" Cargo pump"

-" Cargo piping systems"

@" 9emote control of values"

5" Cargo handling control"

&" Cargo handling arrangement"

Cargo %u'% roo'" a#! %$%$#g:

ump rooms may be single or multiple" Ehere large tankers are designed solely

to carry crude oil, a single pump room is fitted aft adacent to the machinery spaces" $he

piping system is of direct line type, three or four lines being provided each with suctions


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from a group of tanks" A few large tankers have a discharge system which relies on

hydraulically controlled sluice valves in the tank bulkheads" $hese permit a flow of oil to

the common suction in the aft tank space"

Cargo Pu'%":

$he main cargo pumps are of centrifugal type motor driven or geared turbine and

have a very high pumping capacity say -5''m-.hour"*ecause of their high capacities the

centrifugal cargo pumps are unsuitable for emptying the tanks completely and for this

purpose reciprocating pumps with capacities say -5'm- .hour are provided" $anker cargo

discharge systems are now often fully computerized"

Re'ote &o#trol o* +al+e":

>alves on deck and in pump rooms which are provided with manual control"(n

general there should be alternate arrangement for local manual operation which is

independent of remote operating mechanism"$he design of the actuator is to be such that

contamination of the operating medium with the cargo li7uid cannot take place under

normal conditions"

CARGO HANDLING IN COMBINATION CARRIERS ,OBO

(n this case the cargo handling consists of handling bulk cargo and handling

oil" 8oading of bulk cargo is normally carried out by conveyor belt.shiploaders or grabs

which drop the cargo vertically into the hold" $he relatively small hatch openings

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compared to the beam of the vessel means that the loading e7uipmentHs access to the

outer parts of the hold is hindered by the deck, which forms an IoverhangI above this

part of the hold, normally resulting in a need for e%tra trimming"

Discharging of bulk cargo from a hold is normally carried out by discharging

e7uipment temporarily located above the hatch, comprising a gantry crane with a large

grab which is lowered into the bulk cargo, and which to a limited e%tent is moveable in

the transverse direction of the hold" Again the relatively small hatch opening compared to

the beam of the vessel is a limitation, as the IoverhangI created by the deck hinders the

grabHs access to the outer parts of the hold" $o get better access to the outer parts of the

hold, the grab is often forced in the transverse direction of the hatch, which may cause

damage to the hatch coamings" As a considerable amount of cargo is unreachable by the

grab, a caterpillar is lowered into the hold to move the bulk cargo from the outer parts of

the hold into the area which is accessible to the grab.discharging e7uipment, which is a

time#consuming and costly operation" Ehen transporting dry cargo the hatches are

closed, the hatch covers being tightened and secured to the hatch coamings"

Discharging of bulk cargo from a hold is normally carried out by discharging

e7uipment temporarily located above the hatch, comprising a gantry crane with a large

grab which is lowered into the bulk cargo, and which to a limited e%tent is moveable in

the transverse direction of the hold" Again the relatively small hatch opening compared to

the beam of the vessel is a limitation, as the IoverhangI created by the deck hinders the

grabHs access to the outer parts of the hold" $o get better access to the outer parts of the

hold, the grab is often forced in the transverse direction of the hatch, which may cause

damage to the hatch coamings" As a considerable amount of cargo is unreachable by the

grab, a caterpillar is lowered into the hold to move the bulk cargo from the outer parts of

the hold into the area which is accessible to the grab.discharging e7uipment, which is a

time#consuming and costly operation" Ehen transporting dry cargo the hatches are

closed, the hatch covers being tightened and secured to the hatch coamings"

(n tanker mode, the hatch covers of the +*+ vessel are in closed

position, tightened and secured to the hatch coamings, both during loading, unloading

and transport" $he li7uid cargo is loaded through the main cargo lines, via the drop lines,

and discharged by the cargo pumps via the main cargo lines"

?


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PART III

COMPARITIE STUD( O) ADANTAGES AND DISADANTAGES O) EACH

O) THE THREE HULLS

4" Ehen vessel e%periences collision,

(n case of single hull tanker the oil gets spilled out into the sea which causes

a great damage to the life of marine organisms"According to the FA9+8 regulations

single hull for an oil tanker is not allowed"So the single hull is out of the case"

(n case of double hull tankers when the outer hull is damaged due to

collision the inner hull protects the oil to get spill out"$his is the advantage of double hull

oil tanker"

(n case of combination carriers there will be two cases i"e)when carrying

ore and when carrying oil in wing tanks"During collision the ore.oil gets discharged into

the sea which causes damage to the life of marine organisms"

(ncidents where single hull oil tankers spilled out oil,

issos Amorgos, a single hull tanker struck an underwater obect,puncturing its

hull and spilling a considerable amount of crude oil" Sea


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STABILIT(:

2or a given depth of ship the intact stability for a single hull tanker is more

when compared to double hull tanker"

(n the case of double hull tanker of same depth due to inner bottom the centre

of gravity of the ship will raise and hence the metacentric height reduces and hence

reduces the stability"

STRUTURAL STRENGTH:

$he structural strength of the single tanker is less when compared to the

other two because of less section modulus due to less number of longitudinal members"

(n case of double hull tankers due to more longitudinal members the

structural strength is more when compared to single hull tankers"

CARGO HANDLING:

(n the single hull and double hull oil tankers the cargo handling is done

through pumps and piping"

*ut in combination carriers the cargo handling is complicated because

the handling of both bulk cargo and oil is to be done"Seperate arrangement should be

given to each type"

PART I: 2rom the above the double hull oil tanker is better compared to the other two

in the discussed aspects"

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TASK-B:-

9

>7

?. Re"$"ta#&e a#!

Pro%ul"$o# Cal&ulat$o#" ?4

0@. Pro%eller De"$g# Cal&ulat$o#" ??

00. De"$g# o* Ge#eral Arra#ge'e#t a#! Cargo Ha#!l$#g S@

06. Re*ere#&e" 0>5

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CHAPTER-0

O=NERS REUIREMENTS

4"$ype of Cargo:

ON=ARD OURNE(: Stones, Clay,*ricks and other building materials from

(ndia to Dubai

RETURN OURNE(: C9D< +(8 from ulf to (ndia

6" Size of the Ship:55''' $onnes Deadweight

-" Service Speed:6@ Jnots

@"umber of voyage days:4' Days

ROUTE: >(SJ!AA$AF= C!(SAJ!AA$AF = C!


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CHAPTER-5

SHIP DESIGN METHOD ,DESIGN SPIRAL

a) CONCEPT DESIGN: $he very first effort, concept design translates the mission

re7uirements into naval architectural and engineering characteristics,


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(t includes preliminary light#ship weight estimates usually derived from curves, formulas,

or e%perience" Alternative designs are generally analyzed in parametric studies during this

phase to determine the most economical design solution or whatever other controlling

parameters are considered determinant" $he selected concept design then is used as a

talking paper for obtaining appro%imate construction costs, which often determine

whether or not to initiate the ne%t level of development, the preliminary desingn""

b) PRELIMINAR( DESIGN: A shipHs preliminary design further refines the maor ship

characteristics affecting cost and performance" Certain controlling factors such as

8ength, beam, horsepower, and deadweight would not be e%pected to change upon

completion of this phase" (ts completion provides a precise definition of a vessel that will

meet the mission re7uirementsK this provides the basis for development of contract plans

and specifications"

c) CONTRACT DESIGN: $he contract design stage yields a set of plans and

specifications which form an integral part of the shipbuilding contract document" (t

encompasses one or more loops around the design spiral, thereby further refining the

preliminary design" $his stage delineates more precisely such features as hull form based

on a faired set of lines, powering based on model testing, sea keeping and maneuvering

characteristics, the effect of number of number of propellers on hull form, structural

details, use of different types of steel, spacing and type of frames" aramount, among

the contract design features, is a weight and center of gravity estimate taking into account

the location and weight of eachmaor item in the ship" $he final general arrangement is

also developed during this stage" $his fi%es the overall volumes and areas of cargo,

machinery, stores, fuel oil, fresh water, living and utility spaces and their

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interrelationship, as well as their relationship to other features such as cargo handling

e7uipment, and machinery components" $he accompanying specifications delineate

7uality standards of hull and outfit and the anticipated performance for each item of

machinery and e7uipment" $hey describe the tests and trials that shall be performed

successfully in order that the vessel will be considered acceptable"

d) DETAIL DESIGN" $he final stage of ship design is the development of detailed

working plans" $hese plans are the installation and construction instructions to the ship

fitters, welders, outfitters, metal workers, machinery vendors, pipe fitters, etc" As such,

they are not considered to be a part of the basic design process" +ne uni7ue element to

consider in this stage of design is that up to this point, each phase of the design is passed

from one engineering group to another" At this stage the interchange is from engineer to

artisan that is, the engineerHs product at this point is no longer to be interpreted, adusted,

or corrected by any other engineer" $his engineering product must une7uivocally define

the desired end result and be producible and operable"

4&


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CHAPTER-4

DETERMINATION O) MAIN DIMENSIONS AND COE))ICIENTS

GENERAL DESCRIPTION O) THE PROECT

DOUBLE HULL CRUDE OIL TANKER CUM BULK CARRIER

DOUBLE HULL CRUDE OIL TANKER

(t is a tank vessel having full depth wing water ballast tank or other non#cargo

spaces, and full breadth double bottom tanks for fuel oil or water ballast, throughout the

cargo area, intended to prevent or at least reduce the li7uid cargo outflow in an accidental

grounding or collision"

$he double hull Crude +il $ankers can be defined as a sea going self#propelled

ships having integral tanks and intended to carry crude oil or petroleum products in bulk

having a flash point, 2"" closed cup test) not e%ceeding &'LC and whose 9eid vapour

pressure is below the atmospheric pressure"

Assignment of class notation


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(n response to continuing oil spills, double hull construction for oil tankers became

mandatory in 4??- by order of the maritime environmental protection committee of the

international maritime organization (F+)" Compared to single hull tankers, the use of

double hull construction has resulted in a distinct reduction in the probability of oil spills

resulting from collision or grounding

As a part of the academic schedule, preliminary MDesign of double hull Crude +il $anker

with 55,''' $onnes appro%imate) deadweight and 4/ knots service speedN is under

taken"

(n this design the necessary facilities and the re7uirements that fulfill the specifications of

owners, the rules of classification and statutory re7uirements of the ational and

(nternational Authorities have been implemented"

BULK CARRIER

$he class of vessel generally described as a bulk carrier is usually one designed to

carry dry cargoes economically from one port to another" *ulk means huge 7uantity" *ulk

commodities are grain, barley, wheat, sugar, phosphates, urea, ores, etc" $he densities of

these cargoes are 7uite different and so it can be seen that a general purpose cannot be as

efficiently loaded as a specially designed ship"

Ba"$& De"$g# o* te S$%:

$he main dimensions of the ship influence many of the ships characteristics such

as stabilityK hold capacity, power re7uirements and its economic efficiency" So, they

should be coordinated such that the ship satisfies the design conditions as well as the

characteristics desired by the shipping companies with various combinations of

dimensions" $he economic factor is of prime importance in designing a ship" An owner

re7uires a ship, which will give him the best possible returns for his initial investment

and running costs" $his means that the final design should be arrived at taking into

account not only the present economic considerations, but also those likely to develop

4/


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within the life of the ship" *asic design includes selection of ship dimensions, hull form,

amount of power and type of engine, preliminary arrangement of hull and machinery, and

maor structural arrangement" roper selections assure the attainment of the mission

re7uirements such as cargo carrying capacity and dead weight" (t includes checks and

modifications for achievement of re7uired cargo capacity, subdivision and stability

standards, free board and tonnage measurement"

2or the optimization of dimensions for economic efficiency, at the same time

meeting the owners re7uirements ( have adopted the following procedure" ( would have

taken the parent ship having the specified deadweight and speed" *ut to have an idea of

dimensions for optimization ( referred O9egister of Ships; compiled by classification

society 89S), which gives the particulars of ship;s built under their survey" $hese

particulars include name of the ship, its year and place of built, 8+A, 8*, *, D, $,

Speed, Deadweight, 9$, 9$, number of holds, super structure details, main engine

details etc"

Dubai is the fastest growing city in the world" 8ot of building materials

like stones, clay, bricks, tiles, concrete blocks and so many building materials are

re7uired in huge 7uantities" (t is possible to design the ship to e%port such materials to

Dubai from (ndia and import oil from gulf" (n both onward and return voyages the cargo

is being carried instead of fully ballast condition on one side and so the profitability is

increased"

4?


