PROJECT REPORT

MV SREEKALA
(DESIGN OF SOLAR POWERED DOUBLE ENDED RO - RO FERRY CATAMARAN
WITH A SERVICE SPEED OF 8 KNOTS)

Thesis Submitted in Partial Fulfilment of the Requirements for

Award of the Degree of

Bachelor of Technology
in
Naval Architecture & Ship Building

By

GOVIND R S

DEPARTMENT OF SHIP TECHNOLOGY

COCHIN UNIVERSITY OF SCIENCE & TECHNOLOGY
COCHIN-682022
2020
 CERTIFICATE
Certified that this is the bonafide record of the thesis submitted in partial
fulfilment of the requirements for the award of the degree of

Bachelor of Technology
in
Naval Architecture & Ship Building

by

GOVIND R S

DEPARTMENT OF SHIP TECHNOLOGY

COCHIN UNIVERSITY OF SCIENCE & TECHNOLOGY
COCHIN-682022

Thesis Approved by Thesis Accepted by

Prof. Dr. C B Sudheer Prof. Dr. A Mathiazhagan

Associate Professor Head of the Department
Department of Ship Technology Department of Ship Technology
Cochin University of Science & Cochin University of Science &
Technology Technology
 ACKNOWLEDGEMENT

I take this opportunity to thank my parents and all, whose able guidance and consistent support

throughout my tenure in this department moulded me in a position to complete my project.

I would like to extend my solemn gratitude to my project guide Prof. Dr. C B Sudheer for all the

knowledge he has imparted to me and helped in times of trouble, enabling me to do justice to the project. I

am also sincerely thankful to other faculty members for their timely help and advice. I shall ever remain

indebted for all their valuable guidance and discussions, which has enlightened me always.

I would also like to thank Mr Jathesh Chandra G (AGM Basic Design, Cochin Shipyard Limited) and

Mr Binoy Chandran (Senior Manager, Cochin Shipyard Limited) for their support and guidance which

helped me to complete my project.

I am grateful to all who have helped me a lot in the successful completion of my project, especially,

Mr, Siddharth Babu and Mr. Nihad .

There are few people in my life who have urged me on by way of their untiring support and

seemingly unlimited belief in me. To them my family, all else pales, for their undying support, presence and

spirit has seen me through the darkest of my hours.

Above all, I thank God almighty who has blessed me with peace of mind, course and strength to

complete this endeavour successfully.

GOVIND R S

Batch XLI
 Dedicated to
my Parents,
Teachers
&
Royal Shippies Family
 AIM OF THE PROJECT

The aim of this project is to design a Double Ended Ro Ro Ferry with the
following specifications:-

Type : Double Ended Ro Ro Ferry

Capacity : 3 Trucks , 12 Cars , 16 Bikes and 54 Passengers

Service Speed : 8 knots

Route of Operation : Vaikom- Thavanakadavu

Classification : Indian Register of Shipping.

 CONTENTS
SL No. Title Page

1. INTRODUCTION............................................................................................... 1

2. FIXING OF MAIN DIMENSIONS ................................................................. 12

3. HULL GEOMETRY ........................................................................................ 38

4. RESISTANCE AND POWERING.................................................................. 49

5. GENERAL ARRANGEMENT........................................................................ 68

6. DETAILED MASS AND CAPACITY CALCULATIONS .......................... 73

7. DETAILED TRIM AND STABILITY CALCULATIONS .......................... 78

8. MIDSHIP SECTION ........................................................................................ 90

9. OUTLINE SPECIFICATION ....................................................................... 100

10. DISCUSSIONS ON THE DESIGN AND CONCLUSION ......................... 104

11. REFERENCES ............................................................................................... 107

 LIST OF DRAWINGS

Sheet No: Title Dwg No.

1 LINES PLAN XLI/ 01

2 BONJEAN AREAS AND MOMENTS XLI/ 02

3 HYDROSTATIC CURVES XLI/ 03

4 GENERAL ARRANGEMENT XLI/ 04

5 MIDSHIP SECTION XLI/ 05

 LIST OF TABLES

Table No. Title Page No.

2.1 Dimensions of various trucks 19

2.2 Dimensions of various cars 19

2.3 Dimensions of various bikes 20

2.4 Dimensions of various vehicles selected 20

2.5 Resistance calculation using deGroot RB Method 31

2.6 Determination of VCG 32

2.7 Final main dimensions 37

3.1 Faired final offset 41

3.2 Sectional areas 42

3.3 Sectional moments 43

3.4 Expressions for Catamaran Hydrostatic Particulars 47

3.5 Hydrostatic Properties of Catamaran 48

4.1 Comparison with RT and PE in different speed. 56

4.2 Comparison with RT and PE in different speed (deGroot Method) 57

4.3 Comparison with RT and PE in different speed (Displacement Method) 58

5.1 Bulkhead disposition 70

5.2 Navigational Lights 72

6.1 Bulkhead disposition 74

6.2 Compartment volume of each hull 74

6.3 Deadweight estimation 75

6.4 Light ship weight estimation 75

6.5 Weight estimation in fully loaded departure/ arrival condition 76

6.6 Weight estimation of vessel loaded without passenger condition 76

6.7 Mass estimation of vessel loaded with passenger without vehicles 77

7.1 Trim check values 82

7.2 Values of GZ for various angle of heel in Lightship Condition 84

7.3 Values of GZ for various angle of heel in Arrival/ Departure Condition 85

7.4 Values of GZ for various angle of heel in without passenger Condition 86

7.5 Values of GZ for various angle of heel in without Vehicles Condition 87

7.6 Stability check values 89

8.1 Bulkhead disposition 92

8.2 Section Modulus Calculation 98

 LIST OF FIGURES

Fig No. Title Page No.

1.1 Catamaran Nomenclature 4

1.2 Configurations of Different Types of Catamaran hulls 5

1.3 Typical arrangement of a catamaran (Transverse view) 7

2.1 Vaikom Boat Jetty 13

2.2 Vaikom Thavanakadavu route (Satellite view) 14

2.3 Vaikom Thavanakadavu route (Mapview) 14

2.4 India’s first solar-powered ferry- Aditya 15

2.5 Single ended RoRo Vessel operating inVaikom-Thavanakadavu route 15

2.6 Preliminary general arrangement of various decks 22

2.7 Effect of Hull Separation on Catamaran Resistance 23

3.1 Typical lines plan 40

4.1 Various components of catamaran resistance 51

4.2 Resistance v/s speed (Holtop Mennen Method) 56

4.3 Effective Power v/s speed (Holtop Mennen Method) 56

4.4 Resistance v/s speed (DeGroot Method) 57

4.5 Effective Power v/s speed (DeGroot Method) 58

4.6 Resistance v/s speed (Simple Displacement Method) 58

4.7 Effective Power v/s speed (Simple Displacement Method) 59

4.8 Parts of an Azimuthing propeller 61

4.9 Z-Drive type Azimuthing propeller 62

4.10 L-Drive type Azimuthing propeller 63

4.11 Counter Rotated Azimuthing propeller 63

4.12 Deck Mounted Azimuthing propeller 64

4.13 Retractable Azimuthing propeller 64

4.14 Thrustmaster T pod propeller 65

4.15 Technical specification of battery 66

7.1 Cross Curves of Stability 83

7.2 GZ Curve (Lightship Condition) 84

7.3 GZ Curve (Fully Loaded / Arrival Condition) 85

7.4 GZ Curve (Vessel Loaded without Passenger Condition) 86

7.5 GZ Curve (Vessel Loaded Passenger without Vehicles Condition) 87

 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 1
INTRODUCTION

1
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

1. INTRODUCTION:
1.1 DOUBLE ENDED FERRY CONCEPT : AN OVERVIEW

A ferry is a watercraft that carries people, cargo, and vehicles across a river or strait. The
double ended ferries are the vessels which are capable of two way motion. With the presence
of propulsion and steering on the either ends, the vessel may traverse in both directions
without actually turning back. The importance of the double ended ferry concepts seen in the
vehicle carriers operating in restricted channels where the turning maneuver is obviated and
unidirectional flow of vehicles is possible. The vehicles need not turn back and thus valuable
saving of embarkation and disembarkation time is achieved. A number of double ended
ferries are operational primarily in the Scandinavian nations. These ferries generally travel
along routes of about 45 minutes to one and a half hour duration and operate frequently. In
India this concept is rather a new one. Moreover most of the double ended ferries are of mono
hull type while the intended vessel is double ended catamaran thus incorporating the
advantages of both in a single vessel.

1.2 DESIGN FEATURES OF A DOUBLE ENDED FERRY:

1. A double-ended ferry is one where vehicles are loaded on and off both ends of the
vessel and the direction of travel switches so the bow becomes the stern.

2. Ability to start and stop promptly at large values of acceleration and deceleration
for cutting down running time.

3. Great metacentric stability because all the useful load i.e. passengers and vehicles
are above the main deck and it is good to limit the list when vehicle loads are not
symmetric or when the passengers all rush to one side.

4. An unnecessarily high GM must be avoided since it does not permit the vessel to
yield and to roll readily when it strikes ‘racks’ on either sides.

5. Large longitudinal stability to prevent the ends from being depressed unduly when
weights are concentrated there.

6. More vehicle clearances to improve speed of loading and unloading.

7. Large deck overhangs, sponsons etc, because the useful load is one of volume
rather than weight.

2
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

1.3 DEVELOPMENT OF CATAMARAN CONCEPT

Multihull vessels have gained tremendous recognition throughout the world intensive
research has been done in this regard in the last 50 to 60 years. Catamaran may see exotic in
the western world but to the Indians they signify the legacy of excellence in the ship building
tradition of the past that word catamaran derives its root from the Tamil word ‘kattumaran’
meaning logs of wood tie together. The use of such vessel was common in southern India
where they were used in multiple pleasure craft for the royal families. The modern way
catamarans are direct descendants of the highly evolved Polynesian sailing vessel. These
vessels were used to colonize every habitable island in the vast area of the tropical and
subtropical pacific and Indian oceans. Two twin hull paddle steamers of about 90 meters
lengths were built in 1874 and 1877 for the cross channel service. Early western attempts and
building catamarans include Sir William Pettys double bottom in 1662. This catamaran beat
all catamaran comers in race in Dublin establishing the speed potential of the western
hemispheres most early steam boats futons (1812) ferry boat jersey where catamarans paddle
wheel was protected between the hulls.

1.3.1 PERFORMANCE CHARACTERISTICS OF CATAMARAN HULL

Catamarans have two distinct primary performance characteristics that distinguish them from
displacement monohull vessels: lower resistance to passage through the water and greater
stability (initial resistance to capsize). Choosing between a monohull and catamaran
configuration includes considerations of carrying capacity, speed, and efficiency.
Resistance- At low to moderate speeds, a lightweight catamaran hull experiences resistance
to passage through water that is approximately proportional to the square of its speed. A
displacement monohull, by comparison, experiences resistance that is at least the cube of its
speed. This means that a catamaran would require four times the power in order to double its
speed, whereas a monohull would require eight times the power to double its speed, starting
at a slow speed. For powered catamarans, this implies smaller power plants (although two are
typically required). For sailing catamarans, low forward resistance allows the sails to derive
power from attached flow, their most efficient mode—analogous to a wing—leading to the
use of wing sails in racing craft.
Stability- Catamarans rely primarily on form stability to resist heeling and capsize.
Comparison of heeling stability of a rectangular-cross section monohull of beam, B,
compared with two catamaran hulls of width B/2, separated by a distance, 2×B, determines
that the catamaran has an initial resistance to heeling that is seven times that of the monohull.
Compared with a monohull, a cruising catamaran sailboat has a high initial resistance to
heeling and capsize—a fifty-footer requires four times the force to initiate a capsize than an
equivalent monohull.
Tradeoffs- One measure of the trade-off between speed and carrying capacity is the
displacement Froude number (Fn), compared with calm water transportation efficiency. Fn
applies when the waterline length is too speed-dependent to be meaningful—as with a
planing hull.

3
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Deck Area- Large deck area for the same length which is critical for passenger and vehicle
carriers.

1.3.2 CATAMARAN NOMENCLATURE:

The important parameters for a catamaran are shown below in Fig 1.1

Fig 1.1 Catamaran Nomenclature

Where,
B = Overall Breadth of Vessel.
b = Breadth of Individual Hull.
HT = Height of Underside of Structure from the waterline. This is
important as far slamming is concerned.
HB = Depth of bridging structure, also called the depth of cross deck
structure.
ST = Distance between the hulls, also called tunnel or clear distance.
SC = Distance between the centers of the individual hulls (Separation Ratio).

4
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

1.3.3 TYPES OF CATAMARAN:

The different types of catamaran are

Each of these can be further classified based on hull into

1. Round Bilge
2. Hard Chine
3. Wave Piercer

Fig 1.2 Configurations of Different Types of Catamaran hulls

5
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

1. Conventional Catamaran
This type of catamaran consists of the traditional twin hull configuration with two
hulls either symmetric or asymmetric connected by a more or less horizontal bridge
structure. Most of these catamarans are round bilge, but these days with the urge for
higher speeds the hard chine catamaran are being used increasingly.

2. Wave Piercing Catamaran

The increasing requirements for high speed marine transport couple with the fact that
passenger often experience discomfort on open ocean or exposed route in
conventional catamarans, created a need which led to wave-piecing catamaran.
This type again has two hulls, the hulls are long and slender with minimal freeboard
ad little buoyancy in the bow section. This configuration allows the bow to cut/pierce
the waves reducing the tendency of the vessel to contour/ride over the waves thus
providing lower pitch motions and accelerations.
The forward hull doesn’t provide buoyancy to allow increased deadweight, but does
help mitigate wave slap and slam loads on the cross-deck structure while operating in
a rough sea state.
3. Low Wash Catamaran
Due to the increasing global environmental awareness, the low-wash/low-wave
catamaran hull form in becoming increasingly popular for inland sheltered routes. In
such types of catamaran the hull form is designed for a low-wake area than most
conventional/advanced marine vehicles.
These vessels have low wet deck clearance and would be subjected to slamming as
well as deck wetness and high accelerations if operated in open waters.
4. Advanced Catamarans

Nowadays with the need for higher speed vessels increasing, new and modern hull
forms are being developed. Some of them tend to include various features of other
crafts. Some of them are:
1. Foil Assisted Catamaran

2. Air Cushion Catamaran

3. Jet Foil Catamaran

6
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

1.3.4 GENERAL ARRANGEMENT OF CATAMARAN

A catamaran essentially consists of three elements

1. The hulls, doing the function of providing buoyancy and as a housing for the
propulsion machinery
2. The connecting structure, sometimes called the bridging structure, between the
hulls
3. The superstructure which is fitted above the hulls and the bridging structure
containing the passenger accommodation space deck.

A typical arrangement of catamaran with superstructure is shown in fig 1.3

Fig 1.3 Typical arrangement of a catamaran (Transverse view)

Some catamaran designers use rubber seals to connect the hull structure to the superstructure
using rubber mounts. The superstructure in the form of accommodation module is mounted
on rubber mounts. In this arrangement no structural loads are transmitted from the hull to the
superstructure. This also has an added advantage of isolating the passengers from the noise
and vibration from the propulsion system.

7
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

In vehicular ferries, the lower deck is used for stowing the cars or trucks or other vehicles.
Vehicular ferries are large and have a large passenger capacity usually in excess of 400
passengers because of the large deck area allocated for car deck.

1.3.5 ADVANTAGES AND DISADVANTAGES OF CATAMARAN

Some of the major advantages of a catamaran are:

1. Reduced wetted surface area due to the presence of two slender hulls and
consequent reduction in resistance.
2. Low L/b ratio of the hulls reduces the resistance; this enable higher speed to
be achieved or lower fuel consumption.
3. Large Transverse statical stability due to high B/D ratio.
4. Large Deck Area due the spacing between the hulls.
5. Attractive layout possibilities resulting from the wide beam

Catamaran also suffers from some disadvantages such as

1. Slamming is one the major problems faced by conventional catamarans, due to the
slender hulls of the catamaran, entire hull pitches and this leads to slamming.
Maximum effect of slamming is felt by the cross-deck structure.
2. Structural weight fraction is high due to the cross structure and connection to the
hulls.