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Data *ro' reg$"ter o* "$%":

$o make a study of relation of length to displacement at constant speed and

relation of length to speed at constant displacement, the following tables are made from

register of ships"

$able#4: Collect the details of ships from register of ships, from DE$ 6''' tonnes and

speed 6 knots"

$able#6: Ships of constant DE$ at different speeds"

$able#-: Ships of constant speed at varying DE$s"

$hese tables must include 8.D, *.D, 8.D, d.D ratios"

ote: while selecting the ships, ships of same dimensions and DE$ are not to be

considered"

$o get an appro%imate nearest value of CD( have calculated displacements

from the average *lock#coefficients and calculated light ship weights from the empirical

formulae"

6'


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Table 1

DATA OF SHIPS OF 50000 TONNES TO 60000 TONNES DWT WITH SPEED OF16 TO 20 KNOTS

S.No DWT LBP Breadth Depth Draft Power(kw) Power(bhp) Speed1 50027 247.3 32.2! 24.13 13.15 2!!24.00 343!.00 1".502 50250 205.01 30.41 17.33 12.17 105"2.00 14400.00 1!.003 50!00 173.51 32.21 17.1 13.2 "000.00 1223!.00 1!.004 50!55 17.00 32.20 1!.0 12.23 10474.00 1423".00 17.375 50743 21".00 3!.!0 20.40 10.3 11122.00 15120.00 1!.70! 5001 1!.01 3!.5" 15."1 11.2 1143.00 1!100.00 1!.257 51232 210.01 3.41 1.01 11.02 12137.00 1!500.00 1!.00 5157" 232.04 34.75 20.!5 ".45 15300.00 2000.00 1.25" 51!4 27!.12 32.2! 20.25 11.!0 134".00 24"4!.00 17.5010 52000 1"2.00 32.20 1".30 12.0 11475.00 15!00.00 1!.!011 52070 21!.00 3!".!1 21.47 12.!0 1"125.00 2!001.00 1!.0012 521!4 20!.4! 30.51 17.00 12.10 11033.00 14""".00 1!.0013 524"2 200.03 2.!0 17.!0 12.44 1272.00 17500.00 1!.0014 52710 21!.01 35.41 22.!1 11.77 1507".00 20500.00 1!.2515 5343" 1"4.32 2".01 1.01 13.27 12137.00 1!500.00 1!.501! 535! 231.12 2!.00 1!.!" 12.7" 11107.00 15100.00 1!.0017 5372! 22.4 32.21 1.3 13.00 21217.00 245.00 1".001 533! 251.27 2.50 1.01 12.57 127"".00 17400.00 1!.001" 53"73 21!.00 3!.!1 21.47 12.50 1"125.00 2!001.00 1!.0020 5415 205.00 32.20 17.00 12.35 14123.00 1"200.00 1!.0021 5415 205.50 32.20 17.00 12.35 127"".00 17400.00 1!.0022 5415 21!.1" 34.2 22.3! 13.55 220!!.00 2"""".00 1.0023 54!00 200.44 32.24 17.33 12.!5 11!51.00 1540.00 1!.7524 54!15 205.3 32.25 1!."! 12.40 127"".00 17400.00 1!.2525 5572 222.00 35.1 22.2 12.00 1750!.00 2300.00 1!.502! 5!05 201.00 32.24 1!.2! 12.42 135"3.00 140.00 1!.0027 5!1 215.50 34.21 21.!2 13.03 1724".00 23450.00 17.002 5!74! 1".00 32.25 1!.74 12.!" 127"".00 17400.00 1!.002" 5!00 1"0.00 32.20 1".50 13.52 10"20.00 144!.00 1!.3530 5!75 212.13 3!.00 1".02 12.42 117!0.00 15".00 1!.031 57372 202.50 32.25 1!.41 12.47 127"".00 17400.00 1!.0032 5557 213.01 32.20 17."1 12.47 "!3!.00 13100.00 1!.5033 5570 204.!3 30.01 1.42 13.70 105"2.00 14400.00 1!.0034 5"250 201.20 32.20 17.50 13.14 152!!.00 20754.00 17.0035 5"4"4 225.53 32.1! 1!.31 12.21 1257.00 17100.00 1!.503! 5""43 27".00 32.22 21.4" 11.! 205"!.00 2000.00 1".10

64


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Table 2

DATA OF SHIPS OF AROUND 55000 TONNES DWT AT VARYING SPEEDS (18 +! 2 KNOTS"

S.No DWT LBP Breadth Depth Draft Power(kw) Power(bhp) Speed

1 5415 205.50 32.20 17.00 12.35 127"".00 17400.00 1!.00

2 5415 21!.1" 34.2 22.3! 13.55 220!!.00 2"""".00 1.003 54!00 200.44 32.24 17.33 12.!5 11!51.00 1540.00 1!.754 54!15 205.3 32.25 1!."! 12.40 127"".00 17400.00 1!.255 5572 222.00 35.1 22.2 12.00 1750!.00 2300.00 1!.50! 5!05 201.00 32.24 1!.2! 12.42 135"3.00 140.00 1!.007 5!1 215.50 34.21 21.!2 13.03 1724".00 23450.00 17.00 5!74! 1".00 32.25 1!.74 12.!" 127"".00 17400.00 1!.00" 5!00 1"0.00 32.20 1".50 13.52 10"20.00 144!.00 1!.35

10 5!75 212.13 3!.00 1".02 12.42 117!0.00 15".00 1!.0

Table #

DATA OF SHIPS OF SPEED AROUND 18 KNOTS AT VARYING DWT (55000+!5000 TONNES"

S.No DWT LBP Breadth Depth Draft Power(kw) Power(bhp) Speed

1 5!75 212.13 3!.00 1".02 12.42 117!0.00 15".00 1!.02 5!1 215.50 34.21 21.!2 13.03 1724".00 23450.00 17.003 5"250 201.20 32.20 17.50 13.14 152!!.00 20754.00 17.004 50!55 17.00 32.20 1!.0 12.23 10474.00 1423".00 17.375 51!4 27!.12 32.2! 20.25 11.!0 134".00 24"4!.00 17.50! 5415 21!.1" 34.2 22.3! 13.55 220!!.00 2"""".00 1.007 5157" 232.04 34.75 20.!5 ".45 15300.00 2000.00 1.25 5372! 22.4 32.21 1.3 13.00 21217.00 245.00 1".00" 5""43 27".00 32.22 21.4" 11.! 205"!.00 2000.00 1".1010 50027 247.3 32.2! 24.13 13.15 2!!24.00 343!.00 1".50

66


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Table $

Table %&' )*)D a, D %&' -.e /./ Table 2 a, Table #

S.No DWT LBP Breadth Depth Draft Power(kw) Power(bhp) Speed L#B B#D L#D1 50027 247.3 32.2! 24.13 13.15 2!!24.00 343!.00 1".50 7.!7 1.34 10.252 50!55 17.00 32.20 1!.0 12.23 10474.00 1423".00 17.37 5.1 1."2 11.133 5157" 232.04 34.75 20.!5 ".45 15300.00 2000.00 1.25 !.! 1.! 11.24

4 51!4 27!.12 32.2! 20.25 11.!0 134".00 24"4!.00 17.50 .5! 1.5" 13.!45 5372! 22.4 32.21 1.3 13.00 21217.00 245.00 1".00 7.10 1.71 12.15! 5415 205.50 32.20 17.00 12.35 127"".00 17400.00 1!.00 !.3 1." 12.0"7 5415 21!.1" 34.2 22.3! 13.55 220!!.00 2"""".00 1.00 !.21 1.5! ".!7 5415 21!.1" 34.2 22.3! 13.55 220!!.00 2"""".00 1.00 !.21 1.5! ".!7" 54!00 200.44 32.24 17.33 12.!5 11!51.00 1540.00 1!.75 !.22 1.! 11.5710 54!15 205.3 32.25 1!."! 12.40 127"".00 17400.00 1!.25 !.37 1."0 12.1111 5572 222.00 35.1 22.2 12.00 1750!.00 2300.00 1!.50 !.20 1.57 ".7312 5!05 201.00 32.24 1!.2! 12.42 135"3.00 140.00 1!.00 !.23 1." 12.3!13 5!1 215.50 34.21 21.!2 13.03 1724".00 23450.00 17.00 !.30 1.5 "."714 5!1 215.50 34.21 21.!2 13.03 1724".00 23450.00 17.00 !.30 1.5 "."715 5!74! 1".00 32.25 1!.74 12.!" 127"".00 17400.00 1!.00 !.14 1."3 11.3

1! 5!00 1"0.00 32.20 1".50 13.52 10"20.00 144!.00 1!.35 5."0 1.!5 ".7417 5!75 212.13 3!.00 1".02 12.42 117!0.00 15".00 1!.0 5." 1." 11.151 5!75 212.13 3!.00 1".02 12.42 117!0.00 15".00 1!.0 5." 1." 11.151" 5"250 201.20 32.20 17.50 13.14 152!!.00 20754.00 17.00 !.25 1.4 11.5020 5""43 27".00 32.22 21.4" 11.! 205"!.00 2000.00 1".10 .!! 1.50 12."

Dea! 1e$gt D$"%la&e'e#tratios as given is te%t books have a wide range, for oil

tankers" $his value vary from '"/' to '"/&" So to get the nearest value ( have calculated

the Displacement by arriving to an average block coefficient of fineness and by arriving

to a light ship weight form emperical formulas available"

Avg" C* 0 Average value of block coefficients which are very close to one

another calculated from the empirical relations" $hese empirical relations are

4)" A8t 0$rail speed in knots0 Service speed1'"5) knots

6)" AG9


24/184

2n02roude number0Lg

V

80 8ength between perpendiculars in meters" >0 speed of ship m.s"

g0 acceleration due to gravity" 0 ?"/4 m.s6

-)" SC!


25/184

$otal Displacement is made up of 8ightship weight and Deadweight" So, 8ightship

weight is calculated from the empirical formulae to arrive at the displacements from the

deadweight of the ships and then deadweight coefficients are calculated as below"

8ight ship weight0Es 1 Eo 1 Eep

8 0 8ength between erpendiculars in meters

* 0 Foulded *readth in meters

D 0 Foulded Depth in meters

C*0 *lock coefficient of fineness

Ehere Es0 Eeight of Steel in tonnes , for double hull ship &'R more

steel weight is taken to that of single hull ships"

ES$0 ( )

++

66-"-5

-

4

5&"644"54'

&"4

/"'DBL

D

BL

Cb

E+0 +utfit Eeight in tonnes 0 '"-65 1 '"'''& 8) 8 *E


26/184

a) Deadweight # Displacement ratios are calculated from average *lock Coefficient of 2ineness for the ships under consideration

Table 5

VAUES OF D1 FOR SHIPS OF 50000TONNES TO 60000TONNES DWT WITH VARYING SPEEDS(TA)E $"* ONSIDERING )OK OEFFIIENT OF FINENESS TO GET DISPAE3EN

S.N$ LBP

(%)B&'DT

(*)D'PT

(%)D&+T

(%)DWT

(to,,e-)P$W'&

(W)P$W'&(BP)

SP''D(k,ot-)

/B1 /B2 /B3 /B4 /B5 /ba 1 /

1 247.3 32.2! 24.13 13.15 50027 2!!24 343! 1".50 0.73 0.72 0.71 0.7! 0.7! 0.74 7"257.1! 02 17.00 32.20 1!.0 12.23 50!55 10474 1423" 17.37 0.72 0.71 0.70 0.!" 0.7! 0.72 53"53.11 03 232.04 34.75 20.!5 ".45 5157" 15300 2000 1.25 0.74 0.73 0.74 0.7! 0.77 0.75 53"3.54 04 27!.12 32.2! 20.25 11.!0 51!4 134" 24"4! 17.50 0.7 0.77 0.4 0."2 0.0 0.2 70"".1! 05 22.4 32.21 1.3 13.00 5372! 21217 245 1".00 0.73 0.71 0.70 0.73 0.7! 0.73 71454.4 0! 205.50 32.20 17.00 12.35 5415 127"" 17400 1!.00 0.7! 0.75 0.7" 0.0 0.7" 0.7 !532!.30 07 21!.1" 34.2 22.3! 13.55 5415 220!! 2"""" 1.00 0.74 0.72 0.72 0.73 0.77 0.73 7!1".7" 0 21!.1" 34.2 22.3! 13.55 5415 220!! 2"""" 1.00 0.74 0.72 0.72 0.73 0.77 0.73 7!1".7" 0" 200.44 32.24 17.33 12.!5 54!00 11!51 1540 1!.75 0.75 0.73 0.75 0.75 0.7 0.75 !2"07.3! 0

10 205.3 32.25 1!."! 12.40 54!15 127"" 17400 1!.25 0.7! 0.75 0.7 0.7" 0.7 0.77 !4""4.0 11 222.00 35.1 22.2 12.00 5572 1750! 2300 1!.50 0.77 0.75 0.0 0.0 0.7" 0.7 7!51!.17 12 201.00 32.24 1!.2! 12.42 5!05 135"3 140 1!.00 0.7! 0.75 0.7 0.7" 0.7" 0.77 !370.3! 13 215.50 34.21 21.!2 13.03 5!1 1724" 23450 17.00 0.75 0.74 0.7! 0.77 0.7 0.7! 74"!.10 14 215.50 34.21 21.!2 13.03 5!1 1724" 23450 17.00 0.75 0.74 0.7! 0.77 0.7 0.7! 74"!.10 15 1".00 32.25 1!.74 12.!" 5!74! 127"" 17400 1!.00 0.7! 0.75 0.7 0.7 0.7 0.77 !3"11.!1 1! 1"0.00 32.20 1".50 13.52 5!00 10"20 144! 1!.35 0.75 0.73 0.74 0.74 0.77 0.75 !33!.43 17 212.13 3!.00 1".02 12.42 5!75 117!0 15" 1!.0 0.75 0.74 0.77 0.7! 0.7 0.7! 73"".10 1 212.13 3!.00 1".02 12.42 5!75 117!0 15" 1!.0 0.75 0.74 0.77 0.7! 0.7 0.7! 73"".10 1" 201.20 32.20 17.50 13.14 5"250 152!! 20754 17.00 0.74 0.73 0.74 0.74 0.77 0.74 !4""1.1 20 27".00 32.22 21.4" 11.! 5""43 205"! 2000 1".10 0.7! 0.74 0.77 0.5 0.7 0.7 411.0

b) Deadweight = Displacement ratios are calculated from light ship weight using emerical formulas:

6&


27/184

Table 6

VAUES OF D2 FOR SHIPS OF $5000TONNES TO 55000TONNES DWT WITH VARYING SPEED(TA)E $"

OSIDERING IGHT SHIP WEIGHT USING E3PERIA FOR3UAE TO GET THE TOTA DISPAE3ENT

N$ LBP

(%)B&'DT

(*)D'PT

(%)D&+T

(%)DWT

(to,,e-)P$W'&

(W)P$W'&(BP)

SP''D(k,ot-)

Weht of-tee

(to,,e-)

$tftweht

(to,,e-)

Weht ofe,,epa,t

(to,,e-)

L6TS6P

W'6T(T)2

1 247.3 32.2! 24.13 13.15 50027.00 2!!24.00 343!.00 1".50 1!1!5."0 377.1 37!."0 23712." 7373"." 2 17.00 32.20 1!.0 12.23 50!55.00 10474.00 1423".00 17.37 054.25 2!32.5! 1!04.02 122"0.3 !2"45.3 3 232.04 34.75 20.!5 ".45 5157".00 15300.00 2000.00 1.25 1522".73 3743.22 2250."4 21223. 7202. 4 27!.12 32.2! 20.25 11.!0 51!4.00 134".00 24"4!.00 17.50 23!31.4 4370.73 2!5".!5 30!!2.22 2310.22 5 22.4 32.21 1.3 13.00 5372!.00 21217.00 245.00 1".00 13700.53 3407.!1 3044.10 20152.24 737.24 ! 205.50 32.20 17.00 12.35 5415.00 127"".00 17400.00 1!.00 10735.!0 2"!!.45 1"15.! 15!17.73 !"775.73 7 21!.1" 34.2 22.3! 13.55 5415.00 220!!.00 2"""".00 1.00 12357.55 3422."7 3157."1 1"3.43 730"!.43 21!.1" 34.2 22.3! 13.55 5415.00 220!!.00 2"""".00 1.00 12357.55 3422."7 3157."1 1"3.43 730"!.43 " 200.44 32.24 17.33 12.!5 54!00.00 11!51.00 1540.00 1!.75 "40.43 277.3 17!1.0 1447".!1 !"07".!1 0 205.3 32.25 1!."! 12.40 54!15.00 127"".00 17400.00 1!.25 1070"."7 2"!.4 1"15.! 155"4.4" 7020".4" 1 222.00 35.1 22.2 12.00 5572.00 1750!.00 2300.00 1!.50 13"34.!! 3!42.!1 254!.!5 20123."2 7551."2 2 201.00 32.24 1!.2! 12.42 5!05.00 135"3.00 140.00 1!.00 1023.!0 27.5" 2022.12 1514.31 71233.31 3 215.50 34.21 21.!2 13.03 5!1.00 1724".00 23450.00 17.00 1221!.24 334".22 2512.20 1077.!! 742!5.!! 4 215.50 34.21 21.!2 13.03 5!1.00 1724".00 23450.00 17.00 1221!.24 334".22 2512.20 1077.!! 742!5.!! 5 1".00 32.25 1!.74 12.!" 5!74!.00 127"".00 17400.00 1!.00 "700."5 233. 1"15.! 14450.52 711"!.52 ! 1"0.00 32.20 1".50 13.52 5!00.00 10"20.00 144!.00 1!.35 233."5 2!5.0 1!!3.1 1253.5! !"33.5! 7 212.13 3!.00 1".02 12.42 5!75.00 117!0.00 15".00 1!.0 12734.7 3453."0 177!.41 17"!5.1 7440.1 212.13 3!.00 1".02 12.42 5!75.00 117!0.00 15".00 1!.0 12734.7 3453."0 177!.41 17"!5.1 7440.1 " 201.20 32.20 17.50 13.14 5"250.00 152!!.00 20754.00 17.00 "74.01 27.!! 224!.3 1500.05 7425.05 0 27".00 32.22 21.4" 11.! 5""43.00 205"!.00 2000.00 1".10 2343!.01 442!.37 2"!0.! 3023.23 "07!!.23

6


28/184

/D1 /D2 /D a0.!3 0.! 0.!50."4 0.0 0.70. 0.71 0.00.5" 0.!3 0.!10.75 0.73 0.74

0.3 0.7 0.00.71 0.74 0.720.71 0.74 0.720.7 0.7" 0.30.4 0.7 0.10.73 0.73 0.730. 0.7" 0.30.75 0.7! 0.750.75 0.7! 0.750." 0.0 0.40."0 0.2 0.!0.77 0.7! 0.7!

0.77 0.7! 0.7!0."1 0.0 0.50.71 0.!! 0.!"

)$#al$e! C!: @.7

Dead weight coefficient0 Dead weight.Displacement"

D$"%la&e'e#t Dea! [email protected] 99@@@[email protected] 754>.65 to##e".

olu'e o* D$"%la&e'e#t ,

754>.65F0.@59 7@@4.46 '4.

Ehere 0Density of sea water 0 4"'65 tonnes . m-

CALCULATION O) LENGTH BET=EEN PERPENDICULARS4

4) 2rom the graph drawn between Speed >s 8* of $able#6

At Speed 0 4/ knots, $he >alue of 8*064/"6 meters"

6/


29/184

6) 2rom the graph drawn between Deadweight >s 8* of $able#-,

Deadweight 0 55''' tonnes, $he >alue of 8*06-4"6 meters"

8"*"" calculation from emperical formulas:

-) AG90 Service speed in knots 0 4/ knots

8"*"" 0 8ength between perpendiculars in meters

0>olume of displacement in m-0'&'-"-- m-

0PBL

PBL

""

4/&,"4--"-

,'&'-

""-

+=

*y iteration, 8"*"" 0 664"4 meters"

@) >+8Jolume of displacement in m-0'&'-"-- m-

g0Acceleration due to gravity0?"/4 m.s6

>0Service Speed 04/Q" 54@@0 ?"6&m.sec"

-

4-

--"'&'-,/4"?