1.4 CONCEPT OF A SOLAR POWERED VESSEL

While most boats on the water today are powered by diesel engines, and sail power
and gasoline engines are also popular, it is perfectly feasible to power boats by electricity too.
Electric boats were very popular from the 188Os, until the 1920s, when the internal
combustion engine took dominance. Since the energy crises of the 1970s, interest in this quiet
and potentially renewable marine energy source has been increasing steadily again, especially
as solar cells became available, for the first time making possible motorboats with an infinite
range like sailboats. The first practical solar boat was probably constructed in 1975 in
England. Some solar panels, or photovoltaic arrays, can be flexible enough to fit to slightly
curved surfaces and can be ordered in unusual shapes and sizes. Nonetheless, the heavier,
rigid mono-crystalline types are more efficient in terms of energy output per square meter.
The efficiency of solar panels rapidly decreases when they are not pointed directly at the sun,
so some way of tilting the arrays while under way is very advantageous.
A boat propelled by direct solar energy is a marine solar vehicle. The available sunlight is
almost always converted to electricity by solar cells, temporarily stored in accumulator
batteries, and used to drive a propeller through an electric motor. Power levels are usually on
the order of a few hundred watts to a few kilowatts. Solar powered boats started to become
known around 1985 and in 1995 the first commercial solar passenger boats appeared. Solar
powered boats have been used successfully at sea.

8
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

1.4.1 NEED FOR SOLAR POWERED VESSEL

Solar energy provides a degree of dependability and versatility unmatched by other
power sources available for propulsion. Solar systems are modular- hence can be designed to
supply economically just the amount of power required additional power requirements which
may occur in future can be satisfied by expanding the current system easily. This system can
be used as an independent power source or can be integrated with complimentary power
sources. System can be designed to suit existing as well as new installations. The following
are the factors, which favors the selection of a solar power system:
1. Long term unattended operation
2. No fuel requirements
3. Low maintenance
4. Developed power and load can be efficiently matched
5. System is expandable
6. Ease for installation
7. Eco-friendly- as no polluting gases emitted.
8. No moving parts-less wear and tear and breakdown
9. No noise
10. In harbour no botheration about fumes of diesel

1.5 CONCEPT OF ALUMINIUM AS BUILDING MATERIAL:

Aluminium is widely used in building because of its intrinsic properties of lightness and
corrosion resistance. Some advantages of using aluminium are:
1. Lightness and resistance

Aluminium construction allows hulls and superstructures to be built both strong and light.
Additionally, with its exceptional properties of strength and resistance, an aluminum hull can
take more of a beating than a polyester one for example. An aluminium boat is therefore safer
and better suited to blue water sailing. Aluminium weights 2.70 g/cm3, about 30% less than
an equivalent steel hull. Reduced weight means it’s easier for the boat travels through water,
which makes it faster and more efficient.

2. Durability

Aluminium also offers the advantage of an incomparable longevity. Little maintenance is

required and the structure doesn’t deteriorate over the years. An aluminum boat doesn’t have
a lifetime limit. Another major asset of aluminium is its remarkable resistance to corrosion.

3. High resistance to corrosion

The resistance to corrosion and osmosis of aluminium is excellent. Corrosion problems with
aluminium boats can usually be traced to either the use of improper alloys or galvanic or
corrosion, all of which may be quickly eliminated through proper material selection and
insulation procedures.

9
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

4. Customized accommodation

Aluminium offers more freedom when planning the accommodation. Thus, it is possible to
adapt each boat to the specific needs of the owners. It is quite conceivable to modify the
layout or even the superstructures.

5. Safety

Safety at sea is a major concern for every owner. Aluminium doesn’t burn in the atmosphere
and doesn’t fuel a fire.

6. Resale value

Aluminium boats are extremely sustainable and keep their value on the resale of the boat,
because the structure does not wear out and does not deteriorate in the time.

Some disadvantages of using aluminium hull are:

1. Aluminium boat hulls cost more:

The biggest disadvantage of using aluminium for a boat hull is the cost. The cost of
aluminum is much greater than steel.
2. Aluminium requires special corrosion care:
Although it does not necessarily require complete painting, aluminium is anodic to all other
commonly used metals (except zinc and magnesium). Aluminium hulls require special
bottom paint, since the copper in most antifouling bottom paints will react with the
aluminium and corrode it.
3. Aluminium creates reduced comfort on board:
Aluminium hulls can result in a noisy uncomfortable ride, mainly due to the feather light
nature of aluminium.

1.6 MAIN CHARACTERISTICS OF VESSEL

1. Vessel to be powered and propelled by electricity harnessed from solar energy.
Conversion of Solar energy is done using Solar panels.
2. Electricity produced is first stored in batteries onboard, and then can be used to power
an electric motor which will propel the ship using propellers.
3. In case of insufficient sunlight or low electricity storage, the power banks can be
charged by shore connections
4. Catamaran hull is selected in order to have large deck area space for ease of loading
and unloading.
5. Aluminium is used as the building material in order to reduce the structural weight of
the vessel.

10
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

1.7 AIM OF THE PROJECT

The aim of the project is to do the Preliminary design of an Solar Powered Double Ended
Ro Ro Ferry connecting Vaikom and Thavanakadavu in the Indian state of Kerala, to carry 3
trucks + 12 cars + 16 bikes + 54 passengers at a speed of 8 knots.

11
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 2
FIXING OF MAIN DIMENSIONS

12
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

2. FIXING OF MAIN DIMENSIONS

2.1 MISSION ANALYSIS

Mission Analysis refers to the studies related to the mission requirements,

selection of suitable trade route and the feasibility of selected parameters.

2.1.1 ROUTE ANALYSIS

Route analysis has a significant effect on the estimation of number of vehicles,

passengers, dimensions and speed of the vessel has to be designed for. The principal
parameters to be evaluated for the route analysis include:

a) The distance between the origin and destination ports.

b) Commercial viabilities of the projects undertaken which would depend upon amount
and type of tourist traffic between those places.
c) For an inland route it is very important to find out the dimensional restrictions been
put on the vessel by the canal and other obstructing bodies’ parameters.

2.1.2 ROUTE DATA

Vaikom- Thavankadavu Route

Vaikom is a municipal town and a capital town of Vaikom Taluk, situated in the northwest
of Kottayam district in the state of Kerala, India. Its western border is the Lake Vembanad,
and is crossed by various estuaries of the River Muvattupuzha. Vaikom is the oldest township
in Kottayam district, and among the oldest in South India. Its importance in Indian history is
due to the Vaikom Satyagraham against untouchability, in which Mahatma Gandhi and
Periyar Ramasami participated. It is easily accessible from Ernakulam, Alappuzha and
Kottayam. Vaikom has lots of backwaters and greenery and has a high potential for tourism.

Fig 2.1 Vaikom Boat Jetty (9°46′0″N 76°24′0″E)

13
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Thavanakadavu Ferry connects Pallippuram to Vaikom. All buses plying in Cherthala -

Arookkutty Road regularly take an extention to this Ferry enroute.Vaikom- Thavanakadavu
water route connects Kottayam and Alapuzha districts, 2.5 km on water.

Fig 2.2 Vaikom Thavanakadavu route (Satellite view)

Fig 2.3 Vaikom Thavanakadavu route (Mapview)

14
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Aditya is a solar-powered ferry operating between Vaikkom and Thavanakkadavu. It is

India's first solar-powered ferry and the largest solar-powered boat in India. The vessel was
designed and built by NavAlt Solar and Electric Boats in Kochi, India. NavAlt is a joint
venture firm between Navgathi Marine Design and Constructions, Alternative
Energies (France) and EVE Systems (France).

Fig 2.4 India’s first solar-powered ferry- Aditya

2.1.3 SITE VISIT

2.1.3.1 Present Operating Condition:

The water transport between Vaikom and Thavanakadavu currently employs one Single
ended Ro-Ro Vessel and two passenger vessels plying between the two jetties. The ro-ro
vessel is capable of carrying, at the most, 6 numbers of four wheelers, 15-20 two wheelers
and about 50 passengers. The vessels do not have separate passenger area but is all more
filled with passengers by foot due to the rush in the existing passenger ferries. About 10-12
cars lie in queue each time the vessel starts the voyage, and these vehicles have to wait for
about 30 minutes for their turn to board the vessel due to the increased time consumption due
to inefficient means of operation in embarkation and disembarkation. This water channel
between Vaikom and Thavanakadavu reduced transportation distance of 12 km between the
same, and due to the unavailability of bridges nearby, the development of water transport is
of utmost importance.

Fig 2.5 Single ended Ro-Ro Vessel operating in Vaikom- Thavanakadavu route

15
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

2.1.2.2 Present requirements of the route:

After analyzing the present traffic trend during peak and non-peak hours, and also taking into
consideration the possible increase in the traffic with the new transport development also and
the exponential increase in the number of vehicles with time, the route requires a vessel
capable of carrying approximately 10-12 four wheeled vehicles, 15-20 bikes and 60-70
passengers.

The design has been done by accounting for six to two wheeled vehicles for simplicity in
loading calculation.

2.1.3 RADIUS OF ACTION

Radius of action refers to the maximum continuous voyage length without refueling. In this
case, being a solar powered vessel, the radius of action refers to the maximum continuous
voyage length without the need for recharging of the battery bank. The vessel is designed to
operate 5 trips without charging. So, radius of action will be 5 x 2.5 x 2 = 25 km.

2.1.4 ROUTE SPECIFICATION

1. Route :Vaikom – Thavanakadavu

2. Range :2.5 km
3. Radius :25 km (max)
4. Draft available at present is only 3 m which will increase as ferry service starts
and dredging starts.
5. No air draft restriction
6. No length restriction

2.1.5 SPEED

The speed of the vessel has been fixed to 8 knots after considering the channel conditions and
the time taken for the voyage.

2.1.6 PROPULSION SYSTEM

The propulsion system of the vessel is by electric motors, specifically by AC Motors. We use
AC Motors because they provide us a longer working period without maintenance, as they
have to parts in contact. It is also easy to control the speed of an AC motor using some
devices.

16
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

2.1.7 INTERNAL SUBDIVISIONS OF THE HULL

Each of the twin hulls is divided into watertight compartments. The various compartments are
forepeak, machinery space, aft peak, void compartments, battery room, aft peak tanks, chain
locker room, etc. There are two Superstructures. SS1 is the passenger deck and SS2 is the
wheel house.

2.1.4 SHAPE OF HULL:

Since the proposed vessel is a double ended ferry so it should be exactly symmetric
about amidship. For accommodation of bikes and cars large deck area was required so a
catamaran hull form is chosen which will be symmetric about amidship and demi-hulls will
also be symmetric about centerline. During determination of appropriate hull form these
questions are being analyzed.

a) Why double ended?

- Capable Of Two Way Motion
- Travels In Both Direction Without Turning Back
- Easy maneuvering as no turning required
- Fast embarkation and disembarkation due to unidirectional flow of
vehicles
- Very effective on short routes

b) Why catamarans?
- Large deck area for the same length
- High transverse stability
- Enhanced sea keeping quality
-
Catamarans are generally the safest type vessels, due to the high transverse stability of
the hull shape as well as having two separate hulls contributing to positive buoyancy in case
of damage. The most outstanding feature of this hull form is its soft-riding characteristic. The
availability of large deck area makes the hull particularly well suited for bike and passenger
ferry applications.

2.1.5 SELECTION OF MATERIAL FOR CONSTRUCTION:

In order to reduce the structural weight of the vessel, aluminium is used as the major building
material. Aluminium weights 2.70 g/cm3, about 30% less than an equivalent steel hull.
Reduced weight means it’s easier for the boat travels through water, which makes it faster
and more efficient. An aluminum boat doesn’t have a lifetime limit. The resistance to
corrosion and osmosis of aluminum is excellent.

Alloy 5083 grade of Aluminum is used. This alloy is a very high strength alloy and is heavily
utilized in aluminum ship building industry.

17
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

2.1.10 CONCLUSIONS

The Mission analysis involved the design of a Solar Powered Double ended Ro Ro Ferry
from Vaikom to Thavanakadavu with a passenger capacity of 54 passengers with 3 Trucks,
12 Cars and 16 Bikes at a service speed of 8 knots.

1. Solar electric propulsion with azimuthal propeller is chosen.

2. The hull form chosen is catamaran and is exactly symmetric about amidship.
3. Aluminium is chosen as the construction material for the hull.

18
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

2.2 MAIN DIMENSION FIXING

Due to the unavailability of much such parent ship and lack of data for such vessels I
have designed my vessel from scratch by drawing preliminary GA by considering
requirements.

2.2.1 SELECTION OF MAIN DIMENSIONS

The design of the small passenger/vehicle ferries is largely based on the sufficient
deck area for vehicle parking and passenger with suitable allowance for deck machinery and
the ramp operating mechanism. The main dimension has to be fixed considering the seating
facilities for passengers and the vehicles parking facility required.

Here vessel is designed to carry 3 trucks, 16 bikes, 12cars and 54 passengers at a

speed of 8 knots. Since the duration of voyage is only for 10 minutes hence only seating
arrangement is provided for passengers. Trucks, cars and bikes are parked at the main deck
whereas seating facility for passengers is provided on the upper deck.

The main dimensions fixing is based on the vehicles parking facility, as it requires
more area. So in order to calculate required length and breadth for parking 3 trucks, 12 cars,
16 bikes, dimensions of the trucks, cars and bikes which are frequently used in India are
analyzed.

TRUCK

TRUCK MODEL LENGTH(m) BREADTH(m) HEIGHT(m) WEIGHT(t)

Ashok Leyland Boss
Tripper 8.89 2.21 2.3 8.5
Ashok Leyland
ECOMET 7.66 2.28 2.7 8.1
Bharat Benz 6.38 2.135 2.42 7.8

Table 2.1 Dimensions of various trucks

CAR

CAR MODEL LENGTH(m) BREADTH(m) HEIGHT(m) WEIGHT(t)

Honda Amaze 3.990 1.680 1.500 1.075
Maruti Suzuki 3.995 1.695 1.555 1.060
Dzire
Honda City 4.440 1.695 1.495 1.085
Hyundai 4.530 1.775 1.470 1.195
Elantra
Mercedes-Benz 5.130 1.934 1.850 2.465
GLS

Table 2.2 Dimensions of various cars

19
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

BIKE

Bike model Length(m) Height(m) Breadth(m) Weight(t)

Hero Honda 2.05 1.070 0.765 0.129
glamour
Hero passion 2.05 1.115 0.740 0.120
pro
Hero extreme 2.080 1.145 0.742 0.150
Hunk 2.080 1.015 0.770 0.146
Yamaha FZ16 2.075 1.045 0.750 0.135

Table 2.3 Dimensions of various bikes

On the basis of above data,

Vehicle Type Average Length Average Breadth

Truck 8m 2.5 m
Bike 2m 1m
Car 4.5 m 2m

Table 2.4 Dimensions of various vehicles selected

2.2.1.1 Calculation of Overall Width of the Vessel:

The economic aspects of the ship design suggests that breadth is far suitable parameter to
take in excess as compared to length , hence to provide the sufficient deck area the breadth is
selected first. The width of the vessel may be determined on the basis of the vehicle parking
arrangement on the main deck.

Space for stairs = 1 m both port and starboard

Width of one truck = 2.5 m
Width of one car (average) = 2 m
Allowance between vehicles = 0.5 m

According to arrangement of vehicles in main deck,

Overall width = width of one truck + width of 2 cars +2*allowance between vehicles +
2* space for stair +2* space between car and stair
= 2.5 + 2*2 +2*0.5+ 2*1+ 2*0.25
B = 10 m

2.2.1.2 Calculation of Overall Length of the Vessel:

Allowance for ramp = 2.5 m

Length of truck = 8 m
Length of bike = 2 m
Allowance between vehicles = 0.5 m
Other requirements = 4 m

20
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

For the ease of loading and unloading, all 3 trucks are arranged along the central line of the
vessel.

Hence Length = 3* Length of truck + 2* length of bike + 6* Allowance between vehicles +

2* Allowance for ramp + other equipment
= 3* 8 + 2* 2 +6* 0.5 + 2* 2.5 + 4
L = 40 m

2.2.3 PRELIMINARY GENERAL ARRANGEMENT

21
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

WHEEL HOUSE

Fig 2.6 Preliminary general arrangement of various decks (NOT TO BE SCALED)

2.2.1.3 Breadth of the Demi-hull:

The Separation Ratio of a catamaran is the ratio of the distance between the
centerlines of the demi-hulls to the length of the vessel. It can be expressed as S/L, where S is
the separation distance between the demi-hulls and L is the length of the vessel.