6&"?5"@5"-,'&'-"--

""

+=PBL

8"*" 0 6-'"4? meters"

5) SC!


30/184

80'"- >'"- -"6 Ehere 8 0 8ength between perpendiculars in meters

0 Displacement 0 '&'-"--Q4"'65 0 6-&/ tonnes

> 0 Service speed 0 4/ knots6"-4/,6-&/ -"'-"' =L

8"*"064/"5 meters"

SUMMAR(:

4" 29+F S+8J


31/184

4) ood sea keeping behavior:

a) Small amplitudes of roll"

b) Small roll acceleration"

6) Special loading conditions, e"g":

Damaged ship, etc"

-) *readth may be restricted by *uilding dock width or channel clearance"

@) (ncreasing the *readth by keeping the midship section area constant results in:

a)" (ncreased resistance and !igher power re7uirements since 9$0f *.$)"

b)" reater (nitial stability"

)ROM GRAPH:

4" 2rom 8"*"" >s 8.*) ratio graph,

At 8066'm 8.* 0&"66)

*9


32/184

4) *0?

L1 @"5 to &"5)

*0?

L1 @"5)06/"?@ m

*0 m?@"-'5"&?

66'=+

6) *0 8nn0'"&& to '"&/)

a) *0 66')'"&&0-5"4& m

b) *0 66')'"&/0-?"4& m"

-) *AEJEA9S($


33/184

4)" 2rom * >s *.Dratio graph, At *0-6m,D

B04"&@

Depth,D04/"44m"

6) 2rom 8* >s 8.Dratio graph, At 80 66'm,D

L044"6@

Depth, D04?"5m"

29+F .5 '.

COE))ICIENTS O) )ORM

--


34/184

0. Blo&k Coe**$&$e#t o* )$#e#e"" ,CB:

*lock coefficient of fineness is the ratio of the >olume of Displacement of themolded form up to any water line to the volume of a circumscribing solid with 8ength,

breadth, and depth e7ual to the length, breadth at the draft of that waterline"

CB TBL QQ

Ehere 8 is length, * is breadth and $ is molded draft"

9educing the *lock coefficient results in

a) Decrease in regulatory freeboard, re7uired propulsive power, weight of the engine

plant and fuel consumption"

b) A slight increase in !ull steel weight and

c) *etter sea keeping and less added resistance in a seaway and slamming"

(f the value of *lock coefficient is decreased *readth must be increased to

maintain stability" Ship owner re7uirements can be met using a wide variety of C*values"

$he optimum choice is made on the above"

C*from


35/184

808ength between perpendiculars 066' m

C*404"'& # 4"&/'"4??) 0 '"-

ii)" SC!


36/184

CFfrom A8AFA 2+9F8A:

CF-0 '"? 1 '"4 C*) 0'"?

Average CF 0 ?/"'-

)?,"'??"'??"': =++

)$#al$e! CM @.?>

,4. Lo#g$tu!$#al Pr$"'at$& Coe**$&$e#t" ,CPL:

i)" 8ongitudinal prismatic Coefficient, CPL0?/"'

,@"'=M

B

C

[email protected]

,6. =ater %la#e area Coe**$&$e#t ,C=:

$he water plane area coefficient influences the resistance and stability considerably"

(t is geometrically related to shape of cross sections" (t is the ratio of the Eater plane area

to the circumscribing rectangle, the length of which is e7ual to the length of the 8E8 and

width of which is e7ual to the breadth at that waterline" $he value of C E is largely a

function of C*and sectional shape" Ships with highB

Lratio may have either or >

sections" Ships with lowB

Lratio have e%treme > forms"

CEfrom


37/184

ii)" 2or Average section

/-"'-

),@"'64:

-

)64:6 =

+=

+= BW

CC

iii)" 2or >#section forms,

a) /@"')554"'@,4"':=

+=

B

BW

C

CC

b) /@"''65"' == Bw CC

c)/-"'

-

?/"'

,@"'64

-

64

=

+

=

+

= MB

W

C

C

C

Cw-0 '"/@

2rom the above results,

)$#al$e! C=@.>4

,9. ert$&al Pr$"'at$& Coe**$&$e#t" ,CP+:

>ertical rismatic Coefficient C>0/-"'

,@"'=W

B

C

C0 '"/?

-


38/184

OTHER CHARACTERESTICS O) THE SHIP:

,0 SHEER:

S$A$(+ +9D(A$alue of OA; : 44@4? mm

>alue of OJ; : @54 mm

$herefore, length of the engine is, A1J044@4?1@540 44/' mm

8ength of engine casing 0 44/'16''' 0 4-/' mm

!ence, length of superstructure 0 length of engine room 1 6Qwidth of alleyway)

1 6Qlength of a cabin in longitudinal direction) 1 any additional space due to engine

alignment from aft peak bulkhead"

Eidth of alleyway 0 4''' mm"

8ength of a cabin in longitudinal direction 0 @''' mm"

8ength of superstructure, 8s0 4-/' 1 6Q4''') 1 6 Q @''') 0 6-/' mm V 6@''' mm

-?


40/184

9 BREADTH O) SUPERSTRUCTURE:

*readth of superstructure 0 *readth of engine casing 1 6Q width of alleyway)

16Q length of a cabin in transverse direction)"

*readth of engine 0 *

Ehere, < is the half breadth of the engine near turbo charger ma%imum)

*readth of engine casing 0 @'' 16'''0&'' mm"


8ength of a cabin in transverse direction 0 @''' mm"

*readth of superstructure 0 &'' 1 6Q4''') 1 6 Q @''') 0 4&''mm

*readth of superstructure 0 4& meters appro%)

. T(PE O) BO= : *8*+S *+E

7. T(PE O) STERN : C9S(


41/184

)REEBOARD CALCULATIONS

PRELIMINAR( )REEBOARD CALCULATION USING L.B.P AS LOAD

LINE LENGTH AS PER LOAD LINE REGULATIONS

2reeboard may be broadly defined as the height that the sides of a

floating vessel proect above the water" $he ma%imum waterline to which a ship can be

loaded is governed by the limsoll marks, which are permanently marked on the vessels

sides at amidships" $he freeboard deck means the uppermost complete deck having

permanent means of closing all opening in freeboard deck"

2reeboard rules are designed to ensure that the vessel when loaded to

her marks has sufficient reserve buoyancy in the portion of the hull above the waterline to

ensure a satisfactory margin of safety"

)ree8oar! Cal&ulat$o# Pro&e!ure:

4" 8"*" is taken as 29


42/184

$he $abular 2reeboard 2+) from 2reeboard $able for 66' m length is )O 57?5''.

C+99


43/184

ercentage of deduction for $ype OA; ships

$otal effective length of Superstructure

ercentage of

deduction for

all types of

Superstructures

' '"48 '"68 '"-8 '"@8 '"58 '"&8 '"8 '"/8 '"?8 4"'8

' 4@ 64 -4 @4 56 &- 5"- /" 4''

Correction for R deduction at '"4-58

0( )

( )( ) ,5"/4"'465"'

4"'6"'

,4@, =

+

Deduction for 4''R effective super structure 0( )

mm&-"?-4''

,5"/4',' =

C+99


44/184

DEAD =EIGHT CHECK ,


45/184

owerJE) 0

66',4Q/4"445'''

Y,@"'Q46@@"4&4

66'@')Z4/Q'/",,@/4):,-5"': --

6

+0 466&"&6

JE

ower 0 466&"&6 JE

-) S(8>


46/184

2or double hull oil tanker ships steel weight is increased, so &'R is added to steel weight

of single hull ship"

Esteel weight04''/-"?? 1 '"& 4''/-"??) 04&4-@"-/ tonnes"

8 =OOD AND OUT)IT =EIGHT:

E outfit 0 '"-651'"'''& 8) * 8) 0 '"-651'"'''& 66') -6 66') -64"6/ $onnes

& MACHINER( =EIGHT:

E


47/184

)INAL )REEBOARD CALCULATION AS PER LOAD LINE REGULATION

2reeboard may be broadly defined as the height that the sides of a floating

vessel proect above the water" $he ma%imum waterline, to which a ship can be loaded, is

governed by the plimsoll marks, which are permanently marked on the vessels sides at

amidships" $he freeboard deck means the uppermost complete deck having permanent

means of closing all opening in weather deck"

2reeboard rules are designed to ensure that the vessel when loaded to her marks

has sufficient reserve buoyancy in the portion of the hull and the erection above the

waterline to ensure a satisfactory margin of safety"

)ree8oar! Cal&ulat$o# Pro&e!ure:

Sectional areas lifted at /5R of the least molded depth from bonean curves

/5R of molded depth 04/"6' '"/5045"@ m

@


48/184

Se&t$o#al area" l$*te! at >9 o* te lea"t 'ol!e! !e%t *ro' 8o#;ea# &ur+e"

Station

Sectional

Areas inm6

Simpson;sFultipliers

roduct

for>olume 8ever

roduct

forFoment

' 45"& '"65 -"?@ 5 4?"

'"65 5'"4 4 5'"4 @"5 6-/"-'/

'"5 ?&"56 '"5 @/"6& @"5 64"4

'"5 4@-"@' 4 4@-"@ @"65 &'?"@5

4 4/"/4 '"5 4@'"/5/ @ 5&-"@-

4"5 65"&? 6 554"-/ -"5 4?6?"/-

6 -5@"4' 4 -5@"4 - 4'&6"-

6"5 @45"5 6 /-4"4@ 6"5 6'"/5

- @5"'@ 4 @5"'@ 6 ?4@"'/

-"5 @/'"'@ 6 ?&'"'/ 4"5 4@@'"46

@ @//"'@ 4"5 -6"'& 4 -6"'&

5 @?4"'@ @ 4?&@"4&Su'M0 ?>@6.4

& @?'"'@ 4"5 -5"'& 4 -5"'&

&"5 @&"'@ 6 ?56"'/ 4"5 4@6/"46

@/@"'@ 4 @/@"'@ 6 ?&/"'/

"5 @4"'@ 6 ?@6"'/ 6"5 6-55"6

/ @-6"5 4 @-6"5 - 46?"4

/"5 -&5"4& 6 -'"-6 -"5 655&"46

? 6&4"/ '"5 4?&"@'- @ /5"&4

?"65 6'4"?? 4 6'4"?? @"65 /5/"@5/

?"5 4-"&@ '"5 &/"/6 @"5 -'?"&?