Separation Ratio = S/L = (B- b)/L.

Velocity (v) = 8 knots (service speed)

½
Froude no for the vessel = v/ (g*L)
= (8*0.5144)/(9.8*40)^(1/2)

Fn = 0.207

22
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Fig 2.7 Effect of Hull Separation on Catamaran Resistance (A Numerical and Experimental
Study on the Hydrodynamic of a Catamaran Varying the Demi-hull Separation by - S. Zaghi, R.
Broglia and A. Di Mascio)

From the graph the lowest value of resistance coefficient is found for S/L value at 0.167 at
Froude no. = 0.207.
i.e. (B-b)/L = 0.167.

Therefore the breadth of each demi-hull is calculated as

b = 3.32 m.

2.2.4 DISPLACEMENT CHECK

The Displacement is composed of Lightship weight and Deadweight. The light ship
weight is the weight of the ship with all its equipment and outfit. The total deadweight is
made up of fuel oil and the owner’s requirement for cargo, plus miscellaneous items
passengers, crew, and their effects.

Δ = Δ LS + Dwt,

Where,
Δ = Displacement.

Δ LS = Lightship mass

Dwt = Deadweight.

23
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

2.2.4.1 DEADWEIGHT ESTIMATION

For this vessel, the deadweight is composed of the weight of vehicles, weights of
passengers, crew and baggage.

DWT = Δ TR + Δ CR + Δ BK + Δ PS + Δ CR + Δ BG

Where,

Δ TR = mass of truck

Δ CR = mass of car

Δ BK = mass of bike

Δ PS = mass of Passengers.

Δ CR = mass of Crew.

Δ BG = mass of baggage

a) Mass of Truck

Average mass of truck = 8 t

Total number of trucks = 3

Δ TR = 8* 3
= 24 t
b) Mass of car
Average mass of car = 2.5 t
Total number of car = 12

Δ CR = 2.5* 12
= 30 t

c) Mass of bike
Average mass of bike = 0.2 t
Total number of bike = 16

Δ BK = 0.2* 16
= 3.2 t

d) Mass of passengers

Average mass of one passenger (KIV/119) = 75 kg

Number of Passenger on passenger deck = 54
Number of Passenger on main deck (Inside vehicles) = 60

24
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Therefore,
Δ PS = 114* 0.075
= 8.55 t
e) Mass of crew

Total crew members = 5

Δ CR = 5* 0.075
= 0.375 t

f) Mass of baggage

Baggage allowance per person =3 kg

Δ BG = 0.003*54
= 0.162 t
Therefore,
DWT = Δ TR + Δ CR + Δ BK + Δ PS + Δ CR + Δ BG

= 24 + 30 + 3.2 + 8.55 + 0.375 + 0.162

= 66.287 t

2.2.4.2 LIGHTSHIP MASS ESTIMATION

The lightship mass is composed of hull mass, outfit mass and machinery mass.

Δ LS = Δ HL + Δ OU + Δ PS + Δ SS

Δ LS = Lightship mass

Δ HL = Hull mass of ship

Δ OU = Outfit mass

Δ PS = Mass of Propulsion system

Δ SS = Mass of Superstructure

a) Hull mass of ship

[1]. Bottom shell plate:

Cb upto main deck = Cb+0.4*((D-T)/T)*(1-Cb) (Estimation Method for Basic Ship Design)
= 0.864

Volume of displacement to Main Deck = LBP* b *D *Cbd

= 36* 3.32 * 1.5 * 0.864
= 154. 89 m3

25
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Hull Surface area to Main Deck = 1.7*LBP*D+ (Vol displacement to Main Deck)/D
(Denny’s Formula for shell surface area)
= 195.10 m2
Bottom shell area = Hull Surface area to Main Deck/2
= 97.5 m2

Since Aluminium is used, kAL= 235/σa

σa = 0.2% of proof stress or 70% of the ultimate strength of Aluminium.

= 193.05 MPa

Therefore kAL = 235/ σa

= 235/193.05
= 1.217

Bottom shell thickness = (0.08*L+5)*kAL mm

= (0.08* 40 +5)* 1.217
= 9.97 mm

Bottom shell plate weight = Bottom shell area*Bottom shell thickness*den(Al)/(1000*1000)

= 97.5 * 9.97 * 2650/(1000*1000)

= 2.585 t

(Density of Al = 2650 kg/m3)

Considering Stiffener % = 50 %

Therefore,

Bottom shell weight, ie plate +stiffener = Bottom shell plate weight+ Stiffener %* Bottom
Shell plate weight

= 3.878 t
[2]. Side Shell Plate:

Side shell area = Hull Surface area to Main Deck/2

Side shell thickness = (0.08*L+5)*kAL mm

= (0.08* 40 +5)* 1.217
= 9.97 mm

Side shell plate weight = Side shell area*Side shell thickness*den(Al)/(1000*1000)

= 97.5 * 9.97 * 2650/(1000*1000)

= 2.585 t

26
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Considering Stiffener % = 50 %

Therefore,

Side shell weight, ie plate +stiffener = Side shell plate weight+ Stiffener %* Side
Shell plate weight

= 3.878 t
[3]. Main Deck plate :

Area of plate = 388.51 m2 (From preliminary GA)

Thickness of plate = (0.08*L+5)*kAL mm

= 9.97 mm

Volume of plate =Area of plate*Thickness of plate

= 3.108 m3

Stiffener % = 30 %

Unit Weight including stiffeners = 10.707 t

[4]. Bulkhead plate:

Midship section coefficient at deck = Cm*1.04

= 1.0296

Area of the plate = B*D*Midship section coeff at deck

= 5.127 m2

Thickness of plate = 8 mm

Volume of plate = Area of plate*Thickness of plate/1000

= 0.0410 m3

Stiffener % = 15 %

Unit Weight including stiffeners = 0.125 t

Hull mass of ship Δ HL = 2*(Side Shell Weight + Bottom Shell Weight ) + Deck Weight +

5* Bulkheads + Brackets & Miscellaneous @ 3% of main structure

= 26.721 t

27
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

b) Outfit mass

Outfit Mass Calculation

Δ OU = ΔEM + ΔSE + ΔLSA + ΔFFA + ΔAN + ΔRP

Δ OU = Outfit Mass

ΔEM = Electrical machinery

ΔSE = Seat

ΔLSA = Lifesaving Appliances

ΔFFA = Firefighting Appliances

ΔAN = Anchor, Chain and winch

ΔRP = Ramp Weight

 Electrical Machinery includes the control equipment’s, lights, fans, cables, wires etc
and it will be around 0.2 t
 There will be 58 seats and let us consider 3 kg for each seat and it add up to 174 kg.
 Lifesaving Appliances includes Life Jacket for everyone on board, 8 child life jackets,
4 life buoys (KIV/103/2/d)
 Fire fighting appliances include fire pump, emergency fire pump, hose and nozzle, 3
sand buckets, 5 CO2 fire extinguishers, they will weigh 345 kg.
 The anchor, chain, railing and winch will weigh around 1200 kg.
 Ramps on either side will together weigh about 4 t.

Δ OU = ΔEM + ΔSE + ΔLSA + ΔFFA + ΔAN + ΔRP

= 0.2 +0.174 + 0.1 +0.345 + 1.2 + 4
Δ OU = 6.019 t
c) Propulsion system mass estimation.
Solar panels selected are Panasonic N325, with rated power of 325W per panel. Each panel
has dimension of (1.6m X 1.05m).A total number of 68 panels can be arranged on roof top.

 Motor X 2, they will weigh total of 200 kg

 Solar Panels X 64: 18.96*68= 1290 kg= 1.29 t
 Steering Gear including propeller will weigh around of 1t kg
 4 Battery Banks, each weighing 750 kg, Total Battery weight = 750*4 =3 t
 Controllers and other Electrical will weigh around 0.05 t.

28
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Therefore,

Mass of Propulsion system Δ PS = 0.2 +1.29 + 1 + 3 + 0.05

Δ PS = 5.04 t

d) Mass of Superstructure

[1]. Passenger deck

Passenger deck area = 95.0 m2 (From Preliminary GA)

Thickness of the plate = 6 mm

Passenger deck weight = Passenger deck area*Thickness*Density (Al)/ (1000*1000)

= 1.511 t

Stiffener % = 40 %

Passenger deck weight (plate +stiffener) = Passenger deck weight + Stiffener %*Passenger
deck weight

Unit weight of passenger deck = 3.625 t

[2]. Wheel House

Wheel House deck area = 16 m2 (From Preliminary GA)

Thickness of the plate used = 5 mm

Wheel House plate weight = Wheel House deck area*Thickness*Density (Al)/ (1000*1000)
= 0.212 t

Stiffener % = 40 %

Wheel House deck weight (plate +stiffener) = Wheel House deck weight + Stiffener %*
Wheel House deck weight

Unit weight of Wheel House deck = 0.4 t

Taking other miscellaneous structures (pillars etc.) having 1 t weight.

Mass of superstructure = mass of passenger deck + mass of wheel house deck +

Miscellaneous
= 3.625 + 0.4 + 1
Δ SS = 5.025 t

29
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Therefore, Lightship Mass

Δ LS = Δ HL + Δ OU + Δ PS + Δ SS

= 26.721 +6.019 +5.04 +5.025

Δ LS = 42.805 t

Therefore the Displacement

Δ = Δ LS + Dwt

= 42.805 + 66.101

Δ = 108.96 t

2.2.4.3 ESTIMATION OF DRAFT

Hence draft of vessel

Δ = r x L x b x T x CB x 2

108.96= 1.008 * 40 * 3.32 * T * 0.65 * 2

T= 0.631 m, it can be approximated as 0.7 m.

T= 0.7 m

The minimum free board requirement of an inland vessel as per KIV/119/1 for vessels of
18m length or more should have a minimum freeboard of 76 cm i.e. 0.76 m.

So the total depth should be at least 0.7 + 0.76m = 1.46 m. It is also rounded off as 1.5 m.

D = 1.5 m.

2.2.5 PRELIMINARY RESISTANCE CALCULATION

There are various methods used for calculating the resistance of catamarans.

 Statistical methods
 Model testing techniques
 Empirical formula

30
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

The resistance was found out by software, DelftShip by using deGroot RB Method.

At 8 knots, total resistance is found to be 6.98 kN and effective power = 28.7 kW

PE
Velocity R total total
(Knots) Fn (kN) (kW)
7 0.192 5.44 19.6
7.5 0.205 6.19 23.9
8 0.219 6.98 28.7
8.5 0.233 7.81 34.2
9 0.246 8.8 40.8
9.5 0.26 10.59 51.4
10 0.274 12.45 64.1

Table 2.5 Resistance calculation using deGroot RB Method

2.2.6 INTIAL STABILITY CHECK

Catamarans are generally highly stable ships, because they have a high beam to length
ratio. Initial stability check is done to check whether the vessel have the required GM as
specified by the IMO. According to the IMO the initial metacentric height of the vessel
should not be less than 0.15m.

CW = CB /(0.471 + 0.551*CB) ( Passion formula)

= 0.78

The initial stability of a catamaran can be calculated as follows:

KB = (CW/ (CW+CB)) T (Estimation method for basic ship design)
Where,
T = Draft = 0.7 m

CW = Water plane area coefficient at d = 0.78

CB = Block Coefficient at d.

BM = (b2/ (T x CB)) CW (0.25 x (ld/b)2+0.06)

(Estimation method for basic ship design)

b = beam of a demi-hull = 3.32 m

ld = distance between centerline of demi-hulls = 10- 3.32 m= 6.68 m

31
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

KB = (0.78/ (0.78+0.65)) x 0.7 = 0.381m

BM = (3.322/ (0.7*0.65)) x0.78 x (0.25x (6.68/3.32)2+0.06)

= 12.21 m

Thus KM = KB + BM

= 0.381+12.21

KM = 12.59 m

2.2.7 INTIAL KG CALCULATION

In the previous section KM is calculated. But to find the initial GM, KG is also
necessary. The following table calculates the KG of the ship by considering the individual
mass and their KG.

WEIGHT VCG FROM

Sl No ITEM (t) BASE LINE MOMENT
1 Truck 24 3.1 74.4
2 Car 30 2.4 72
3 Bike 3.2 2 6.4
4 Passenger 4.05 5.5 22.275
5 Crew 0.375 5.5 2.0625
6 Battery 3 0.75 2.25
7 Baggage 0.054 5 0.27
8 Hull Mass 26.721 1 26.721
Passenger
9 Deck 3.625 6 21.75
Wheel
10 House 0.4 7.5 3
11 Outfit 3.819 1.5 5.7285
12 Motor 0.8 0.5 0.4
13 Ramp 4 1 4
14 Solar Panel 1 1.061 7 7.427
15 Solar Panel 2 0.22 9 1.98
TOTAL 105.32 256.64

Table 2.6 Determination of VCG

Total Weight = 105.32 t

Total Moment = 256.64 t m

KG = Moment/Weight
=2.37 m

32
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

GM = KM-KG

= 12.59- 2.37 m
GM =10.22 m

According to IMO Rules, the initial metacentric height (GM) shall not be less than 0.15m.
Therefore satisfies criteria.

2.2.7 FLOW CHART OF DESIGN

In the case of a catamaran the design starts from the initial general arrangement.
The initial general arrangement is done keeping in view on the minimum requirement of the
passengers specified by the Maritime law of India and also the class of accommodation
provide, whether luxury, economy etc.

Hence the initial general arrangement will fix preliminary dimension of the ship. Now based
on these dimensions the vessel is checked for the freeboard check, initial stability check, trim
check etc.

If anyone of these checks is not satisfactory then necessary changes are made in the initial
general arrangement. Normally for a catamaran there will be no problem with stability check
since it has a very high length to beam ratio and also with freeboard check since it has a very
low draft. Also since it has a very small draft it is also very important to check the design trim
and also make sure that the trim is acceptable.

The design flow chart is drawn to give and overview on the activities in the design stage of
the catamaran.

33
Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

34
Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

35
Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

36
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

2.3 FINAL MAIN DIMENSIONS

After all satisfactory checks, the main dimension according to the owner’s requirement are:

Parameters Values
LBP 36 m
B Demi-hull 3.32 m
B Overall 10 m
D 1.5m
T 0.7 m
CB 0.65
No of passenger 54 + 60( In vehicles)

Table: 2.7 Final main dimensions

37
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 3

HULL GEOMETRY

38
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

3.1 INTRODUCTION

After finding the main dimensions, form coefficients, total displacement etc next step
is the design of hull form to fulfill the above requirements. In 2-D, it can be represented by
lines plan which is consisted of body plan, half breadth plan and profile.

Main dimensions of this vessel:

LOA = 40 m
LBP = 36 m
bDemihul = 3.32 m
B = 10 m
D = 1.5 m
T = 0.7 m
Speed = 8 knots
CB = 0.65

3.2 HULL GEOMETRY

3.2.1 Final Lines:

The design of the demi-hulls determines the resistance and powering characteristics of
the catamarans. The resistance for conventional displacement crafts is very steeply
increased beyond a certain point that usually corresponds to Froude number Fn ~ 0.4. The
resistance hump is attributed to the generation of increasingly large gravity waves in the
free surface. Thus, designs for high speed craft must seek to minimize the waves generated
in the free surface. Catamarans achieve that by having extremely slender hulls. Thus the
catamaran concept provides the designer with high degree of freedom to develop an
optimum hull form from the resistance point of view due to its inherent superior transverse
stability characteristics.
When we consider an equivalent mono hull, there is a limiting state in the design
envelop for the slenderness of the hull since as the hull is made more slender the transverse
stability is impaired. Another fact is that, for passenger ferries, the deck area is an important
factor in the design phase as well as in its operational profile. But increasing the deck area
implies to increasing the overall beam of the vessel. This contradicts our primary objective
of the design, minimum resistance achieved by very slender hull form.

These inherent limitations of a mono hull vessel can be overcome by the catamaran
concept where two slender hulls are placed at a short distance apart. Thus both the design
criteria are satisfied; slender hull for less resistance and more deck area for improved
passenger comfort and more passenger capacity, at the same time satisfying stability
requirements.