?"5 ?"/6 4 ?"/6 @"5 -?"4@5

4' -'"'' '"65 "5 5 -"5

Su'

[email protected]

Su'

M5 [email protected]

>olume of displacement ): 0 Vh-

0 -"44'&,-

66 0 /44&'"6 m-

>olume of displacement ): from !ydrostatics0 /44'"& m-

osition of 8C*0-"44'&,

)-"?/'@,"44,4':

4'

66'Y):

Z 64 =

VMM

h

@/


49/184

0-"? m forward of midship

8C* 0 -"? m forward of midship

>alue of 8"C"*" from !ydrostatics is -"? m

4" 29


50/184

Cb0TBL

0

@,"45-6'/"66'

/44&'"6'

0 '"@

$A*8A9 29


51/184

Speed : 4 rpm

>alue of OA; : 44@4? mm

>alue of OJ; : @54 mm

$herefore, length of the engine is, A1J044@4?1@540 44/' mm

8ength of engine casing 0 44/'16''' 0 4-/' mm

!ence, length of superstructure 0 length of engine room 1 6Qwidth of alleyway)

1 6Qlength of a cabin in longitudinal direction) 1 any additional space due to engine

alignment from aft peak bulkhead"


8ength of a cabin in longitudinal direction 0 @''' mm"

8ength of superstructure, 8s0 4-/' 1 6Q4''') 1 6 Q @''') 0 6-/' mm V 6@''' mm

BREADTH O) SUPERSTRUCTURE:

*readth of superstructure 0 *readth of engine casing 1 6Q width of alleyway)

16Q length of a cabin in transverse direction)"

*readth of engine 0 *

Ehere, < is the half breadth of the engine near turbo charger ma%imum)

*readth of engine casing 0 @'' 16'''0&'' mm"


8ength of a cabin in transverse direction 0 @''' mm"

*readth of superstructure 0 &'' 1 6Q4''') 1 6 Q @''') 0 4&''mm

*readth of superstructure 0 4& meters appro%)

LENGTH O) SUPER STRUCTURE :

Superstructure length 8S06@ m"

2ull breadth of superstructure0-6 m

*readth of superstructure from side to side bulkhead Ob;04& m"


52/184

R engtheffective of length 0 R'5@5"'66'

46

"""==

PBL

engtheffective

8ength of forecastle deck 0 '"'R8 from forward perpendicular

$otal effective length of super structure 0 '"'5@51'"') 0 '"465R of 8

ercentage of deduction for $ype OA; ships

$otal effective length of Superstructure

ercentage of

deduction for

all types of

Superstructures

' '"48 '"68 '"-8 '"@8 '"58 '"&8 '"8 '"/8 '"?8 4"'8

' 4@ 64 -4 @4 56 &- 5"- /" 4''

Correction for R deduction at '"4-58

0

( )

( )( ) ,5"/4"'465"'4"'6"'

,4@

, =

+

Deduction for 4''R effective super structure 0( )

mm&-"?-4''

,5"/4',' =

C+99


53/184

MOULDEDDRA)T 06.90 '

8ength measured on summer load waterline 4@"54 m) from centerline of rudderstock to

fore end of ship from lines plan 0 66' m

SECTIONAL AREAS LI)TED AT MOULDED DRA)T ,06.90 M

Station

Sectional

Areas inm6

Simpson;sFultipliers

roduct

for>olume 8ever

roduct

forFoment

' .57 '"65 6"4@ 5 4'"4

'"65 3".!1 4 -?"&4 @"5 4//"45

'"5 1.!5 '"5 @'"/- @"5 4/-"4

'"5 125.1 4 465"4/ @"65 5-6"'64 1!!.71 '"5 465"'- @ 5''"4-

4"5 250.2! 6 5''"56 -"5 454"/6

6 325.7" 4 -65"? - ?"-

6"5 35.1 6 4"&6 6"5 4?6?"'5

- 42!.32 4 @6&"-6 6 /56"&@

-"5 44".32 6 /?/"&@ 4"5 4-@"?&

@ 457.32 4"5 &/5"?/ 4 &/5"?/

5 4!0.32 @ 4/@4"6/SumF6 >?9?.96

& 45".32 4"5 &//"?/ 4 &//"?/&"5 453.32 6 ?'&"&@ 4"5 4-5?"?&

445.32 4 @@5"-6 6 /?'"&@

"5 440.32 6 //'"&@ 6"5 66'4"&'

/ 402.1 4 @'6"/4 - 46'/"@-

/"5 33.2 6 &&"5& -"5 6-&"?&

? 241.71 '"5 4/4"6/ @ 65"4-

?"65 1!.1! 4 4/&"4& @"65 ?4"4/

?"5 12!.!1 '"5 &-"-4 @"5 6/@"/

?"5 74.0! 4 @"'& @"5 -54"?

4' 30 '"65 "5' 5 -"5' Sum >

0@5?.5@

Sum

F4 0@?@>.@6

>olume of displacement ): 0 Vh-

0 6'"4'6?&-

66 0 55'5"@ m-

A&tual +olu'e o* D$"%la&e'e#t ,*ro' 8o#;ea#" ): 0 [email protected]'4

5-


54/184

A&tual D$"%la&e'e#t , [email protected] 0.@59 774?4.00 to##e" olu'e o* !$"%la&e'e#t *ro'

66'Y):

Z 64V

MMh @"4&m forward of

midship

>alue of 8"C"*" from !ydrostatic curves is @"4& m

,@"'54"4@-666'

@,",55'5 =

=

=TBL

CB

8C* 0 @"4& m forward of midship

??"'54"4@-6

-6"@&' =

=

=TB

!C mM

,5"'

??"'

,@"'===

M

BPL

C

CC

5@


55/184

CALCULATION O) =ATERPLANE

AREA AT DESIGNED LOAD =ATERLINE,06.90 M

S$A$(+

!A82*9


56/184

//"'/@"'

,@"'===

w

Bpv

C

CC

F(DS!( S


57/184

CHAPTER-9

HULL )ORM DESIGN AND LINES PLAN

Ehile designing a merchant vessel, the main parameters such as dimensions#

length, breadth, draughtK coefficients of form such as block coefficient and the

longitudinal position of centre of buoyancy are to be fi%ed" $he geometry of the ship has

influence on the following characteristics:

4" 9esistance increase in seaway

6" Fanoeuvrability

-" Course# keeping capability

@" 9oll damping

5" Sea#keeping ability

&" Size of under deck volume

8ength *etween erpendiculars is divided into 4' e7ual parts with ordinate stations

A" '), 4.@,4.6,-.@,4,44.6,6,64.6,-,-

4.6,@,5,&,&4.6,,

4.6,/,/4.6,?,?

4.@,?4.6,?

-.@,4'2")" Fore

stations are taken at the ends to define the curvature of a ship more accurately" $he

sectional area up to moulded draft can be drawn by taking the sectional areas on G#a%is

and ordinate stations on P#a%is" $he ordinates for sectional area curve are given as the

ratio of sectional area to midship section area against the values of block coefficient from

'"56 to '"//" Sectional areas are calculated at various stations from ordinates lifted from

fig"5@ of *"S"9"A" results at the C*of the ship under design"

5


58/184

SETIONA AREAS IFTED FRO3 )SRA HART

S-a-&/

7 O',a-e

YSe-&alA'eaA9

A9Se-&al

A'eaS3

P'&,:-F&'

V&l:9ee;e'

3&9e-P'&,:-

0 0.35 1."1 0 0.0132 @55"'- .34 0.25 2.0 5 10.42

1#4 1.5 1."1 0 0.0753 @55"'- 35.74 1.00 35.74 4.75 1!".74

1#2 1.3" 1." 0.1 0.1731! @55"'- 7.7" 0.50 3".40 4.5 177.2

3#4 1.3 1." 0.2 0.2!42 @55"'- 122.14 1.00 122.14 4.25 51".0"

1 1.15 1." 0.3 0.3!053 @55"'- 1!4.05 0.75 123.04 4 4"2.15

1 1#2 0. 1." 0.5 0.54211 @55"'- 24!.!7 2.00 4"3.35 3.5 172!.72

2 0.1 1." 0.7 0.7052! @55"'- 320."2 1.00 320."2 3 "!2.75

2 1#2 0.7 1."7 0. 0.3553 @55"'- 30.1" 2.00 7!0.3" 2.5 1"00."!

3 0.52 1."1 0." 0."2723 @55"'- 421."2 1.00 421."2 2 43.3

3 1#2 1.41 1."1 0." 0."732 @55"'- 443.12 2.00 !.24 1.5 132".35

4 1."1 1."1 0." 1.00000 @55"'- 455.03 1.50 !2.55 1 !2.55

8914.5

5 1."1 1."1 0." 1.00000 @55"'- 455.03 4.00 120.12 0 0.00

! 1."1 1."1 0." 1.00000 @55"'- 455.03 1.50 !2.55 1 !2.55

! 1#2 1. 1."1 0." 0.""424 @55"'- 452.41 2.00 "04.2 1.5 1357.23

7 1.7 1."1 0." 0.""01 @55"'- 450.03 1.00 450.03 2 "00.05

7 1#2 1.1 1."1 0." 0."575" @55"'- 435.73 2.00 71.47 2.5 217.!!

1.5! 1."7 0. 0.7"1" @55"'- 400.0! 1.00 400.0! 3 1200.17

1#2 0.!5 1." 0.7 0.7343" @55"'- 334.17 2.00 !!.34 3.5 233".1"

" 0.5 1." 0.5 0.52!32 @55"'- 23".4" 0.75 17".!2 4 71.47

" 1#4 1." 1." 0.3 0.40000 @55"'- 12.01 1.00 12.01 4.25 773.55

" 1#2 1.4! 1." 0.2 0.27!4 @55"'- 125."7 0.50 !2."" 4.5 23.44

" 3#4 1.25 1." 0.1 0.1!57" @55"'- 75.44 1.00 75.44 4.75 35.3410 1.25 1."1 0 0.0!545 @55"'- 2".7 0.25 7.44 5 37.22

89101"2.!1 89102.7

5/


59/184

>olume of Displacement ) 0 Vh-

40 66-

44'4?6"&4 0 @@5"/4

m-"

Displacement W) 0

4"'650 @@5"/4

4"'65 0 &&4@"@5 $onnes

Lo#g$tu!$#al Ce#ter o* Buo


60/184

SETIONA AREAS FAIRED

S-a-&/Se-&al

A'eaS3

P'&,:- F&'V&l:9e

e;e' 3&9e- P'&,:-

0 .34 0.25 2.0" 5 10.431#4 3.50 1.00 3.50 4.75 12.1#2 7.7" 0.50 3".40 4.5 177.23#4 122.00 1.00 122.00 4.25 51.501 1!4.05 0.75 123.04 4 4"2.15

1 1#2 24!.!7 2.00 4"3.34 3.5 172!.!"2 320."2 1.00 320."2 3 "!2.7!

2 1#2 30.1" 2.00 7!0.3 2.5 1"00."53 421."2 1.00 421."2 2 43.3

3 1#2 443.12 2.00 !.24 1.5 132".354 455.03 1.50 !2.55 1 !2.55

8927.3!5 455.03 4.00 120.12 0 0.00

! 455.03 1.50 !2.55 1 !2.55! 1#2 453.50 2.00 "07.00 1.5 13!0.50

7 450.03 1.00 450.03 2 "00.057 1#2 435.73 2.00 71.47 2.5 217.!!