The lines plan consists of three views:

1. Profile (Sheer Plan)

2. Body Plan
3. Half Breadth Plan

39
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

1. PROFILE

The profile or sheer plan represents the buttock lines (longitudinal vertical sections) parallel
to passing vertically through the centre line. Stations and waterlines are represented as
straight lines in this view. This view also depicts the stem and stern profile of the ship

2. BODY PLAN

The body plan represents stations projected on a transverse vertical plane passing through
amidship. In this view the contour of various stations are shown. Waterlines and buttocks
appear as straight lines. Due to port-starboard symmetry only one half the section is shown.

3. HALF BREADTH

Due to axis of symmetry for the ship only one half of the water lines are shown. The exact
shape of the waterlines is shown in this view. The buttock and stations appear as straight lines
in this view.

4. DIAGONAL

Often a fourth view of the vessel called diagonal is drawn. The diagonal plane is usually
inclined to both the horizontal and vertical reference planes but perpendicular to an athwart
ship plane. Its curve or intersection with the ships surface is known as a diagonal, which
appears as a straight line in the body plan, but as a curve in the shear plan and a different
curve in the half-breadth plan.

3.3 METHOD USED FOR LINES DESIGN

A demi hull was modelled with the main dimension in Delftship.

Fig 3.1 Typical lines plan

40
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

3.4 FINAL FAIRED OFFSET

WL 0.5 WL 1 WL 2 LWL WL 3 WL 4 WL 5 WL 6
STN 0 0 0 0 0.011 0.044 0.28 0.499 0.71
STN 0.5 0 0 0.036 0.248 0.298 0.562 0.793 0.964
STN 1 0 0 0.229 0.471 0.524 0.816 1.024 1.24
STN 1.5 0 0.022 0.385 0.676 0.74 1.03 1.26 1.5
STN 2 0 0.17 0.644 0.904 0.964 1.206 1.408 1.572
STN 3 0 0.556 0.99 1.276 1.329 1.53 1.627 1.65
STN 4 0.39 0.811 1.264 1.47 1.504 1.638 1.657 1.66
STN 5 0.716 1.028 1.41 1.58 1.618 1.656 1.66 1.66
STN 6 0.896 1.162 1.476 1.61 1.64 1.659 1.66 1.66
STN 7 0.97 1.244 1.514 1.64 1.658 1.66 1.66 1.66
STN 8 1.17 1.396 1.59 1.65 1.645 1.66 1.66 1.66
STN 9 1.067 1.303 1.578 1.642 1.649 1.66 1.66 1.66
STN 10 1.09 1.328 1.6 1.647 1.652 1.66 1.66 1.66
STN 11 1.067 1.303 1.578 1.642 1.649 1.66 1.66 1.66
STN 12 1.17 1.396 1.59 1.65 1.645 1.66 1.66 1.66
STN 13 0.97 1.244 1.514 1.64 1.658 1.66 1.66 1.66
STN 14 0.896 1.162 1.476 1.61 1.64 1.659 1.66 1.66
STN 15 0.716 1.028 1.41 1.58 1.618 1.656 1.66 1.66
STN 16 0.39 0.811 1.264 1.47 1.504 1.638 1.657 1.66
STN 17 0 0.556 0.99 1.276 1.329 1.53 1.627 1.65
STN 18 0 0.17 0.644 0.904 0.964 1.206 1.408 1.572
STN 18.5 0 0.022 0.385 0.676 0.74 1.03 1.26 1.5
STN 19 0 0 0.229 0.471 0.524 0.816 1.024 1.24
STN 19.5 0 0 0.036 0.248 0.298 0.562 0.793 0.964
STN 20 0 0 0 0.011 0.044 0.28 0.499 0.71

Table 3.1: Faired final offset (m)

3.5 BONJEANS

3.5.1 BONJEAN AREAS

Bonjean areas gives the values of areas up to each waterline of stations and the
moments of those areas about Base line. Sectional area curve is drawn using area of each
station till load waterline. Applying Simpson’s rules the area to various waterlines for each
station are found out and then tabulated. The moment of the area of each section to each
waterline about keel is also computed.

Tables put below shows the Sectional Area in m2 and the Moment in m3 about the
keel for each water line up to main deck. This is shown for each of the stations.

41
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

STN/WL 0 0.125 0.25 0.5 0.7 0.75 1 1.25 1.5

0 0.000 0.000 0.000 0.000 0.002 0.003 0.085 0.280 0.582
0.5 0.000 0.000 0.000 0.009 0.066 0.092 0.307 0.649 1.090
1 0.000 0.000 0.000 0.055 0.195 0.243 0.578 1.045 1.603
1.5 0.000 0.000 0.003 0.105 0.317 0.386 0.834 1.406 2.096
2 0.000 0.000 0.030 0.240 0.549 0.648 1.191 1.848 2.592
3 0.000 0.000 0.144 0.535 0.988 1.118 1.841 2.631 3.455
4 0.000 0.048 0.218 0.745 1.292 1.446 2.232 3.065 3.886
5 0.000 0.102 0.328 0.927 1.525 1.709 2.517 3.359 4.176
6 0.000 0.136 0.404 1.037 1.655 1.855 2.653 3.511 4.313
7 0.000 0.157 0.444 1.115 1.746 1.937 2.749 3.596 4.409
8 0.000 0.191 0.526 1.236 1.884 2.093 2.874 3.751 4.534
9 0.000 0.182 0.489 1.182 1.826 2.033 2.821 3.691 4.481
10 0.000 0.196 0.507 1.219 1.868 2.071 2.863 3.729 4.523
11 0.000 0.182 0.489 1.182 1.826 2.033 2.821 3.691 4.481
12 0.000 0.191 0.526 1.236 1.884 2.093 2.874 3.751 4.534
13 0.000 0.157 0.444 1.115 1.746 1.937 2.749 3.596 4.409
14 0.000 0.136 0.404 1.037 1.655 1.855 2.653 3.511 4.313
15 0.000 0.102 0.328 0.927 1.525 1.709 2.517 3.359 4.176
16 0.000 0.048 0.218 0.745 1.292 1.446 2.232 3.065 3.886
17 0.000 0.000 0.144 0.535 0.988 1.118 1.841 2.631 3.455
18 0.000 0.000 0.030 0.240 0.549 0.648 1.191 1.848 2.592
18.5 0.000 0.000 0.003 0.105 0.317 0.386 0.834 1.406 2.096
19 0.000 0.000 0.000 0.055 0.195 0.243 0.578 1.045 1.603
19.5 0.000 0.000 0.000 0.009 0.066 0.092 0.307 0.649 1.090
20 0.000 0.000 0.000 0.000 0.002 0.003 0.085 0.280 0.582

Table 3.2: Sectional areas (m2)

Station spacing = 1.8 m

Waterline spacing = 0.25 m

42
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

STN/WL 0 0.125 0.25 0.5 0.7 0.75 1 1.25 1.5

0 0.000 0.000 0.000 0.000 0.001 0.002 0.076 0.298 0.716
0.5 0.000 0.000 0.000 0.004 0.039 0.059 0.249 0.636 1.245
1 0.000 0.000 0.000 0.023 0.108 0.144 0.440 0.966 1.739
1.5 0.000 0.000 0.001 0.043 0.172 0.222 0.616 1.264 2.213
2 0.000 0.000 0.006 0.089 0.277 0.348 0.826 1.566 2.593
3 0.000 0.000 0.024 0.175 0.449 0.543 1.177 2.068 3.200
4 0.000 0.004 0.036 0.238 0.568 0.679 1.369 2.304 3.437
5 0.000 0.008 0.051 0.289 0.649 0.766 1.491 2.418 3.566
6 0.000 0.011 0.062 0.317 0.688 0.807 1.536 2.464 3.611
7 0.000 0.012 0.066 0.334 0.713 0.830 1.565 2.490 3.640
8 0.000 0.014 0.078 0.365 0.754 0.872 1.597 2.530 3.672
9 0.000 0.013 0.072 0.349 0.735 0.858 1.581 2.517 3.656
10 0.000 0.014 0.073 0.355 0.745 0.868 1.591 2.527 3.666
11 0.000 0.013 0.072 0.349 0.735 0.858 1.581 2.517 3.656
12 0.000 0.014 0.078 0.365 0.754 0.872 1.597 2.530 3.672
13 0.000 0.012 0.066 0.334 0.713 0.830 1.565 2.490 3.640
14 0.000 0.011 0.062 0.317 0.688 0.807 1.536 2.464 3.611
15 0.000 0.008 0.051 0.289 0.649 0.766 1.491 2.418 3.566
16 0.000 0.004 0.036 0.238 0.568 0.679 1.369 2.304 3.437
17 0.000 0.000 0.024 0.175 0.449 0.543 1.177 2.068 3.200
18 0.000 0.000 0.006 0.089 0.277 0.348 0.826 1.566 2.593
18.5 0.000 0.000 0.001 0.043 0.172 0.222 0.616 1.264 2.213
19 0.000 0.000 0.000 0.023 0.108 0.144 0.440 0.966 1.739
19.5 0.000 0.000 0.000 0.004 0.039 0.059 0.249 0.636 1.245
20 0.000 0.000 0.000 0.000 0.001 0.002 0.076 0.298 0.716

Table 3.3: Sectional moments (m3)

Station spacing = 1.8 m

Waterline spacing = 0.25 m

43
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

3.6 HYDROSTATIC CURVES

Hydrostatic parameters are calculated for a demi-hull and then transformed to catamaran
hydrostatics using formulae listed in Table 3.4

Volume displacement, mass displacement, longitudinal and vertical centre of buoyancy,

centre of floatation, metacentric height , the form coefficients (namely Block coefficient CB,
Midship Section coefficient CM, Waterplane area coefficient CWP , Prismatic coefficient CP ,
MCT1cm , TPC, KML, KMT are the hydrostatic properties of the ship. These properties are
calculated for different waterlines parallel to the base line. The results so obtained are
plotted in a diagram with draft on the Y- Axis. The curves drawn in this way are called
hydrostatic curves.

Various Hydrostatic Parameters for a demi-hull are computed as follows:

1. Volume of displacement - The Volume is computed in the program as an

integration of sectional area. It is expressed in m3.
L
 = 0  As dx
Where, x is in the direction of the length of the ship.

As = Sectional area up to specific waterline

2. Mass Displacement - The mass displacement, expressed in ton

 =   wl

3. LCB – The distance of center of buoyancy measured from the A.P is termed as
longitudinal center of buoyancy.
L
LCB =  AS dx)/ WL
0

Where, x = Distance of centroid of water plane area from midship.

AS = Sectional area up to specific waterline.

4. Awp - The area of the water plane is computed from the offset of the water line by
Simpson’s integration methods. This is expressed in m2.

AWP= 2 0 L y dx

Where y= half ordinate of water plane measured from centre line of each demi-
hull.

5. TPC - (Tons per centimetre immersion) this is a function of water plane area
which is given as

TPC  ( Awp   ) / 100

44
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

6. LCF (longitudinal center of floatation) - This is a function of Awp. It can simply be

defined as the longitudinal position of centroid of the water plane area.
L
LCF (from AP) = 2( 0  y. x. dx)/Awp

Where x = distance from AP

y = half ordinate of water plane measured from centre line of each demi-hull.

7. I L - This refers to the longitudinal moment of inertia about an axis passing through
the midship.
L/2
I L = 2 -L/2  x2 y dx

Where
y= half ordinate of water plane measured from centre line of each demi-hull.
x = distance of half ordinate from midship.

8. I L [LCF] (longitudinal moment of inertia about longitudinal center of floatation).

I L (LCF) = I L - Awp 2

Where  = longitudinal distance between midship and centre of floatation.

9. KB (Vertical center of buoyancy above keel) – This is computed as

KB = (0 L MS dx)/
Where, MS = Sectional moment of area about keel up to a specific
waterline.

10. BML (longitudinal metacentric radius) - This is defined as the vertical distance
between longitudinal metacenter and center of buoyancy of the ship.

BM L  I LCF 

11. KML

KM L  KB  BML

12. IT (Transverse moment of inertia) –

This refers to the transverse moment of inertia of water plane area about centerline.
It is expressed in m4.

IT = 2(IT (demi hull) + ( AWP × (h)2))

L
Where I T ( demihull )  (2 / 3) *  y 3 dx
0

45
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

h=transverse distance from centre line of each demi-hull to the centre line of
catamaran.

13. BMT (Transverse metacentric radius) –

This is defined as the vertical distance between transverse metacenter and center of
buoyancy of the ship.
BM T  IT 

14. KMT -
It is the transverse metacentric height expressed in m.
KM T  KB  BMT

15. MCT1cm - Moment to change trim by 1 cm.

MCT1cm ((  GM L ) / 100  L)  ((  BM L ) / 100  L)

16. The various form factors are evaluated as

a. Block Coefficient
b. Midship Section Coefficient
c. Water Plane Area Coefficient
d. Prismatic Coefficient

Where,
= Volume Displacement in m3 up to Water Line

Lwl = Length of Water Line in m

Bmld = Molded Breadth at Water line in m

T = Draft at Water Line in m

AW = Area of Water plane at that water line in m2

A = Area of mid ship up to the given water line in m2

Using the above formulae hydrostatic properties are obtained for a demihull. The
relationship between the hydrostatic particulars of one demihull and the entire catamaran is
shown in Table: 3.4

46
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

3.6.2 Hydrostatic Parameters of the Catamaran

Parameter Demi Hull Catamaran

Volume Displacement 2x
Mass Displacement Δ 2xΔ
Longitudinal Centre of Buoyancy LCB LCB
Area Water Plane AW 2 x AW
Tonnes Per Centimetre TPC 2 x TPC
Longitudinal Centre of Floatation LCF LCF
Longitudinal M.I about LCF IL IL(ship) = 2 IL
Vertical Centre of Buoyancy KB KB
Longitudinal Metacentric Radius BML IL(ship)/ (2x∇)
Transverse M.I. about Centreline IT IT(ship)= 2[IT+(AWP x h2)]
Transverse Metacentric Radius BMT IT(ship)/ (2x∇)
Moment to change Trim by 1cm MCT1cm 2 x MCT1cm
Form Coefficients CB,CM,CP,CW, CPV CB,CM,CP,CW, CPV

Table: 3.4 Expressions for Catamaran Hydrostatic Particulars

The distance between the centerline of the demihull and the centerline of the ship h =3.34m.

All Hydrostatic Particulars of the entire catamaran is shown in Table 3.5. The values
in longitudinal direction are calculated taking midship as reference. In vertical direction keel
is taken to be the reference. The positive values would indicate the position forward of
midship and above the keel in longitudinal and vertical direction respectively and vice-
versa.

47
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

PARAMETERS WL 0 WL 0.5 WL 1 WL 2 0.7 WL 3 WL 4 WL 5 WL 6

LCF (FROM 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
MIDSHIP) (m)
IL (About LCF) 373.76 3773.87 8277.65 14705.48 19460.16 20488.60 24796.42 27845.64 30278.91
(m4)
IT (About CL) 193.18 1040.78 1540.50 2159.23 2499.59 2565.46 2780.15 2912.48 3013.29
(m4)
▼ (m3) 0.00 7.22 22.59 61.15 108.76 120.58 167.41 228.16 288.61

▲ (t) 0.00 7.44 23.30 63.05 112.15 124.60 172.63 235.27 297.60

BML (m) _ 522.75 366.40 240.50 178.92 169.92 148.12 122.04 104.91

BMT (m) _ 144.17 68.19 35.31 22.98 21.28 16.61 12.77 10.44

KB (m) _ 0.08 0.15 0.31 0.42 0.45 0.59 0.73 0.87

KMT (m) 144.24 68.34 35.62 23.40 21.72 17.20 13.49 11.31

TPC (t/cm) 0.18 0.93 1.36 1.87 2.15 2.20 2.38 2.49 2.57

LCB (From Midship) - 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
(m)
MCT1cm (t-m) _ 0.97 2.13 3.79 5.02 5.41 6.55 7.35 8.09

CW 0.27 0.48 0.59 0.71 0.79 0.83 0.90 0.94 0.98

CB - 0.37 0.49 0.57 0.65 0.70 0.77 0.84 0.90

CM - 0.67 0.73 0.76 0.81 0.83 0.86 0.90 0.91

CP _ 0.55 0.67 0.75 0.80 0.84 0.89 0.93 0.99

Table 3.5 Hydrostatic Properties of Catamaran

Station spacing = 1.8 m

Waterline spacing = 0.25 m

48
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 4

RESISTANCE AND PROPULSION

49
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

4.1 RESISTANCE CALCULATION

4.1.1 INTRODUCTION

Resistance Calculation/Prediction in catamarans is more difficult and complicated

than most conventional mono-hulls. Generally saying, catamaran resistance is twice the
individual hull resistance, plus an added drag due to the interference of the hulls with
each other. Calm water resistance of catamarans is in general attributed to two major
components namely, frictional resistance and calm water wave resistance. The former has
been acceptably determined from ITTC-1957 line whilst the latter still remains to be a
stimulating question to the researchers. It is understood that the solutions cannot be
generalized by one simple formula but varied in accordance with specific configurations
of catamarans. Displacement hull catamarans belong to a different breed of naval
architecture theory as they are significantly less dependent on hydrodynamic lift while
underway.