3"".!0 1.00 3"".!0 3 11".0 1#2 334.17 2.00 !!.34 3.5 233".1"

" 23".4" 0.75 17".!2 4 71.47

" 1#4 11.50 1.00 11.50 4.25 771.3" 1#2 125."7 0.50 !2."" 4.5 23.44" 3#4 7!.00 1.00 7!.00 4.75 3!1.00

10 2".7 0.25 7.44 5 37.2289101"7.00 891031.2!

&'


61/184

>olume of Displacement ) 0 Vh-

40 66-

44'4?"''0 @/"'

m-"

Displacement W) 0

4"'650 @/"'

4"'65 0 &&@"56 $onnes

Lo#g$tu!$#al Ce#ter o* Buo


62/184

DRA=ING O) LINES PLAN )ROM B.S.R.A CHARTS

8ength between perpendiculars is divided into 4' e7ual divisions to draw a

section at each of these divisions" $he sections are numbered from A"" ') to 2"" 4')"

]uarter and half stations are also taken at the ends to define the hull form more

accurately" 2ollowing the *"S"9"A" results as a guidelines, using the offset table obtained

at C*0 '"/', a preliminary !alf breadth lan is prepared" According to *"S"9"A" results,

the water line heights above base line are proected as Rof moulded draft, which is

obtained from the preliminary freeboard calculations" *y fairing the lines in the half

breadth lan, a preliminary *ody lan is prepared based on *"S"9"A" water lines" A half

transverse section only is drawn since the vessel is symmetrical about the centerline

plane" $he forward half sections are drawn to the right of the centerline with the aft

sections to the left" After fairing the lines in the *ody plan, the water lines are drawn at to

4m spacing" $he outreaches of the stem and stern profiles are drawn in the elevation,

according to the $able#>, using the *"S"9"A" standard values e%pressed as a R of 8"*""

from 2orward erpendicular and After erpendicular" ow, !alf breadth lan is prepared

with 4m spaced water lines from the faired *ody lan" A bilge diagonal is drawn with

Ooffsets; taken along the bilge diagonal to check the fairness of lines"

(f the shape of a body section is altered this will affect the shape of both the water

lines and the buttocks" (t is essential when designing the hull form of the ship that all the

three sets of curves should be Ofair; and coincident with each other and their

&6


63/184

interdependence becomes important in this fairing process" At the end of the fairing

process, lines are faired in all three views and final lines plan is prepared"

&-


64/184

EA$


65/184

O))SET TABLE

)ro' B.S.R.A. re"ult" $.e. al* 8rea!t" o# Sta#!ar! 1aterl$#e" at Or!$#ate""tat$o#" at CB @.76

=L

Or!$#ate

Stat$o#

A ) D E F G H < K

0 : : : : : : 0.34 3.27 4.!5 5.!1= 0.33 0.33 0.33 0.50 1.43 1.52 2."5 5.12 !."2 7."2> 0.3 1.05 1.27 1.!1 2.24 3.37 5.1! 7.37 .4 ".? 1.5! 1." 2.3! 3.12 4.04 5.31 7.13 ".0" 10.50 11.53

1 2.1" 2."" 3.57 4.!3 5.77 7.24 . 10.52 11."1 12.0

1 > 4.21 5.3" !.22 7.75 ".20 10.5! 11.3 12."7 13. 14.572 !.!7 .0" ".20 10.7" 12.04 13.13 14.02 14.!5 15.1! 15.4"2 > ".21 10.74 11. 13.33 14.20 14."0 15.30 15.!3 15.0 15.# 11.!! 13.13 13."" 15.02 15.47 15.72 15. 1!.00 1!.00 1!.00# > 13.!1 14.!5 15.24 15.3 15."5 1!.00 1!.00 1!.00 1!.00 1!.00$ 14.71 15.47 15.1 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.005 15.13 15.75 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.006 15.05 15.73 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.006 > 15.00 15.72 15. 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00@ 14.35 15.24 15.!7 15."5 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00@ > 12."3 14.07 14.77 15.54 15.3 15."5 1!.00 1!.00 1!.00 1!.008 10.!4 12.07 13.07 14.1! 14.1 15.13 15.35 15.47 15.55 15.!7

8 > 7.72 ".37 10.42 11.72 12.5" 13.14 13.53 13.0 14.01 14.27 4." !.32 7.22 .41 ".14 ".!1 10.0! 10.41 10.0 11.33 = 3.73 4." 5.!4 !.5" 7.02 7.3 7.72 .1 .57 ".24 > 2.71 3.5! 4.0 4.54 4.!7 4." 5.20 5.!1 !.03 !.!3 ? 1."3 2.!1 2.!3 2.!7 2.!7 2.70 2.73 2."0 3.32 3."210 1.45 1."2 2.0" 1.7 1.00 0.40 0.52 0.0 0.47 1.0

NOTE: (n the above table A, *, C, D, J are the waterlines and ', 4.@, 4.6, 4' are the stations"

&5


66/184

TABLE-II: O))SET TABLE

)ro' L$#e" Pla# al* 8rea!t" $# ' o# 1aterl$#e" "%a&e! 0 ' a%art at Or!$#ate" "tat$o#" "%a&e! LF0@ ' ,55.9' a%art at CB @.76

Wa-e'le/

1 2 # $ 5 6 @ 8 10 11 12 1# 1$ 15 16 1@ 18 18

0 1.2 2.0 3.55 4.1 4.75 5.22 5.3= 0.31 0.32 0.3! 0.40 0.4 0.57 0.75 0."! 1.20 1.50 2.00 2.75 3.70 4.70 5.1! !.40 7.10 7.!5 7.7> 0. 1.05 1.22 1.41 1.57 1.7! 2.0 2.40 2.2 3.40 4.12 4." 5."0 !." 7.75 .3 ." ".50 ".!? 1.51 1."0 2.22 2.!0 2." 3.34 3.70 4.05 4.52 5.2! !.1 7.05 7."2 .75 ".4 10.05 10.!4 11.15 11.21 2.10 2.3 3.40 3."5 4.42 4.5 5.35 5.5 !.55 7.20 7.5 .!4 ".4 10.30 10."2 11.55 12.0 12.50 12.5

1 > 4.10 5.10 !.00 !.75 7.45 .10 .70 ".30 "."5 10.52 11.10 11.!" 12.22 12.72 13.20 13.!0 14.00 14.30 14.32 !.5" 7.0 .5 ".! 10.40 11.05 11.!5 12.1! 12.!5 13.14 13.5 13." 14.2 14.50 14.7 15.00 15.20 15.34 15.3

2 > ".10 10.50 11.52 12.32 13.00 13.50 13."2 14.30 14.!0 14.! 15.10 15.2 15.44 15.!0 15.! 15.7 15.3 15. 15.# 11.45 13.00 13.2 14.3 14.2 15.17 15.35 15.50 15.!2 15.72 15.2 15." 15."2 1!.00 1!.00 1!.00 1!.00 1!.00 1!.0

# > 13.5 14.50 15.15 15.50 15.75 15." 15."0 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.0$ 14.!" 15.40 15.72 15."0 15."7 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.05 15.2 15.3 15." 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.06 14."3 15.!0 15.3 15."2 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.0

6 > 14."3 15.!0 15.3 15."2 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.0@ 14.20 15.05 15.50 15.71 15.3 15."1 15." 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.0

@ > 12.75 13.77 14.50 15.10 15.42 15.!1 15.74 15.2 15."0 15."1 15."5 15."7 1!.00 1!.00 1!.00 1!.00 1!.00 1!.00 1!.08 10.45 11.70 12.72 13.32 13.0 14.25 14.!0 14.4 15.00 15.10 15.20 15.30 15.35 15.40 15.47 15.52 15.!0 15.!2 15.!

8 > 7.55 ."" 10.20 10."5 11.4 11."0 12.27 12.!0 12."0 13.14 13.32 13.50 13.!5 13.7" 13."0 13."" 14.05 14.15 14. 4.77 !.0 7.00 7.!4 .1 .!0 ."0 ".1! ".40 ".70 ".71 "." 10.0" 10.2" 10.55 10.51 10.5 11.10 11.1

= 3.5! 4.!2 5.40 5."5 !.3 !.!" !." 7.03 7.20 7.25 7.45 7.!0 7.0 .02 .25 .4" .71 ."4 ." > 2.!0 3.40 3. 4.20 4.45 4.57 4.!5 4.70 4.71 4.0 4."1 5.0 5.24 5.44 5.!5 5. !.11 !.3" !.4 ? 1."0 2.2" 2.52 2.!5 2.70 2.70 2.! 2.!7 2.!" 2.! 2.70 2.71 2.0 2."0 3.00 3.20 3.41 3.!5 3.710 1.35 1.2 2.00 2.00 1. 1.!7 1.34 0."" 0.70 0.50 0.31 0.1" 0.0 0.00 0.0! 0.25 0.4" 0.74 0.

&&


67/184

CHAPTER-

BONEAN CURES

+ne of the fundamental hull form characteristics re7uired to prepare the

hydrostatic curves are the imme*se- secti$n( (*e(s (t $*-in(te st(ti$ns" $he cross#

sectional area of each ordinate station shown in the body plan up to the waterline in

7uestion is determined which is input into the calculation of the volume of displacementK

this set of curves is known as the B$n.e(n c)*ves" A typical plot of the *onean curves is

shown in 2igure" Ehen plotted against ship length, the immersed areas at the ordinate

stations form a secti$n( (*e( c)*ve/whose shape represents the IfullnessI or IfinenessI

of the ship form, an important consideration in ship resistance and powering"

$he bonean curves are used:

$o find out the volume of the displacement and 8C* at a trimmed water line at

which the ship is floating due to distribution of cargo or when the ship is floating

on even keel"

(n sub division of ships from the safety point of view so that when the ship is

flooded due to accident or damaged the ship will not sink beyond the margin line"

(n strength calculations to find out the buoyancy when the ship is floating in

waves

(n launching calculations"

$he Sectional areas and >ertical moments for different ordinate stations along the

length of the ship which has been calculated by using Simpson rules are as shown in the

following tables

&


68/184

Se&t$o#al area" $# '5 at or!$#ate "tat$o#" "%a&e! LF0@ ' ,55 ' a%art u% to re"%e&t$+e 1aterl$#e" $# '5

STN

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

0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

1$ 0.00 0.24 0."3 1.70 2.55 3.57 4. !.5 .75 11.45 14."4 1".!!12 1.20 3.15 5.40 .04 11.03 14.33 1.1! 22.!4 27.5 34.0! 41.53 50.!3#$ 2.25 5.!7 ".0 14.!1 20.1" 2!.50 33.51 41.23 4".7 5".!4 71.05 4.2!1 3.03 .01 14.22 21.5" 2"."7 3".25 4".45 !0.!5 73.05 !.7" 101.1 11.2

1 12 !.!7 15.7 27.01 3"."0 54.10 !".!2 !.42 104.41 123.!4 144.13 1!5.74 1.542 11.25 25.!5 42.33 !1.03 1.12 102.5" 125.33 14".13 173."3 1"".73 22!.44 253.""