Displacement hulls generally operate at Froude numbers less than 2.5, and they are
supported only by their own fluid displacement while underway. Displacement vessels
generally have round bilge hulls that reach a maximum hull speed at a point at which they
operate most efficiently. Beyond this velocity, efficiency decreases exponentially as the
vessel tries to overcome its bow wave (which it is unable to do because of its rounded
hull geometry). Displacement vessels, despite their speed limitations, are better suited for
operation in rough seas because unlike planning hull forms, their forward motion is not
dependant on the sea surface. The catamaran has a larger wetted surface area compared
to the corresponding single hull vessel and therefore it is at a disadvantage in the low
speed range where the frictional resistance occupies a larger part of the total resistance. It
is considered that total resistance of catamaran consists of frictional resistance, wave
making resistance and induced drag.

The bare hull resistance of a surface vessel may be broken down into components
attributed to different processes. The resistance of a vessel in general is due to shear and
normal fluid stresses acting on the vessel underwater surface. The shear stress component
is entirely due to the viscosity of the fluid, whilst the normal stress component may be
separated into two major components; wave making due to the generation of free surface
gravity waves (inviscid) and a viscous pressure component caused by the pressure deficit
at the stern due to the presence of the boundary layer (viscous). The transom stern and the
induced drag due to wave interference between the demi-hulls present special
components that are included into pressure drag components The following diagram
depicts a bare hull resistance breakdown.

50
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Fig 4.1: Various components of catamaran resistance

In catamarans, in contrast to mono-hulls the presence of demi-hulls in close proximity

produces some additional resistance components. The Venturi effect causes an increase in
fluid velocity between the hulls; this has several effects.

 The augment in fluid velocity increases the skin friction.

 The generation of vortices in also possible.
One of the demihulls is in the flow diverted by the other and when it doesn’t match
this curved flow, a circulation is generated around the hull resulting in what is called induced
drag and cross flow at bottom. These effects can be described with viscous interference factor
(β).
Furthermore, the wave pattern generated by each of the demihulls may interfere in a
constructive manner producing an additional wave resistance component. This component is
captured by form factor (1+k).
51
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

The resistance of a ship cannot be accurately predicted unless a model test is carried
out. But in early stages of design, it is often becoming necessary to get an idea about the
resistance. Various empirical methods based on statistical analysis of data available from
model tests and full-scale tests are available for the purpose.

4.1.2 CALCULATION BY MANUAL METHOD (HOLTROP MENNEN METHOD)

RTOT = RF(1+K1) + RAPP + RW + RB + RTP + RA

RTOT = Total Resistance

RF = Friction due to ITTC 1957

(1+K1) = Form factor

RAPP = Appendage Resistance

RW = Wake making and wave breaking resistance

RB = Resistance due to bow structure

RTP = Pressure resistance of immersed transom stern

RA = Model ship correlation resistance.

4.1.2.1 CALCULATION OF RF

U-shaped sections; CSTERN=10

C13= 1.03

Substituting;
Cp = 0.76
LCB = 0
Lr = 8.64
C12 = (T/L) 0.2228446
= 0.4799

52
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Substituting in equation for (1+k) => 1.0559

Wetted surface area, S= 120 m2

Sectional area of Bulb is 0 as there is no bulb.

CB = 0.65

CM = 0.8

CWP = 0.79

Rn = vL/Ʋ

Ʋ= 1.13902 X 10-6

Rn = 8.054 X 107

CF =

= 0.00246

RF = 0.5*ῤ*S*v2*CF

RF = 2.49 kN (for one demi hull)

Frictional Resistance RF (Total) = 1.951*2

RF =4.99 kN

4.1.2.2 CALCULATON OF RW

53
Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

54
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Substituting values we get,

B/L = 0.092
c7 = 0.1037
iE = 17.466
c1 = 0.215
c3 = 0
c2 = 1
c5 = 1
L/B = 10.843
λ = 0.7737
c16 = 1.1969
m1 = -0.958386403
L3/V = 857.96
c15 = -1.057
m2 = -0.060
d = -0.9
Fn = 0.2077

Substituting in Equation for RW ,

Rw = 2.19 kN (Demi Hull)

Therefore Rw (Total) = 4.39 kN

4.1.2.3 CALCULATON OF RA

RA = 0.5* ῤ*S*v2*CA

CA = correlation Allowance Co-efficient

Substituting CA = 0.000671

RA = 1.39 kN

Therefore ,

R(Total) = RF (1+k1) + RW + RA

R(Total) = 10.78 kN

55
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Similarly doing for all speeds we get;

RF (TOTAL) RW (TOTAL) Ra (TOTAL)

Velocity (in knots) (kN) (kN) (kN) RT (kN) PE (kW)
7 3.9 2.76 1.06 7.74 27.86
7.5 4.4 3.5 1.2 9.26 35.71
8 4.99 4.3 1.39 10.79 44.39
8.5 5.59 6.06 1.57 13.23 57.87
9 6.21 6.78 1.7 14.77 68.40

Table 4.1 Comparison with RT and PE in different speed.

RT (kN)
16.0
14.0
12.0
10.0
8.0
RT (kN)
6.0
4.0
2.0
0.0
5 6 7 8 9 10

Fig 4.2: Resistance v/s speed

PE (kN)
80.0
70.0
60.0
50.0
40.0
PE (kN)
30.0
20.0
10.0
0.0
5 6 7 8 9 10

Fig 4.3: Effective Power v/s speed

56
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

4.1.2 CALCULATION USING COMPUTER SOFTWARES

4.1.2.1 CALCULATION BY NAVCAD

Software Used :HydroComp – NavCad2005: version :511

NAVCAD is software developed by HydroComp, Inc. It can be used to obtain the resistance
of Displacement, semi-displacement, planning, yacht, barge and Catamaran hull forms.

1. DEGROOT METHOD

Velocity (Knots) Fn R total (kN) PE total(kW)

7 0.192 5.44 19.6
7.5 0.205 6.19 23.9
8 0.219 6.98 28.7
8.5 0.233 7.81 34.2
9 0.246 8.8 40.8
9.5 0.26 10.59 51.4
10 0.274 12.45 64.1

Table 4.2 Relation between RT and PE in different speed

R T (kN)
14

12

10

6 R total

0
5 6 7 8 9 10 11

Fig 4.4: Resistance v/s speed

57
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

PE (kW)
70

60

50

40

30 PE total

20

10

0
5 6 7 8 9 10 11

Fig 4.5: Effective Power v/s speed

2. SIMPLE DISPLACEMENT METHOD

Velocity (Knots) Fn R total (kN) PE total( kW)

7 0.192 5.449 19.6
7.5 0.205 6.194 23.9
8 0.219 6.983 28.7
8.5 0.233 7.815 34.2
9 0.246 8.808 40.8
9.5 0.26 10.519 51.4
10 0.274 12.456 64.1

Table 4.3 Relation between RT and PE in different speed

RT (kN)
14
12
10
8
6 R total

4
2
0
5 6 7 8 9 10 11

Fig 4.6: Resistance v/s speed

58
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

PE (kW)
70
60
50
40
30
20
10
0
5 6 7 8 9 10 11

Fig 4.7: Effective Power v/s speed

By comparing the resistance obtained by various methods, resistance obtained by

Holtrop Mennen Method is higher than other methods.

Here I have not considered resistance due to fouling, shallow water resistance, resistance due
to interference of 2 hulls since there are no specific methods for its estimation.

Therefore giving an allowance of 40% extra from the resistance value calculated using the
manual method, we get

R (TOTAL) = 15.1 kN

PE = R (TOTAL) * V

PE = 62.13 kW

Hence, this resistance value is chosen for the power estimation of the vessel.

59
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

4.2 POWERING AND PROPULSION

4.2.1 INTRODUCTION

Having knowledge of the variation of resistance with speed, the next step is to select a
battery which is able to deliver the power required to overcome the resistance. For this an
approximate prediction of shaft power should be done. After the selection of the battery a
propulsion system suitable to deliver the thrust to overcome the resistance at the maximum
possible efficiency is to be designed. Finally an analysis of the performance of the propulsion
system for service condition is made to ensure that the ship can achieve the desired service
speed. All these processes are done in this section.

4.2.2 PROPULSION SYSTEM

Azimuthing propulsion system is selected. Azimuth thrusters are advanced

propulsion engines (mechanisms) that have outshone all the conventional forms of
mechanisms. Azimuth thrusters couples purposes of all these mechanisms to produce a single
structure that not only performs more efficiently than all of the mechanisms taken together,
but also assists in conserving money and energy to a larger extent.

Azimuth thruster is an arrangement in which the propeller is placed in pods that can
be rotated in any horizontal direction. This eradicates the use of a rudder. The stem of the
thruster accommodates shafts that are connected to a motor located inside the ship. The
azimuth thrusters are divided into two types based on the position of the motor.

Azimuth thrusters are fixed or re-tractable type and are available as controlled or fixed pitch
propellers. Fixed pitch are generally used for small sized boats such as tugs and ferries.
Retractable thrusters are used for heavy structures such as offshore drilling or dp structures
and even military vessels.

Azimuth thrusters are advanced propulsion engines (mechanisms) that have outshone all the
conventional forms of mechanisms. Azimuth thrusters couples purposes of all these
mechanisms to produce a single structure that not only performs more efficiently than all of
the mechanisms taken together, but also assists in conserving money and energy to a larger
extent.

4.2.3 Podded Propellers:

Pods are devices which combine both propulsive and steering functions in one device. These
are usually located below the stern of a ship, making use of the following internal
components: a fix pitch propeller, shaft, thrust and support bearings, brake, and shaft seals;
exciter; AC motor (synchronous); bilge pump; and appropriate monitoring and control
equipment. The steering unit uses slewing gears and is located in the hull above the pod itself.
Lubrication equipment and ventilation/cooling units are usually located externally, as sub
systems.

60
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

4.2.4 Construction and Working:

Azimuth Thrusters are such a fine piece of mechanism that it has totally eradicated the use of
conventional form of propulsion systems. Just imagine, a ship with just azimuth thrusters, no
need of a rudder, bow or stern thruster or a controlled pitch propeller. All jobs done by just
one mechanism. Isn't it amazing? Just imagine the savings in material costs and ship's space
and energy. Not only that, they give better manoeuvrability than any of the conventional
systems.

Azimuth Thruster is an arrangement in which the propeller is placed in pods that can be
rotated in any horizontal direction. This eradicates the use of a rudder. The stem of the
thruster accommodates shafts that are connected to a motor located inside the ship. The
Azimuth thrusters are divided into two types based on the position of the motor.
Azimuth Thrusters are fixed or re-tractable type and are available as controlled or fixed pitch
propellers. Fixed pitch are generally used for small sized boats such as tugs and ferries.
Retractable thrusters are used for heavy structures such as offshore drilling or DP structures
and even military vessels.

Fig 4.8 Parts of an Azimuthing propeller

4.2.5 Types of Azimuth Thrusters:

Two major variants in azimuth thrusters, based on the location of the motor are:

Mechanical transmission -where a motor inside the ship is connected to the outboard unit
by gearing. The motor may be diesel or diesel-electric.

61
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Electrical transmission- are more commonly called pods, where an electric motor is fitted in
the pod itself, connected directly to the propeller without gears. The electricity is produced by
an on-board engine, usually diesel or gas turbine.

Mechanical azimuthal thrusters are divided in two types i.e. Z-drive and L-drive.

A Z-drive is a type of marine propulsion unit. Specifically, it is an azimuth thruster. The pod
can rotate 360 degrees allowing for rapid changes in thrust direction and thus vessel
direction. This eliminates the need for a conventional rudder.

The Z-drive is so named because of the appearance (in cross section) of the
mechanical driveshaft or transmission configuration used to connect the mechanically-
supplied driving energy to the Z-Drive azimuth thruster device. This form of power
transmission is called a Z-drive because the rotary motion has to make two right angle turns,
thus resembling the letter "Z". This name is used to differentiate the arrangement of drive to
that of the L-drive. It does not refer to an electric motor in a rotating pod.

The Z-drive transmission was invented in 1950 by Joseph Becker, the founder of Schottel,
and used in the first azimuth thrusters built by Schottel GmbH in Germany in the 1960s under
the Schottel brand name and referred to as Rudder propeller ever since. Joseph Becker was
awarded the Elmer A. Sperry Award for this invention as a major contribution to the
improvement of transportation worldwide.

Fig 4.9 Z-Drive type Azimuthing propeller

An L-drive is a type of azimuth thruster in which the pod-mounted propellers are driven
mechanically rather than electrically. Azimuth thruster pods can be rotated through a full 360
degrees, allowing for rapid changes in thrust direction and eliminating the need for a
conventional rudder. This form of power transmission is called L-drive because the rotary
motion has to make one right angle turn, thus looking a bit like the letter "L". This name is
used to make clear the arrangement of drive is different from Z-drive.

62
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Fig 4.10 L-Drive type Azimuthing propeller

Mechanical azimuth thrusters can be counter rotated, deck mounted and retractable.

4.2.5.1 Counter Rotated Propellers:

Two propellers are mounted either side of the tail, each turning in opposite directions. The
second propeller eliminates the rotation in the water caused by the first propeller. This
improves the vessels performance up to even 15% compared to a single propeller.

As the power is divided over two propellers, it is possible to put more power on smaller
propeller diameters. These are extremely quiet. The reason for this is that the blade load is
lower, because the input power is divided over two propellers and because of the rotational
speed which is lower than with a single propeller.

Fig 4.11 Counter Rotated Azimuthing propeller

63
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

4.2.5.2 Deck Mounted Propellers:

Many propulsion unit construction companies are expert in the field of constructing self-
contained, powered deck-mounted units, thus allowing non-powered vessels, such as barges,
to become self-propelled. The deck-mounted installation can also be supplied, if required, a
variable height mechanism in order to facilitate the adjustment of the height of the
propeller. There is facility provided for full accessibility for all the necessary servicing and
maintenance.

Fig 4.12 Deck Mounted Azimuthing propeller

4.2.5.3 Retractable Propeller:

Direct power transmission using a vertical top-mounted electric motor eliminates the need for
special shaft and quick-release coupling arrangements when the thruster is lowered into and
retracted from the working position. This solution also eliminates the need for gearboxes to
connect the prime mover to the thruster — resulting in better total efficiency

Fig 4.13 Retractable Azimuthing propeller

64
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

4.2.6 PROPERLLER SELECTED

Thrustmaster T pod propellers are selected

The Thrustmaster T-Pod features:

 High Maneuverability
 Compact and efficient design - integrated permanent magnet motor
 Excellent braking / speed reducing characteristics
 Easy installation - no alignment
 Push and pull configurations available
 Reduced/minimal maintenance
 Robust electric drive integrated in pod - no 90 degree gears
 Full 360 degree non-stepping continuous steering under full load conditions

Technical Data of T Pod Propellers.

Performance = 130 kW

Rpm = 1200

Maximum stem length = 1.5 m

Weight = 1500 kg

Propeller Diameter = 450 mm

Steering Range = 3600

Fig 4.14 Thrustmaster T pod propeller

65
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

4.2.7 BATTERY SELECTION

Lithium Iron Phosphate batteries are selected, ie RELi3ON series RB 300 HP .