2 12 1!.15 35.75 57.2 1.70 107.0! 133.5! 1!0."" 1".21 21.11 247.54 277.50 307."# 1".2 44.70 71.57 "".77 12." 15".12 1".!3 220.4! 251.!1 22."" 314.57 34!.27

# 12 25.73 53.! 3.52 114.20 145.44 177.07 20.7 240.77 272.77 304.77 33!.77 3!.77$ 27.! 5.02 ".1" 120.1 152.70 14.! 21!.! 24.! 20.! 312.! 344.! 37!.!5 2".1! !0.33 "2.1" 124.1 15!.1 1.1 220.1 252.1 24.1 31!.1 34.1 30.16 2".04 !0.02 "1.50 123.30 155.27 17.27 21".27 251.27 23.27 315.27 347.27 37".27

6 12 2.43 5".0! "0.54 122.34 154.27 1!.27 21.27 250.27 2!."4 300."4 332."4 3!4."4@ 2!."0 5!.25 !.5 11.0 14".!! 11.43 213.33 245.31 277.31 30".31 341.31 373.31

@ 12 23.5 50.37 7.!! 10.2! 13.2 1!".! 201.23 232.0 2!4.53 2"!.35 32.22 3!0.148 1.!5 40.70 !5.17 "1.25 11.41 14!.45 175.2" 204.73 234.5! 2!4.!! 2"4."! 325.4!

8 12 12. 2".3" 4.!0 !".7 "2.20 115.5" 13".7 1!4.!3 1"0.13 21!.1! 242.!1 2!".43 7.52 1.35 31.51 4!.14 !1."5 7.74 "!.24 114.31 132.! 151.! 171.1! 1"0.7!

1$ 5.50 13.71 23.7 35.1! 47.4 !0.57 74.15 .0! 102.30 11!.7 131.53 14!.5! 12 3.5 ".5 17.14 25.23 33."1 42."4 52.1! !1.50 70."2 0.42 "0.12 100.12 #$ 2." 7.1" 12.01 17.21 22.57 27."7 33.35 3.!" 44.0! 4".40 54.7" !0.1"10 1.0 5.02 .5 12.5 1!.74 20.31 23.30 25.!0 27.30 2.4" 2".2" 2".7"


69/184

STN

WL 13 14 15 16 17 18 19 20 21 22 23 24

0 2.07 5.41 11.7" 1".54 2.4 3.47 4".3! !1.101$ 2!.0 34.4 44.!3 5!.4 70.02 4.3 100.51 11!.7412 !1.52 74.3 ".0! 105.17 122.53 141.02 1!0.4"#$ "".25 115."4 134.22 153.77 174.!0 1"!.40 21".10

1 13!.3" 15!.1 177.45 1""."7 223.5" 24.17 273.521 12 212.47 237.44 2!3.35 2"0.15 317.75 34!.05 374."42 22.2 311.07 340.3! 370.15 400.35 430."

2 12 33.!0 3!".!3 400. 432.35 4!3."5 4"5.!7# 37.07 410.00 442.00 474.00 50!.00 53.00

# 12 400.77 432.77 4!4.77 4"!.77 52.77 5!0.77$ 40.! 440.! 472.! 504.! 53!.! 5!.!5 412.1 444.1 47!.1 50.1 540.1 572.16 411.27 443.27 475.27 507.27 53".27 571.27

6 12 3"!."4 42."4 4!0."4 4"2."4 524."4 55!."4@ 405.31 437.31 4!".31 501.31 533.31 5!5.31

@ 12 3"2.12 424.11 45!.11 4.11 520.11 552.11 54.118 35!.10 3!.! 417.71 44.71 47".! 511.0 542.3!

8 12 2"!.57 324.01 351.!" 37".55 407.5! 435.7! 4!4.17 4"2.7! 210.74 231.11 251."0 272." 2"4.4! 31!.42 33.! 3!1.3

1$ 1!1."! 177.77 1"4.0! 210.1 22.01 245.!5 2!3.75 22.2! 301.1" 320.4" 340.4" 12 110.43 121.0 132.1 143.70 155.70 1!.20 11.22 1"4."0 20".33 224.50 240.45 257.21 #$ !5.!" 71.3 77.27 3.44 "0.04 "7.0! 104.!5 112. 121.0 131.5! 142.17 153.!10 30.03 30.11 30.14 30.44 31.17 32.41 34.24 3!.!" 3".75 43.53 4.14 53.57

&/


70/184

ert$&al 'o'e#t" $# '4 o* tra#"+er"e "e&t$o#" 1.r.t 8a"e l$#e at or!$#ate "tat$o#" "%a&e! LF0@ ' ,55 ' a%art

STN

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

0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.001$ 0.00 0.41 2.15 4.! .71 14.32 22.4 35.!5 54.1! 7".! 11!.55 170."212 0.74 3.!" ".34 1.!0 32.10 50.2! 75.1" 10.4 153.17 212.23 2"0.75 3"5.54#$ 1.30 !.4" 1!. 33.77 5."4 "3.!" 13".34 1"7.27 270.02 3!3.1 43.0 !35.!1 1.77 ".3! 24." 50.7 .!4 13".73 20!.11 2"0.1" 3"5.71 52!.3 !4.1! 73.70

1 12 3.!7 17.!4 45.!4 "0. 154."0 240.35 34".!5 44.!5 !4.21 42."! 10!"."3 1332.1"2 !.03 27.3 !".71 135.2" 225.3 344.02 4"1."3 !70.54 1.45 112!.!0 1407.0" 1723."4

2 12 .50 3.13 "3.4 177.1" 2"1.42 437.25 !15.!4 27.35 1073.05 1352.71 1!!7.33 201!.# 10.4 4.0! 115.3 214.17 345.70 511.55 70".7 "41.12 1205." 1504.02 135.!3 2200.23

# 12 13.1! 55.51 12".7! 237.21 377.5 551.2 75.50 ""7.77 12!".77 1573.77 1"0".77 2277.77$ 14.2! 5".!2 137.!1 24.31 3"1.3 5!7.71 775.71 1015.71 127.71 15"1.71 1"27.71 22"5.715 14." !1.74 141.41 253.3" 3"7.3" 573.3" 71.3" 1021.3" 12"3.3" 15"7.3" 1"33.3" 2301.3"6 14.7 !1.3! 140.0" 251.3" 3"5.2 571.2 77".2 101".2 12"1.2 15"5.2 1"31.2 22"".2

6 12 14.51 !0.57 13".30 250.!0 3"4.31 570.31 77.31 101.31 117!." 140." 11!." 214."@ 13.77 57."4 134.51 243.5 35." 5!0.71 7!.05 1007."0 127"."0 153."0 1"1"."0 227."0

@ 12 12.2 52.23 123.0 22!.7 3!4.35 535.0 73".01 "75.2 1245.57 1547.3 12.51 224".5"8 ".7 43.0! 104.41 1"5.7" 31.0" 472.40 !5"."4 0.7 1134.33 1420.30 173.47 20".24

8 12 !."5 31."! 0.1" 154.4! 255.45 34.1 541.4 727."1 "44.71 11"2.00 14!".72 177.1 4.22 20.! 53.73 105.03 17!.25 2!.! 32.4 51.07 !75.7! 5!.2" 105."" 124.42

1$ 3.12 15.!1 40."2 0.5 13!.3 20.43 2"!.73 401.05 522.0" !5".!" 14.!3 "7.50 12 2.21 11.34 2".!5 5.03 "7.15 14!.5 20!.7" 27!.7 35!."1 447.21 54".11 !!4.10 #$ 1.!7 .05 20.13 3.3! !2.47 "2.17 127.14 1!7.21 212." 2!3.5" 320.22 32.3!10 1.12 !.02 15.!3 2".!3 47.13 !!.73 !.11 103.2 117.!5 12." 137.2" 143.02

&?


71/184

STN

WL 13 14 15 16 17 18 19 20 21 22 23 24

0 2!.22 71.47 1!4.15 24.3 431."3 !0!.3 0.37 1037.371$ 251.2" 3!4.! 512.1! !"!.0" "1".!2 117." 14!".0" 175.5!12 531.! 705.! "1.! 11!.4" 1455.03 177.75 213".01#$ 23.3 104.3 1313."! 1!17.0 1"!0.7 2342.40 27!2.42

1 1100.17 13!7.52 1!7!.0" 2025.20 2415.07 245.2" 3314.321 12 1!31.40 1"!.53 2344.2! 275".73 3215.20 3710.50 4244."52 2077.57 24!!.32 2"1.12 3352."5 351.2 435.75

2 12 2400.74 21".!3 3272.2 37!0.!7 422.13 437.1# 25"7.7 302." 34"2." 3"." 451!." 507!."

# 12 2!77.77 310".77 3573.77 40!".77 45"7.77 5157.77$ 2!"5.71 3127.71 35"1.71 407.71 4!15.71 5175.715 2701.3" 3133.3" 35"7.3" 40"3.3" 4!21.3" 511.3"6 2!"".2 3131.2 35"5.2 40"1.2 4!1".2 517".2

6 12 254." 301!." 340." 3"7!." 4504." 50!4."@ 2!7."0 311"."0 353."0 407"."0 4!07."0 51!7."0

@ 12 2!4".30 301.12 3545.12 4041.12 45!".12 512".12 5721.128 2472.2" 27.51 3334.5 315.31 432".24 475.5" 5454.34

8 12 2117.50 247."! 2".3" 3321.1 373.41 427!."3 402.5" 53!0.04 1534.20 10".1 2110.!3 2437.43 27"1.3 317!.11 35"1.35 403".37

1$ 110.03 13"3.4! 1!2".70 1".42 2173.2! 242.0! 21!. 3177."2 35!!.03 3"0."5 4430."2 12 7"2."! "3!.1 10"7.75 127!.40 1474.3 1!"3.1 1"34.15 2200." 24"!.7" 223.0 312.10 3575."5 #$ 451.17 527."! !13.33 70".05 1.04 "40."3 101.33 1241.7 1424.7 1!34.71 173.43 2143."210 145."! 147.03 147.52 152.25 1!4.2 15."! 21".1 2!7.70 330.54 411."! 515.3 !43.51

'


72/184

CHAPTER-7

H(DROSTATIC CHARACTERISTICS O) SHIP

0. I#tro!u&t$o#.

H

$hroughout the life a ship changes its weight and disposition of cargo, its draft

,trim and freeboard" $he density of water in which ship floats varies" Ship;s stability also

changes "(f its condition at any stated set of circumstances to be estimated, its condition

in a precise state must be known so that the effect of changes from that state can be

calculated" $his precise condition is known as the design condition" 2or this, changes

from the design and properties of underwater form are calculated for a complete range of

water lines" $his information is known as hydrostatic data and is plotted against drafts"

Drafts are spaced e7ually generally one meter apart" $hese curves are shown on

displacement sheet" $he following properties are plotted against draft to form hydrostatic

curves"

a) Moul!e! +olu'e o* !$"%la&e'e#t 8et1ee# A.P. a#! ).P.:

(t gives the volume of displacement of moulded lines of ship i" e) without shell

plating and appendages, % gives therin tonnes"