Fig 4.15 Technical specification of battery

4.2.7.1 TECHNICAL SPECIFICATIONS

Normal Voltage = 12.8 V

Normal Capacity = 300Ah

Energy = 3840 Wh

Weight = 37.5 kg

4.2.8 ESTIMATION OF POWER REQUIREMENTS

Distance between 2 jetty = 2.5 km

Service speed = 8 knots

Time required to complete one voyage =607.5 sec =0.168 hr

QPC = {3.6*CB (1- 0.9*CB)} – {V/ (4.8CB *(L^0.5))} = 0.5

PE =62.132 kW

PD =PE/QPC = 62.132/0.5

= 124.26 kW

66
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

By considering other power requirements like navigation lights and other controls,

Power required onboard for one voyage = 130kW

Total energy required for one voyage = power * time for voyage

= 130 *0.1687 h =21.93 kWh

Energy output from one battery = 3.840 kWh

No: of batteries required for one voyage = Total energy required for one voyage/ Energy
produced by one battery
= 21.93/3.840
No: of batteries required for one voyage = 5.71 ~ 6 batteries.

No: of batteries required for one trip = 12 batteries.

4.2.9 ESTIMATION OF POWER FROM SOLAR PANNELS

4.2.9.1 SOLAR PANEL SPECIFICATIONS

Solar panel selected: PARASONIC N325.

Rated Power per panel = 325 W

Dimension of each panel = 1.6*1.05 m

Weight of each panel = 18.96 kg

Total no of panels in passenger deck = 56 panels (Roof area from preliminary GA)

Total no of panels in Wheel House = 12 panels.

Therefore, Total no of solar panels = 68 panels.

Maximum power that can be generated from 68 solar panels on a sunny day = 325*68

=22.1kW

No of batteries required to store this energy = 22.1 /3.840 = 5.7 `~ 6 batteries.

Total no of batteries selected on-board = 80 batteries. (space available and also weight
reqiuirement satisfied)
ie, 4 battery banks , Each battery bank consist of 20 batteries.

Total weight of battery = 80* 37.5 = 3 t.

Considering the worst situation, in a rainy day, the vessel is able to operate 5 trips without

charging.

67
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 5

GENERAL ARRANGEMENT

68
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

5.1 INTRODUCTION

The General Arrangement of a ship can be defined as the assignment of spaces for all the
required functions and equipment, properly coordinated for location and access. The general
arrangement represents a summary or integration of information from other division and
specialties in ship design, to provide all the necessary functions of the ship in the most
efficient and economical way from an overall view point.

The efficient operation of ship depends upon the proper arrangement of each separate
space and most interrelationships between all spaces. It is important that the general
arrangement be functionally and economically developed with respect to factors that affect
both the constructional and operational cost, especially the man power required to operate the
ship.

The main factors considered in designing the General arrangement are

 Adequate spaces for required function

 Adequate stability
 Structural integrity
 Adequate provision for access

This chapter describes the general layout of the ship. The ship has three decks – vehicle deck,
passenger deck and wheel house. It is designed to carry 54 passengers, 3 trucks, 12 cars,
and 16 bikes. Being a double ended vessel it is exactly symmetrical about midship. The
unsymmetrical weights are accordingly balanced.

5.2 SUBDIVISION OF SHIP

According to IRS Chapter 10 section 2 at least the following watertight bulkheads are to be
fitted in all crafts.

Vessels of L <= 65m with engine room located aft should have at least 3 bulkheads
elsewhere minimum 4 bulkheads.

The following transverse watertight bulkheads are to be fitted in all ships:

- A collision bulkhead;
- An aft peak bulkhead;
- A bulkhead at each end of the machinery space.

The distance of the collision bulkhead from the FP is to be between 0.05LBP and 3+0.05LBP
i.e. between 1.8m and 4.8 m. It is taken as 2.m.

5.3 FRAME DISPOSITION

The longitudinal division of structure in to basic frame spaces is based on the rules specified
by IRS Chapter 3 Sec 1.3.
The normal frame spacing between aft peak and 0.2L from F.P. may be taken as:
450 + 2L [mm] for transverse framing.
In aft peak and fore peak frame spacing is not to exceed 600mm or above given specification,
whichever is less.
69
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

ie, 450 + 2L =450 + 2* 36 = 522 mm.

This is approximated to 500 mm for ease of further calculations.

Final Watertight Bulkhead Position:

The bulkheads in the demihull are allocated as follows (from aft):

Bulkhead Frame no.

Bulkhead 1 4
Bulkhead 2 20
Bulkhead 3 40
Bulkhead 4 60
Bulkhead 5 76

Table 5.1: Bulkhead disposition

5.4 PASSENGER SPACES:

The passenger spaces in this vessel would include, sitting arrangement for 54 passengers on
passenger deck and 60 passengers on main deck inside vehicles.

Passenger seats are arranged symmetrically about midship. Seat of dimension 0.5 m x
0.5 m are provided. Between two seats, 0.5 m is provided as leg space. Seat arrangement of
3 x 3 is provided on passenger deck. In between the arrangement, aisle of 1.5 m are provided
for easy passage of passengers.

5.5 WINDOWS:

Windows fitted in the superstructure and deck house are of glass. All windows are watertight.
The glass is of toughened type.

5.6 GUARD RAILS (KIV/117)

Guard rails are provided all around the vessel. The guard rails are 1 m high. A ladder has also
been provided in the aft for access to the roof for cleaning.

5.7 ANCHOR AND CABLE

According to IRS, each craft is to be provided with anchors and relevant stud link chain
cables according to its equipment number.

70
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Equipment number for the designed ship is,

Eq = D2/3 + 0.1A

 = Mass displacement

A = Area in m² in profile view of the hull, superstructures and houses

above the summer load waterline

A = 128.6 m2
 = 108.96 t
Therefore ,

Eq = D2/3 + 0.1A

Eq = 36.095

Two stockless bower anchors are selected of mass 110 kg each.

5.8 LIFE SAVING APPLIANCES

Lifesaving appliances has been given in compliance with the SOLAS requirements.

1) Life buoy

1. According to SOLAS chapter 3 regulation 22, vessel of length lesser than 60 m

are required to carry at least 08 life buoys.
2. 08 life buoys have been provided on the passenger deck attached to guardrail.

2) Life jacket

1. The vessel should carry a life jacket for 100 % of passenger and crew.
2. There is 54 + 60 = 114 life jackets are kept on board.

3) Buoyant apparatus

1. 4 inflatable buoyant apparatus are carried on board each having lifesaving

capacity of 20 peoples.

71
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

5.9 FIRE FIGHTING APPLIANCES

1. One fire driven fire pump.

2. One hand driven fire pump
3. Water service hoses of min 32 mm diameter
4. One plane nozzle
5. One spray nozzle
6. Three sand buckets
7. Sand box with 0.075 m3 capacity
8. Five CO2 fire extinguishers

5.10 NAVIGATION LIGHTS

In vessels of 12 ≤ L ≤ 50 m, the following lights are fitted:

Type No Arc of Visibility Range (nm) Colour

Mast head light 01 225° from fwd 05 White
Side lights 02- Port 112.5° from fwd on 02 a) Red - (Port)
02- Stbd respective sides b) Green- (Stbd)
Stern light 02 135° from aft 02 White
All round light 01 360° 02 White/Red/Yellow
Towing light 01 135° from aft 02 Yellow

Table: 5.2 Navigational Lights

72
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 6

DETAILED MASS AND

CAPACITY CALCULATIONS

73
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

6.1 CAPACITY CALCULATION

The capacity plan gives the volume of tanks and their centers of gravity. For the purpose of
calculating the hold capacity, the sectional areas and moments are read off from main deck.
These areas are plotted at the respective stations and a sectional area curve is drawn at the
main deck level. These areas are integrated and thus the volume of the respective tank is
determined.

This integration of the moments about the AP in each tank gives the LCG position. The
integration of moments about the baseline gives the VCG of the compartments.

6.2 DISPOSITION OF BULKHEADS

Bulkhead Frame no.

Bulkhead 1 4
Bulkhead 2 20
Bulkhead 3 40
Bulkhead 4 60
Bulkhead 5 76

Table 6.1 Bulkhead positions

The volume of various compartments, their LCG from amidship and VCG from baseline, as
calculated, are shown in Table 6.2

TANK VOLUME (m3) LCG (m) VCG (m)

Battery Room 1 45.91 -5.00 0.59
Battery Room 2 45.91 5.00 0.59
Battery Room 3 45.91 -5.00 0.59
Battery Room 4 45.91 5.00 0.59
Void Space 1 24.5 13.82 0.83
Void Space 2 24.5 -13.82 0.83
Void Space 3 24.5 13.82 0.83
Void Space 4 24.5 -13.82 0.83
Motor Room 1 1.62 18.46 1.18
Motor Room 2 1.62 -18.46 1.18
Motor Room 3 1.62 18.46 1.18
Motor Room 4 1.62 -18.46 1.18
Chain Locker Room 1 0.63 19.34 1.35
Chain Locker Room 2 0.63 -19.34 1.35
Chain Locker Room 3 0.63 19.34 1.35
Chain Locker Room 4 0.63 -19.34 1.35
Table 6.2 Compartment volume of each hull

74
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

6.3 DETAILED WEIGHT ESTIMATION:

6.3.1 DEADWEIGHT:

LCG VCG (from MOMENT

WEIGHT MOMENT
Item (from mid.) base line) (abt b.l.)
(t) (abt mid.)
(m) (m) (t-m)
(t-m)
Truck 24 0 3.1 0 74.4
Car 30 0 2.4 0 72
Bike 3.2 0 2 0 6.4
Passengers 4.05 0 5.5 0 22.275
Baggage 0.054 0 0.75 0 0.0405
Crew 0.375 0 5.5 0 2.0625
TOTAL 66.101 0 177.178

Table 6.3 Deadweight estimation

LCG (From midship) = Total moment of weight about mid. /Total weight
=0m
VCG (from B.L.) = Total moment of weight about B.L. /Total weight
=2.87 m

6.3.2 LIGHTSHIP WEIGHT ESTIMATION:

MOMENT MOMENT
WEIGHT LCG (From VCG(From
ITEM (abt mid.) (abt b.l.)
(t) mid.) (m) b.l.) (m)
(t-m) (t-m)
Hull mass 26.72 0 1 0 26.72
SS 1 3.625 0 6 0 21.75
SS2 0.4 0 7.5 0 3
Propulsion
0 5.544
System 5.04 0 1.1
Outfit 6.01 0 1 0 6.01
Total 0
42.805 63.024

Table 6.4 Light ship weight estimation

LCG (From midship.) = Total moment of weight about mid. /Total weight
=0m

VCG (from B.L) = Total moment of weight about B.L. /Total weight
= 1.05 m

75
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

6.3.3 FULLY LOADED DEPARTURE / ARRIVAL CONDITION

When the ship is fully loaded, then

Displacement = Deadweight + Light ship

= 66.101 + 42.805
= 108.9 t

LCG VCG MOMENT MOMENT

ITEM WEIGHT (t) (From (From b.l.) (abt mid.) (abt b.l.)
mid.) (m) (m) (t-m) (t-m)
Lightship 42.805 0 1.472 0 63.024
Deadweight 66.101 0 2.680 0 177.178
Total 108.906 240.202

Table 6.5 Weight estimation in fully loaded departure/ arrival condition

LCG (From midship.) = Total moment of weight about mid. /Total weight
= 0m
VCG (from B.L.) = Total moment of weight about B.L. /Total weight
= 2.20 m

Fully Loaded Departure condition will be same for Fully Loaded Arrival condition since
there is there are no consumable used during its voyage.

6.3.4 LOADED VESSEL WITHOUT PASSENGERS:

Displacement = Light ship + Vehicles on main deck + crew

LCG MOMENT MOMENT

VCG (From
ITEM WEIGHT (t) (From (abt mid.) (abt b.l.)
b.l.) (m)
mid.) (m) (t-m) (t-m)
Lightship 42.805 0 1.472 0 63.024
Truck 24 0 3.1 0 74.4
Car 30 0 2.4 0 72
Bike 3.2 0 2 0 6.4

Crew 0.375 0 2 0 0.75

TOTAL 100.38 216.574

Table 6.6 Weight estimation of vessel loaded without passenger condition

LCG (From midship.) = Total moment of weight about mid. /Total weight
=0m

76
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

VCG (from B.L.) = Total moment of weight about B.L. /Total weight
= 2.15 m

6.3.5 LOADED VESSEL WITH PASSENGERS WITHOUT VEHICLES

When the ship is loaded with consumables with passengers and no vehicles

Displacement = Crew + Light ship + Passengers.

LCG MOMENT MOMENT

VCG (From
ITEM WEIGHT (t) (From (abt mid.) (abt b.l.)
b.l.) (m)
mid.) (m) (t-m) (t-m)
Lightship 42.805 0 1.472 0 63.024
Crew 0.375 0 2 0 0.75
Passengers 4.05 0 5.5 0 22.275
TOTAL 47.23 0 86.049

Table 6.7 Weight estimation of vessel loaded with passenger without vehicles condition

LCG (From midship.) = Total moment of weight about mid. /Total weight
=0m
VCG (from B.L.) = Total moment of weight about B.L. /Total weight
= 1.82 m

77
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 7
TRIM AND STABILITY CALCULATION

78
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

7.1 TRIM CHECKS IN DIFFERENT CONDITIONS

7.1.1 INTRODUCTION
Trim refers to the longitudinal inclination of the ship. Trim may be expressed as the
angle between the baseline of the ship and the water plane, but it is usually expressed as the
difference in drafts at the bow and at the stern.
The formulae used in determining trim are given below

a) Trimming moment = Mass Displacement x (LCB-LCG)

Where LCG and LCB are measured from
aft perpendicular
b) Trim, t = Trimming moment / MCT 1 cm.
c) Slope of the trimmed waterline = trim / LBP.
d) Trim aft, tA = (LCF x trim) / LBP
e) Trim forward, tF = (LBP – LCF) x trim / LBP
f) Draft aft, TA = T + tA
g) Draft forward, TF = T - tF

The values of LCB, LCF, and MCT can be found out from hydrostatic curves.

Assumptions -
a) The trimmed and even keel waterlines intersect at the centre of floatation of
the even keel waterline.
b) There is no change in MCT1cm as the ship is trimmed.
c) Free surface effect is negligible.
The trim and stability is calculated for four conditions.
1) Light ship Condition
2) Fully loaded departure / arrival condition
3) Vessel loaded without passengers condition
4) Vessel loaded with passengers without vehicles.

7.1.2 LIGHT SHIP CONDITION

The Light ship is the condition without any items of consumables or variable load.
Lightship weight is the weight of the ship complete including hull, machinery, outfit, and
other equipment along with the added displacement due to ballasting the void tanks.

79
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

The displacement in light ship condition is less that there is a need to ballast the tanks
in order to meet propeller immersion.
Density of water = 1 kg/m3
Weight of ballast = 64 t (16 * 4)
Displacement = 106.805 t
LCG = 0 m from amidship
VCG = 1.069 m above Base line
From hydrostatic particulars corresponding to the above displacement,
T = 0.68 m
LCB = 0 m from amidship
Trimming Moment = Δ (LCB-LCG)
= 0 t-m
Total Trim = Trimming Moment/MCT1cm
=0m

7.1.3 FULLY LOADED ARRIVAL/ DEPARTURE CONDITION:

This is the condition with full allowance of passengers and variable loads. All the ship’s
spaces are filled to normal capacity with load items intended to be carried in these spaces.
Displacement = 108.96 t
LCG = 0 m from amidship
VCG = 2.20 m above keel line
From hydrostatic particulars corresponding to the above displacement,
T = 0.7 m
LCB = 0 m from amidship
Trimming Moment = Δ (LCB-LCG)
= 0 t-m
Total Trim = Trimming Moment/MCT1cm
=0m

80
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

7.1.4 VESSEL LOADED WITHOUT PASSENGERS CONDITION

This condition describes the ship after being bunkered and before passenger boarding and
crew on board.