Ehere density of water t.m-

>olume of displacement can be calculated by simpsonising the sectional area at ordinate

stations of the ship" 8ongitudinal center of buoyancy 8C*) is calculated by taking

moments of product of volume with reference to the mid ship"

4


73/184

Foulded volume of displacement can also be calculated by simpsonising the

water plane areas, >ertical center of buoyancy is calculated by taking moments of product

of volume E"9"$" base line"

$he >"C"* and 8"C"* are dependent on geometry of ships but not effected by

density of water"

,a EJtre'e +olu'e o* !$"%la&e'e#t 8et1ee# A.P. a#! ).P.:

$his gives the volume of displacement including contribution of shell plate

thickness and displacement due to appendages" $he volume due to thickness of shell

plating, volume due to appendages such as bilge keel, rudder, propeller etc can be

calculated separately and added to moulded volume of displacement"

a) Total olu'e: >olume of Displacement aft of A"" and forward of

2""is to be calculated by dividing the length into e7ual parts" Sectional areas are

calculated and volume is obtained by simpsonising " $his volume is added to e%treme

volume of displacement between A"" and 2"" to get the total volume"

=ater %la#e area" a#! &e#ter o* *lotat$o#:

$he water plane area at any draft is calculated by simpsonising the half breadths .

breadths at ordinate stations, Center of gravity of water plane is calculated by multiplying

the product for area by levers from midship section" Since there is no list the center of

gravity of water plane will be on the center line of the ship" $he center of floatation of

the water plane area depends on the geometry of ship but not effected by density of water"

6


74/184

Transverse Metacentre above Keel (KB):

>"C"*" is calculated for each of water line" $he distance between the center of

buoyancy and metacentre Fetacentre is a point of intersection of vertical through new

center of buoyancy in the inclined position to vertical through Centre of *uoyancy in the

upright condition of ship)" $he value of metacentre is given by *F 0 (.where ( is

F"+"( of water plane about centre line plane, and is the volume of displacement"

$ransverse metacentre above Jeel is JF 0 J* 1 *F" Similarly longitudinal metacentre

is calculated"

KMT : JF$ 0 J* 1 *F$

KML : JF8 0 J* 1 *F8

To##e" %er Ce#t$'eter I''er"$o# ,TPC:

(t is the weight, which must be added or removed to.from a ship in order to

change the mean draft by 4 cm"

$C for sea water 0 Area of water plane in m6 % '"'4m % 4"'65 density of sea water)

$C for fresh water 0 Area of water plane in s7"m % '"'4 m % 4"''' density fresh water)

Mo'e#t to &a#ge tr$' F 0 &' ,MCT:

FC$ 4 cm 0r"F8. 4''8

Ehere 8 0 length of ship in meters

r0 displacement in tonnes

Since F8^ *F8 , *F8 is obtained as per (8.

FC$ 4 cm 0r" F8. 4''8 0r(8. ) . 4''8

0%84''

'65"4%(8 r0 P4"'65)

-


75/184

CB ,Blo&k Coe**$&$e#t o* )$#e#e"":

(t is a measure of fineness of ship" (t is the ratio of vol" of displacement) of

moulded form of ship up to given water line and the volume of circumscribing solid of

constant rectangular cross section having the same water line, 8ength, Foulded breadth

at designated Eater 8ine, mouldeld draft of ship up to designated water line" $hese are

different from main dimensions of ship and vary with drafts"

C= ,=ater Pla#e Area Coe**$&$e#t:

(t shows the ratio of area of water plane to the circumscribing rectangular cross

section having the length of designated water line and ma%imum breadth at designated

water line"

CM ,M$!"$% Area Coe**$&$e#t:

(t is ratio of the area of the midship section to the draft and breadth at the

designated water line"

CPL,Lo#g$tu!$#al Pr$"'at$& Coe**$&$e#t:

(t shows the ratio of moulded volume of ship upto the designated water line to

volume of prisms having length e7ual to the waterline length and cross section area e7ual

to the midship section area" (t is the ratio of C*to CFi"e"

CPL0M

B

C

C

@


76/184

CP ,ert$&al Pr$"'at$& Coe**$&$e#t:

(t shows the ration of moulded volume of ship upto the designed load water line to

volume obtained by the product of water plane area with the draft" (t is the ratio of block

coefficient to the water plane area coefficient"

CP0W

B

C

C

5


77/184

HYDROSTATIC CALCULATIONS FOR ZERO TRIM

HYDROSTATIC PROPERTIES UNITS 1WL 2WL

1 Moulded Volume of Displacement, mld =h/3*v metres3 3869.42 8276.5

2 Displacement in fresh water, fw=mld*1.000 tonnes 3869.42 8276.5

3 Displacement in sea water, sw=mld*1.025 tonnes 3966.15 8483.4

4 Water Plane Area, Aw=(2h/3)*A metres2 4205.96 4587.4

5 Longitudinal Centre of floatation from station 5, LCF=h(M2-M1)/A metres 7.17 7.12

! Longitudinal Centre of buoyancy from station 5, LCB=h(M4-M3)/V metres 7.42 7.29

7 Vertical Centre of buoyancy above base, KB=(VM)/V metres 0.52 1.05

Transverse moment of inertia, IT=2h/9*IT metres4 236027.17 283520

" Transverse metacentre above centre of buoyancy, BMT=IT/mld metres 61.00 34.26

10 Transverse metacentre above base, KMT=KB+BMT metres 61.52 35.30

11 Longitudinal moment of inertia about station 5, IL=(2h3/3)*IL metres4 8898533.60 1035153

12 Longitudinal moment of inertia about LCF, ILCF=IL-(Aw*LCF2) metres4 8682244.81 1011905

13 Longitudinal metacentre above centre of buoyancy, BML=ILcf/mld metres 2243.81 1222.6

14 Longitudinal metacentre above base, KML=KB+BML metres 2244.33 1223.6

15 Tonnes per centimeter immersion, TPC=(Aw *1.025)/100 43.11 47.02

1!

Moment to change trim for 1 centimeter immersion,MCT=( ILCF*1.025)/(100L)

tonne-m 404.51 471.4

17

Block coefcient o neness, Cb=mld/

(L*B*T) 0.58 0.591 Water pa,e area


78/184

3WL 4WL 5WL 6WL 7WL 8WL 9WL 10WL 11WL

12996.98 17927.80 23004.74 28196.59 33480.24 38842.50 44086.74 49600.72 55188.25

12996.98 17927.80 23004.74 28196.59 33480.24 38842.50 44086.74 49600.72 55188.25

13321.90 18376.00 23579.86 28901.51 34317.25 39813.57 45188.90 50840.74 56567.95

4838.31 5008.63 5140.30 5241.13 5324.70 5401.81 5477.74 5550.01 5626.61

6.97 6.63 6.18 5.70 5.17 4.59 3.95 3.22 2.38

7.20 7.08 6.93 6.75 6.54 6.31 5.95 5.68 5.39

1.58 2.11 2.63 3.16 3.69 4.22 4.73 5.26 5.79

314430.49 335569.71 352131.91 364620.92 374467.40 383963.53 392448.24 400010.59 407789.17

24.19 18.72 15.31 12.93 11.18 9.89 8.90 8.06 7.39

25.77 20.82 17.94 16.09 14.87 14.10 13.63 13.32 13.18

11441976.99 12241730.53 12883946.90 13404234.80 13869534.65 14298697.86 14764388.14 15237700.61 15766400.4

11206830.96 12021448.70 12687712.70 13233991.34 13727156.86 14184808.55 14678799.46 15180193.17 15734566.7

862.26 670.55 551.53 469.35 410.01 365.19 332.95 306.05 285.11

863.84 672.65 554.16 472.51 413.70 369.40 337.68 311.30 290.89

49.59 51.34 52.69 53.72 54.58 55.37 56.15 56.89 57.67

522.14 560.09 591.13 616.58 639.56 660.88 683.90 707.26 $%%.0&

0.62 0.64 0.65 0.67 0.68 0.69 0.70 0.70 $%&'0.!" 0.71 0.73 0.74 0.7! 0.77 0.7 0.7" 0.0

0.96 0.97 0.98 0.98 0.98 0.99 0.99 0.99 0.99

0.!4 0.!! 0.!7 0.! 0.!" 0.70 0.71 0.71 0.72

egati!e sign in"icates aft of mi"shi#s

Positive sign indicates o!ad o amids"i#s


79/184

12WL 13WL 14WL 15WL 16WL 17WL 18WL 18.2WL

60854.70 66606.27 72441.11 78355.20 84338.45 90387.44 96493.74 97345.20

60854.70 66606.27 72441.11 78355.20 84338.45 90387.44 96493.74 97345.20

62376.06 68271.42 74252.13 80314.08 86446.91 92647.13 98906.09 99778.83

5707.31 5794.98 5878.36 5945.94 6016.01 6078.93 6132.79 6142.881.51 0.53 -0.34 -0.93 -1.61 -2.06 -2.36 -2.39

5.07 4.72 4.35 3.97 3.59 3.23 2.88 2.51

6.32 6.85 7.39 7.93 8.46 9.00 9.54 9.69

415758.15 423548.44 431663.52 439128.18 446265.47 453506.90 459882.91 461270.20

6.83 6.36 5.96 5.60 5.29 5.02 4.77 4.74

13.15 13.21 13.35 13.53 13.75 14.02 14.30 14.43

16355838.22 17060021.51 17728205.70 18260863.02 18855150.09 19376786.73 19828940.74 19908534.54

16342872.49 17058377.80 17727512.74 18255733.92 18839473.18 19350999.75 19794868.09 19873299.82

268.56 256.11 244.72 232.99 223.38 214.09 205.14 204.15

274.87 262.96 252.10 240.91 231.84 223.09 214.68 213.84

58.50 59.40 60.25 60.95 61.66 62.31 !2.! !2."!

761.43 794.77 825.94 850.55 877.75 901.58 "22.2! "25."2

0.72 0.73 0.73 0.74 0.75 0.76 0.7! 0.7!0.1 0.2 0.3 0.4 0.5 0.! 0.7 0.7

0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.""0.73 0.73 0.74 0.75 0.75 0.7! 0.77 0.7!

egati!e sign in"icates aft of mi"shi#s

Positive sign indicates o!ad o amids"i#s

/


80/184

=ETTED SUR)ACE AREA AT DRA)T06.90 '

S$A$(+S!A82

(9$!Sin m)SF

9+DC$ 2+9

A9


81/184

$he wetted surface area due to thickness of shell plating, due to appendages such as

bilge keel, rudder, propeller ortion of ship forward of 2"" And aft of A"" Are not

included in this calculated wetted surface area" $hese are to be included in final design"

=ette! "ur*a&e area *ro' e'%$r$&al *or'ula:

F*$m M)mf$*-0s f$*m)(1

S0 ( ) ( )[ ]TBCLBBP

"4'65"4 m6

0 ( ) ( )[ ]54"4@,"4

Documents

Srimanth Report Given to Commander