Displacement = 100.38 t
LCG = 0 m from amidship
VCG = 2.15 m above Baseline
From hydrostatic particulars corresponding to the above displacement,
T = 0.64 m
LCB = 0 m from amidship
Trimming Moment = Δ (LCB-LCG)
= 0 t-m
Total Trim = Trimming Moment/MCT1cm
= 0m

7.1.5 FULLY LOADED WITH PASSENGERS WITHOUT VEHICLES CONDITION

This is the condition with full allowance of passengers and variable loads without vehicles.
All the ship’s spaces are filled to normal capacity with load items intended to be carried in
these spaces. In this condition also, ballasting of tanks is necessary.
Density of water = 1 kg/m3
Weight of ballast = 60 t (15 * 4 tanks)
Displacement = 107.23 t
LCG = 0 m from amidship
VCG = 1.23 m above Baseline
From hydrostatic particulars corresponding to the above displacement,
T = 0.69 m
LCB = 0 m from amidship
Trimming Moment = Δ (LCB-LCG)
= 0 t-m
Total Trim = Trimming Moment/MCT1cm
= 0m

81
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Displacement Trim Ta Tf
SL No Condition (t) (cm) (m) (m)
1 Lightship 106.805 0 0.68 0.68
Fully Loaded
2 Departure/Arrival 108.96 0 0.7 0.7
3 Vessel Without Passenger 100.38 0 0.64 0.64
4 Fully Loaded Without Vehicles 107.23 0 0.69 0.69

Table 7.1 Trim check values

From the above table it is clear that trim is zero in all the four conditions.

7.1.6 IMO INTACT STABILITY CRITERIA

The IMO Code on Intact Stability applies to ships and other marine vehicles of 24 m
length and above.

i) The area under the righting lever curve (GZ curve) is to be not less than 0.055 meter-
radians up to (θ = 30o angle of heel), and not less than 0.09 meter-radians up to θ = 40o or
the angle of flooding, θf, if this angle is less than 40o. Additionally, the area under the
righting lever curve (GZ curve) between the angles of heel of 30o and 40o is to be not less
than 0.03 meter-radians. θf is an angle of down flooding.

ii) The righting lever GZ is to be at least 0.20 m at an angle of heel equal to or greater than
30o.

iii) The maximum righting arm is to occur at an angle of heel preferably exceeding 30o but
not less than 25o.

iv) The initial metacentric height GM is to be not less than 0.15 m

If a vessel of catamaran or multihull type does not meet the stability criteria mentioned
above, the vessel should meet the following criteria:

The stability criteria have been revised as per the 2000 HSC Code requirements.

1. Maximum GZ should occur at an angle not less than 10°.

2. Area under the GZ curve up to an angle θ shall be at least:

82
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

A1=0.055*30°/θ (m rad.)
Where θ is the least of the following angles-

i) the down flooding angle

ii) the angle at which the maximum GZ occurs

7.2 CROSS CURVES OF STABILITY

To determine the moment of weight and buoyancy tending to restore the ship to the upright
position at large angles of heel, it is necessary to know the distance from the center of
gravity, through which the weight force acts downward, to the vertical line through the center
of buoyancy, through which the equal upward force of buoyancy acts. This distance is called
the righting arm and is usually referred to as GZ. These Cross Curves of Stability provide a
means of presenting this distance for any probable value of displacement and for several
angles of heel.

Cross curves of stability are done using a computer program ‘General Hydrostatics
(GHS)’. For this, first the geometry file is created. Offsets are fed with respect to the A.P.
Range of heel angles and mass displacements are the inputs. The program computes the value
of KN vs. mass displacement.

Fig 7.1 Cross Curves of Stability

83
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

The GZ curve is drawn for the four loading conditions.

1) Light ship condition.

2) Fully loaded departure / arrival condition.
3) Loaded Vessel without passengers.
4) Loaded vessel with passengers without vehicles.

GZ = KN – KG Sin θ

The KN values are obtained for the corresponding displacements for each condition from the
Cross curves of stability. The GZ values are obtained for the different angles of heel and a
curve is plotted with angle of heel as abscissa and GZ as ordinate.

7.2.1 LIGHT SHIP CONDITION

Displacement = 106.805 t
KG = 1.069 m above Base line

ANGLE OF
HEEL (deg) 0 5 10 15 20 25 30 40 50 60 70 80 90
GZ (m) 0.00 0.63 1.21 1.72 2.23 2.45 2.57 2.61 2.28 1.87 1.50 1.15 0.83

Table 7.2 Values of GZ for various angle of heel in Lightship Condition

9.0
8.0
7.0
6.0
5.0
GZ

4.0
3.0
2.0
1.0
0.0
0 10 20 30 40 50 60 70 80 90 100
Angle of heel

Fig 7.2: GZ Curve (Lightship Condition)

84
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Maximum GZ occurs at 32.30

GZmax = 2.64 m
Area up to 32.30 = 0.79 m- rad.
As per rule area required = 0.055*30/30
= 0.055 m-rad.
Area under 300 = 0.71 m-rad.
Area under 400 = 1.28 m-rad.
Area between 300 to 400 = 0.57 m-rad.
Hence condition satisfied.
Initial GM = 7.05 m

Initial GM is obtained by drawing a tangent to the GZ curve which will intersect a vertical
line drawn at 1 radian or 57.3°. The value of GZ at the point of intersection will give the
initial GM.

7.2.2 FULLY LOADED ARRIVAL/ DEPARTURE CONDITION:

Displacement = 108.96 t
KG = 2.20 m above Base line

ANGLE OF
HEEL (deg) 0 5 10 15 20 25 30 40 50 60 70 80 90
GZ (m) 0.00 0.53 1.02 1.43 1.85 1.97 2.00 1.89 1.52 1.00 0.53 0.23 0.10

Table 7.3 Values of GZ for various angle of heel in Arrival/ Departure Condition

9.0
8.0
7.0
6.0
5.0
GZ

4.0
3.0
2.0
1.0
0.0
0 10 20 30 40 50 60 70 80 90 100
Angle of Heel

Fig 7.3: GZ Curve (Fully Loaded / Arrival Condition)

85
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Maximum GZ occurs at 31.30

GZmax = 2.08 m
Area up to 31.30 = 0.73 m- rad.
As per rule area required = 0.055*30/30
= 0.055 m-rad.
Area under 300 = 0.72 m-rad.
Area under 400 = 1.24 m-rad.
Area between 300 to 400 = 0.52 m-rad.
Hence condition satisfied.
Initial GM = 7.02 m

7.2.3 VESSEL LOADED WITHOUT PASSENGERS CONDITION

Displacement = 100.38 t
KG = 2.15 m above Base line

ANGLE OF
HEEL (deg) 0 5 10 15 20 25 30 40 50 60 70 80 90
GZ 0.00 0.53 1.03 1.44 1.87 1.99 2.03 1.92 1.55 1.04 0.58 0.28 0.15

Table 7.4 Values of GZ for various angle of heel in without passenger Condition

9.0

8.0

7.0

6.0

5.0
GZ

4.0

3.0

2.0

1.0

0.0
0 10 20 30 40 50 60 70 80 90 100
Angle of Heel

Fig 7.4: GZ Curve (Vessel Loaded without Passenger Condition)

86
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Maximum GZ occurs at 32.230

GZmax = 2.11 m
Area up to 32.230 = 0.76 m- rad.
As per rule area required = 0.055*30/30
= 0.055 m-rad.
Area under 300 = 0.73 m-rad.
Area under 400 = 1.26 m-rad.
Area between 300 to 400 = 0.53 m-rad.
Hence condition satisfied.
Initial GM = 6.95m

7.2.4 FULLY LOADED WITH PASSENGERS WITHOUT VEHICLES CONDITION

Displacement = 107.23 t
KG = 1.23 m above Base line

ANGLE OF
HEEL (deg) 0 5 10 15 20 25 30 40 50 60 70 80 90
GZ 0.00 0.61 1.19 1.68 2.18 2.38 2.49 2.51 2.16 1.54 1.04 0.69 0.47

Table 7.5 Values of GZ for various angle of heel in without Vehicles Condition

9.0
8.0
7.0
6.0
5.0
GZ

4.0
3.0
2.0
1.0
0.0
0 10 20 30 40 50 60 70 80 90 100
Angle of Heel

Fig 7.5: GZ Curve (Vessel Loaded with Passenger without Vehicles Condition)

87
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Maximum GZ occurs at 32.40

GZmax = 2.58 m
Area up to 32.40 = 0.78 m- rad.
As per rule area required = 0.055*30/30
= 0.055 m-rad.
Area under 300 = 0.76 m-rad.
Area under 400 = 1.27 m-rad.
Area between 300 to 400 = 0.51 m-rad.
Hence condition satisfied.
Initial GM = 7.01 m

Vessel Fully loaded

Fully loaded
IMO loaded with
Light ship Departure/
recommended without Passengers Result
Condition Arrival
values Passenger without
Condition
Condition Vehicles
Condition

Area under Amin = 0.055 Amin = 0.055

Amin= 0.055 Amin = 0.055
the GZ curve m-rad
up to the m-rad m-rad m-rad
Satisfied
angle A obtained = A obtained =
A obtained =
correspondin 0.79 m-rad A obtained =
0.73m-rad 0.76 m-rad
g to GZmax. 0.781 m-rad

Initial GM
should be 7.05 m 7.02 m 6.95 m 7.01m Satisfied
greater than
0.15 m
GZ is to be
atleast 0.2m
2.64 m 2.08 m 2.16 m 2.58 m Satisfied
at angle of
heel 300
Maximum
GZ at an
32.30 31.30 32.230 32.40 Satisfied
angle not be
less than 100

88
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Area under
the GZ curve
not to be less
0.74 m-rad 0.72 m-rad 0.73 m-rad 0.76 m-rad Satisfied
than 0.055
m-rad up to
300
Area under
the GZ curve
not to be less
1.28 m-rad 1.24 m-rad 1.26 m-rad 1.27 m-rad Satisfied
than 0.09
m-rad up to
400
Area under
GZ curve
between 300
0.57 m-rad 0.52 m-rad 0.53 m-rad 0.51m-rad Satisfied
to 400 is not
less than
0.03m-rad.

Table 7.6 Stability check values

7.3 CONCLUSION
1. In all the above three critical conditions, vessel experiences no trim.
2. Stability criteria as per the IMO regulations are satisfied in all the conditions.

89
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 8
MIDSHIP SECTION

90
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

8.1 SYMBOLS AND DEFENITIONS:

Rule length, L - the distance, in meters, on the classification waterline from the fore side of
the stem to the after side of the rudder post, or to the centre of the rudder stock if there is no
rudder post. L is to be not less than 96 per cent, and need not be greater than 97 per cent, of
the extreme length on the classification waterline.

L = 36 m

Breadth B - the greatest moulded breadth, in meters.

B = 10 m

Width if demi hull = 3.32 m

Depth D - is measured, in meters, at the middle of the length, L from the base line to top of
the deck beam at side on the uppermost continuous deck.

D = 1.5 m

Draught T - is the distance in meters, between the classification waterline and the base line
amidships.

T = 0.7m

IRS Rules and Regulations for the Construction and Classification of High Speed Crafts and
Light Crafts is used for the midship section calculation.

8.2 FRAME DISPOSITION

The longitudinal division of structure in to basic frame spaces is based on the rules specified
by IRS Part 3 Chapter 3 Sec 1.3.

The normal frame spacing between aft peak and 0.2L from F.P. may be taken as:

450 + 2L [mm] for transverse framing.

In aft peak and fore peak frame spacing is not to exceed 600mm or above given specification,
whichever is less.

ie, 450 + 2L =450 + 2* 36 = 512 mm.

This is approximated to 500 mm for ease of further calculations.

8.3 NUMBER AND POSITION OF BULKHEAD

The following transverse watertight bulkheads are to be fitted in all ships:

 A collision bulkhead;
 An aftpeak bulkhead;
 A bulkhead at each end of the machinery space.

91
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

The bulkheads in the demihull are allocated as follows (from aft):

Bulkhead Frame no.

Bulkhead 1 4

Bulkhead 2 20

Bulkhead 3 40

Bulkhead 4 60

Bulkhead 5 76

Table 8.1: Bulkhead disposition

8.4 HEIGHT OF BULKHEADS

All the bulkheads are placed till the main deck.

8.5 CONSTRUCTION TYPE AND FRAMING PATTERN

The vessel is made of single bottom construction. The floor, side shell and deck are all
transversely framed.

8.6 DESIGN OF MIDSHIP SECTION

The standard frame spacing sr may be taken as 480 + 2L,

sr = 552 mm

8.6.1 BOTTOM PLATING THICKNESS [ch6/3/3.2.21 IRS Rules]

(minimum thickness requirement)

s/sr =0.905

Therefore t =7.518 mm

Thickness calculation by lateral local load

pressure,

Thickness of plate subjected to lateral pressure =

fa = 1

fr = 1

σa = 0.2% of proof stress or 70% of the ultimate strength of Aluminium = 193.05 MPa.

92
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

= 20.207kN/m2

Therefore, t = 7.40 mm

Thickness provided, t = 8 mm.

8.6.2 KEEL PLATE THICKNESS

Thickness to be 1mm greater than that required for adjacent plating

8mm + 1mm = 9mm

Selected = 10mm

8.6.3 SIDE PLATING THICKNESS

(ch6/3/3.3.2 IRS Rules)

t = 6.413 mm (minimum thickness requirement)

Thickness calculation by lateral local load

pressure,

Thickness of plate subjected to lateral pressure =

ks = 7.5

p = 12.367 kN/m2

Therefore, t = 4.2 mm.

Comparing both the requirements, thickness provided = 7 mm.

8.6.4 DECK STRUCTURE PLATING THICKNESS [Chapter 8, Ref 11.1.1 IRS Rules]

Strength deck plate thickness =

t= 6.413 mm

Deck is subjected to wheel loads also. The thickness‘t’ of deck plating subjected to wheel
loads is

t = [c1*fa√c2*b*s*p*k*10-3/m + tc] mm

93
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Where,

p = 12.5*w*10-3/n*a*b

w = axle load

n = no. of load area per axle

c1= 0.137

c2 = 1.3 – 38/ (a/s + 1.8)2 = 0.2

a = extent of load area parallel to stiffener = 380mm

b = extent of load area perpendicular to stiffener = 250mm

m = 1.3 – 38 [(b/s)2-4.7(b/s) +6.5] = 6.29 mm

p = 580 kN/m2

t = 7.83 mm

Selected thickness = 8 mm

8.6.5 BULKHEAD

Thickness of ordinary watertight bulkhead =

t = 5.344 mm

(minimum thickness requirement)

Design pressure ‘p’ of ordinary bulkheads is given by = 10h kN/m2

h = vertical distance from load point to uppermost continuous deck

h = 1.5

p = 10*1.5 = 15.0 kN/m2

Allowable bending stress = 160 N/mm2

Vertical Stiffener spacing = 500 mm

t = 15.8s√p/√σ *10-3 + tc mm

t = 2.6 mm

Comparing both the requirements, thickness provided = 6 mm.

94
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

8.6.7 PLATE FLOOR

To be fitted at every frame

Depth at centerline d= 40*B = 400 mm

Thickness of web , t = d/100+2.5 = 5.46mm = 6mm

Area of face plate = 3.5 *T√k

= 6.4cm2

Face plate = 70*10mm is chosen

Section selected = 400*70*6 (T)

8.6.8 CENTRE GIRDER

Scantlings not to be less than floors

Minimum Z = S2*p*b*103/m*σ + Zc

Design pressure, p = 24.3 kN/mm2

Spacing of girder, b = 1.85m, so that load is equally distributed

Span of girder = web spacing = 4*s

m = 10 in general

Web depth is same as floors = 400mm

Web thickness = √1.95L+1.3 = 6.69mm = 7mm

Selected = 10 mm

Face plate area = 0.42*K*L = 9.37cm2

Face plate sleeted = 110*10mm

Section selected = 400*110*10(T)

8.6.9 SIDE SHELL WEB FRAME

Minimum Z = [b*p*S2 *10-3 / m*σ] + Zc

m = 10 in general

σ = 190/k N/mm2

95
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Zc = 0mm

Span of frame, S = 2.5m

Spacing, b = 2m

Design Pressure = 16.6 kN/m2

Z = 129.68 cm3

Selected section = 100*100*20 (T)

8.6.10 SIDE SHELL ORDINARY FRAME

Load Point, ho = 0.91m

Design Pressure, p = 16.6 kN/m2

Z = 5.5√L*K

= 5.5√22.31*1 = 25.97 = 30 cm3

Selected Section = 50*50*10 (T)

8.6.11 SIDE STRINGERS

Minimum Z = [b*p*S2 *10-3 / m*σ] + Zc

m = 10 in general

σ = 160/k N/mm2

Zc = 0 mm

Span of frame, S = 2m

Spacing, b = 0.5m

Design Pressure = 16.6 kN/m2

Z = 10.37cm3

Section Selected = 70*70*10 (T)

8.6.12 STRENGTH DECK BEAMS

The section modulus ‘Z’ of deck beam is not to be less than

Z = ((spl2/1600) + ZC cm3

Where,

p = H1 – 10ho kN/m2

96
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Minimum value is 5 kN/m2

H1 = 9+0.15*(L-20) = 9.34

ho = 1.75 – 0.75 = 1 m

p = 9.34 – 10*1 = - 0.66 kN/m2

Taking minimum value of p = 5 kN/m2

s = spacing of stiffeners, 500 [mm]

l = span of stiffeners, 2.5 [m]

Zc = 0 mm

Z = 9.7 cm3

Selected section = 50*50*10 (T)

8.6.13 STRENGTH DECK TRANSVERSE

Section modulus, Z = [b*p*S2*10-3 / mσ] + Zc

Where,

Spacing of deck transverse, b = 4*s = 2m

Span of deck transverse, S = 2.5 m

m = 10

σ = 160 N/mm2

p = 5 kN/m2 , same criteria as that of deck beam

Zc = 0

Z = 39.06 cm3

Selected section = 130*130*10 (T)

8.6.14 DECK GIRDER

Section modulus, Z = [b*p*S2*10-3 / mσ] + Zc

Where,

Spacing of deck transverse, b = 4*s = 2m

Span of deck transverse, S = 2.5 m

m = 12

97
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

σ = 160 N/mm2

p = 5 kN/m2, same criteria as that of deck beam

Zc = 0

Z = 26.04 cm3

Selected section = 80*80*10 (T)

8.7 SECTION MODULUS CALCULATION

DIMENSION AREA A
ITEM mxm (m2) H (m) Ah (m3) Ah2 (m4) Iown
Keel Plate 0.50 x 0.01 0.005 0.005 0.000025 2.375E-07 4.17E-08
Bottom Plate 1.6 x 0.008 0.0288 0.004 0.0001 4.608E-07 1.536E-07
Side Shell 1.09 x 0.007 0.02163 1.1 0.0237 0.0261 1.721E-02
Deck Plate 1.6 x 0.008 0.0128 1.503 0.0444 0.0668 1.579E-07
0.4 x 0.11 x
Centre Girder 0.01/0.01 0.04 0.225 0.0067 0.0015 1.450E-05
Cross
Structure 0.1 x 0.007 0.0007 1.3 0.00091 0.001183 2.830E-09
Deck Girder 0.08 x 0.08 x 0.01 0.0064 1.49 0.003874 0.0057 5.060E-06
SS 1 2.25 x 0.007 0.0157 5.5 0.097183 0.6015 6.000E-03
SS 2 2.25 x 0.007 0.0157 7.01 0.11775 0.8831 6.000E-03
TOTAL 0.1952 0.2159 1.5862 2.923E-02

Table 8.2 Section Modulus Calculation

Where,

h = height of the center of gravity from the keel

Height of the Neutral axis, hNA = Σ (Area x h) / Σ Area

= 0.2159/0.1952

= 1.912 m

Half Moment about Keel IKEEL = Σ (Area x h2) + Σ IOWN

= 1.615 m4

Half Moment about neutral axis INA = IKEEL - Σ Area x hNA2

= 1.0516 m4

98
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

Moment about neutral axis = 2 x Half Moment about neutral axis INA

= 2.1032 m3

Section modulus above deck = INA / hDECK

= INA / h(MDK- NA)

= 2.868 m3

Section modulus above keel = INA / hKEEL

= INA / hNA

= 2.0681 m3

Minimum section modulus required is

Zmin = [Ms+Mw/σl]*10-3 cm3

σl = 175/k, within 0.4L amidship

= 143.7961 N/mm2

Still water bending moment, Ms = 0.375L2B

= 4860 kN.m

Wave bending moment, Mw = CL2B

C = 0.3 for zone 3

= 3888 kN.m

Zrequired = 0.608 m3

The calculate section modulus is greater than the required one. Hence longitudinal strength is
satisfied.

99
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 9

OUTLINE SPECIFICATION

100
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

9. GENERAL FEATURES

The vessel is an Solar Powered Inland Double-ended Ro Ro Ferry designed to carry

54 passengers, 3 trucks, 12 cars and 16 bikes. The vessel is designed to operate at a
cruising speed of 8 knots. This design project is an attempt to develop a public class
vessel operating in these stretches of Kerala backwaters .The vessel is designed optimally
to operate from Vaikom-Thavanakadavu route. A crew size of 05 is assigned for the
vessel. The material of construction of the vessel is Aluminum.

9.1 CLASSIFICATION

The inland ferry is classified under Indian Register of Shipping (IRS).

The class notation is 卐 RO-RO pax catamaran ferry, zone 3.

9.2 MAIN PARTICULARS OF THE SHIP

LBP : 36 m
B (overall) : 10 m
b (demi-hull) : 3.32 m
D : 1.5 m
T : 0.7 m
CB : 0.65
CW : 0.79
CM : 0.89
CP : 0.73
Displacement : 108.96 t
Service Speed : 8 knots

.
9.3 MOTOR PARTICULARS

Model - TEC 132 S-4 induction motor

Weight 39 kg
Dimension(cm) 100 x 26 X 26
Rated current at 220V 27.2A
Maximum safe speed (rpm) 1100
Power factor 0.83
Efficiency (%) 89.5%

101
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

9.4 PROPELLER DATA

Thrustmaster T pod propellers are selected

Technical Data of T Pod Propellers.

Performance = 130 kW

Rpm = 1200

Maximum stem length = 2 m

Weight = 1500 kg

Propeller Diameter = 550 mm

Steering Range = 3600

9.5 SPECIAL FEATURES

1. The ship is transversely framed in the hull as well as the superstructure.

2. The material of construction of the vessel is Aluminium.
3. The hull is exactly symmetrical about midship .It consist of following compartments
in one demi-hull 02 battery room, 02 void space, 02 motor compartment, and 02 chain
locker.
4. The mode of propulsion is electric-motor powered by solar panels.
5. The design is free from CARBON FOOTPRINTS and designed for optimum safety for
tourists even in worse conditions of loading.
6. A frame spacing of 500 mm is given throughout.

9.6 PASSENGER SPACES DETAIL

1. Sitting arrangement for 54 passengers on passenger deck.

2. Passenger seats are arranged symmetrically about midship. Seat of dimension 0.5 m x
0.5 m are provided. Between two seats, 1 m is provided leg space and baggage space.

9.7ANCHORING ARRANGEMENTS

Equipment number of anchor = 36.095

No. of anchors = 2
Weight of each anchor = 14 kg
Type = High holding power - bower anchor

9.8 LIFE SAVING APPLIANCES

Life saving measures is the most important matter to be kept in mind while the ship is
set for voyage. In case of an accident all the lives on-board are to be rescued. There is
also a chance for fire hazard. Since the onshore help will take time, it is necessary that
every ship being built must have in it lifesaving and firefighting appliances.
Some of the lives saving appliances used in this ship are given below.

102
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

1. Life rafts
2. Lifebuoys
3. Line Throwing Appliances
4. Radio Equipment
5. Lifejackets

9.9 FIRE FIGHTING APPLIANCES

The vessel is provided with the following Fire Fighting Appliances:

1. Portable fire extinguishers: 02 no’s AFFF and one each of CO2 and DCP.
2. Automatic sprinkler and fire alarm system in the machinery space
3. A sand bucket and one water bucket of capacity 15 liters each.
4. Break Glass Fire Alarm in Passenger Spaces.

9.10 NAVIGATION AND COMMUNICATION EQUIPMENTS

Wheelhouse is fitted with the following equipments:-

1. Magnetic compass.
2. Engine control consoles
3. Steering wheel.
4. Chart table with drawer for charts, maps and navigational publication
5. Locker with locking arrangement for navigational instruments.
6. Radio communication transceiver set.
7. Rudder angle indicators.
8. One sextant.
9. Navigational lights control indicators.

9.11 LIGHTS INTENDED FOR NAVIGATION

 One mast head light forward (white).

 Two side lights (starboard green and port red).
 One stern light (white).
 One all-round light
 One towing light yellow).

103
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 10

DISCUSSIONS ON THE DESIGN

AND
CONCLUSION

104
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

10.1. DIMENSION FIXING

The vessel is designed to carry 114 passengers, 3 trucks, 12 cars and 16 bikes. The seating
arrangement is chosen as to seat 54 passengers on the passenger deck. The dimensions of the
vessel are so chosen such as to provide maximum comfort for the passengers as well as
sufficient spaces for the arrangement of vehicles and storage of the baggage.
The preliminary dimensions of the demihulls are decided to in order to minimize resistance
and simultaneously to satisfy buoyancy and stability requirements.

10.2. DEVELOPMENT OF LINES

Catamarans are generally designed for high speeds. However, they can be operated at low
speeds if wave making resistance is not a major consideration. As the vessel is operating in
slow speed range and in inland waters, the hullform selected to be combination of two
conventional demi-hull forms joined by a cross-deck platform. The preliminary development
of the lines is carried out using the "SERIES 64" model data. Further distortion and fairing is
carried using the software "DELFTSHIP" to achieve required displacement and Block
coefficient.

10.3. RESISTANCE AND POWERING

Catamaran Resistance is unique in nature, as the interference effects between the demihulls
must be considered in addition to the resistance of the demihulls in isolation. The resistance
of a catamaran is significantly affected by the hull separation distance and an appropriate
choice of the amount of separation could result in a reduction of resistance. Hence in the
beginning of the design stage the separation ratio is chosen such that there is least resistance.

The resistance check is done by 3 methods. Using NAVCAD resistance of the catamaran is
found out using deGroot and Simple Displacement methods. The resistance values are found
for a range of operating speeds of the vessel. In the service speed area the results obtained for
resistance and effective power requirements are found to be comparative range.
Azipod Propulsion is used for vessel’s propulsion.

10.4 GENERAL ARRANGEMENT

The general arrangement of the vessel is done taking into account the the comfort of
passengers and space for the arrangement of vehicles. The general arrangement of the latest
Ro-Ro catamarans studies and various inland catamaran general arrangements was referred.

10.5 CAPACITY CALCULATION

Capacity plan and calculation is done to ensure that the tanks have suitable volume to
be accommodated in the demi-hull. The detailed capacity plan of the various tanks is done
and is found to be as per the requirement. In case of this vessel however, there are no fuel and
lubricant oil tanks

105
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

10.6 TRIM AND STABILITY

The trim and stability calculations are carried out for all the four loading conditions
i.e., lightship, fully loaded departure , vessel with crew only and vessel with passengers only
in upper deck conditions of the vessel. Corresponding GZ is found and the GZ curve is drawn
and various values are checked for conformance with IMO regulations.
Intact Stability checks are done for both ‘static’ and as well as ‘dynamic’ conditions. The
total angle of heel in dynamic condition considering worst ever situation expected to be faced
by the vessel in service is found to be higher. The main probable conditions for the reduced
stability are several; low displacement of the vessel, lesser L/B ratio initially assumed due to
canal restrictions, lesser freeboard to minimize height of the vessel above waterline to enable
it to pass under low height bridges over canal, high lateral surface area due to its twin tiers
are the prominent ones.

10.7 MIDSHIP SECTION DESIGN

The midship section design was carried out using IRS Rules and Regulations for the
Construction and Classification of High Speed Crafts and Light Crafts and the scantlings are
provided which ensure the required rule section modulus.

10.8 CONCLUSION

The entire design of the Double Ended Ro-Ro Ferry Catamaran has been carried as a part of
the preliminary design. For accurate and optimum results, further iterations have to be carried
out in the stability and general arrangement and hull design as per the design spiral.

106
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

CHAPTER 11

REFERENCES

107
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

BOOKS AND DOCUMENTS

1) A preliminary study on Identification, design and development of various classes of

vessels required for the modernization, enhancement and optimum utilization of
inland water transport in the greater Kochi area
2) The Danish Concept of Double-Ended Ferries & Review of a Project Regarding
Island Ferries in Denmark Jesper Aagesen, Carl Bro a|s Dwinger Marineconsult in
Co- peration with The Danish Maritime Authority
3) An Investigation in to the Resistance Components of High Speed Displacement
Catamarans, -M.Insel and A.F.Molland, RINA Transactions 1991.
4) The Effect of Hull Separation and Restricted Water Depth on Catamaran Resistance, -
A. Millward, RINA 1992.
5) The Theoretical Investigation of a Series of High Speed Displacement Catamaran
Forms: Variation of Prismatic Coefficient - A.F. Molland and Adrian R. Lee Ship
Science Report No. 87 University of Southampton February 1995
6) Calm Water Powering Predictions for High speed Catamarans: Originally presented
at: Fast '97, Sydney, Australia, 21st - 23rd July 1997
7) Resistance - A.F.Molland and A.R.Lee, RINA Transactions 1997
8) Canal Rules: State Water Transport Dept, Govt. of Kerala.
9) SOLAS – Safety Of Life At Sea, Consolidated Edition, 2004
10) Code on Intact Stability for All Types of Ships Covered by IMO Instruments -
International Maritime Organization
11) Design of Catamarans- M. Unozawa and K.Shimizu, Symposium on Practical Ship
Design, [PRADS 1982]
12) Pontoon Vessel Passenger Crowding Stability Criteria Study - Prepared by US Coast
Guard Marine Safety Center Hull Division (Lt Cdr Robert Compher,Lt Cdr Sean
Brady,Lt Cdr Steven McGee, Lt Brian Thoma, Lt Daniel Cost and Lieutenant
Benjamin Gates)
13) Notice Inviting Tender for Construction & Supply of Accommodation Boats -Inland
Waterways Authority of India (Ministry of Shipping, Government of India) -
30Nov2004
14) Indian Register of Shipping :Statutory Documents (Jan2007)
15) Indian Register of Shipping : Rules and Regulations (Jan2007)
16) Indian Register-Rules and Regulations for the Classification of Special Service Craft
2007
17) A Comparison of Power Catamaran Hull Types,- Prof Jacob van Renen Van
Niekerk, Power Multi-hulls Magazine,2000
18) Commotion and Catamarans Jeff Smith Faculty Sponsors: Robert H. Hoar and
Robert J. Ragan Department of Mathematics
19) Improvements and updates to Intact Stability Standards applied to domestic vessels
in Australia - Mori Flapan National Marine Safety Committee
[email protected]

108
 Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI

20) OTC 5305: A Design Procedure for Catamaran Cross Structure Loads - R.P.
Dallinga, MARIN, and J.T. Tikka, Wartsila Arctic Research Ctr.
21) On the Subject of High-Speed Monohulls ,- Daniel Savitsky, SNAME, Greek Section,
Athens
22) Ship Design and Construction, Vol II – Thomas Lamb, SNAME 2003
23) Ship Design and Construction – Robert Taggart.
24) Ship Design for Efficiency & Economy –H Schneekluth
25) Practical Ship Design – D.G.M. Watson
26) Some Ship Design Methods, - D.G.M. Watson and A.W. Gilfillan.
27) An Approximate Power Prediction method- J.Holtrop and G.G.J Mennen, RINA
1984
28) Basic Ship Propulsion – J P Ghose and B P Gokharn.
29) Marine Engineering, - Harrington, SNAME Publications
30) Principles of Naval Architecture, Vol: I &II – Edward V Lewis, SNAME
Publications
31) Ship Stability for Masters and Mates, Fifth edition - Captain D. R. Derrett; Revised
by Dr C. B. Barrass
32) Ship Hydrostatics and Stability - Adrian Biran
33) Marine Propellers- John Carlton
34) Resistance and Propulsion of Ships – SV. AA. Harvald

Websites:
1) www.geeson.com
2) www.iwai.gov.in
3) www.cat.com
4) www.thrustmasters.com
5) Google earth
6) www.wikipedia.com
7) www.nauticexpo.com
8) www.imo.org
9) www.irclass.org
10) www.centuryshipyard.com

109
This page is intentionally left blank