Govind Report
Govind Report
MV SREEKALA
(DESIGN OF SOLAR POWERED DOUBLE ENDED RO - RO FERRY CATAMARAN
WITH A SERVICE SPEED OF 8 KNOTS)
Bachelor of Technology
in
Naval Architecture & Ship Building
By
GOVIND R S
Bachelor of Technology
in
Naval Architecture & Ship Building
by
GOVIND R S
I take this opportunity to thank my parents and all, whose able guidance and consistent support
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
I am grateful to all who have helped me a lot in the successful completion of my project, especially,
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
Above all, I thank God almighty who has blessed me with peace of mind, course and strength to
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:-
1. INTRODUCTION............................................................................................... 1
5. GENERAL ARRANGEMENT........................................................................ 68
CHAPTER 1
INTRODUCTION
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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. 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.
7. Large deck overhangs, sponsons etc, because the useful load is one of volume
rather than weight.
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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.
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Deck Area- Large deck area for the same length which is critical for passenger and vehicle
carriers.
The important parameters for a catamaran are shown below in Fig 1.1
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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.
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
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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.
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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. 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
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.
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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
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.
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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.
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.
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CHAPTER 2
FIXING OF MAIN DIMENSIONS
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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.
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Fig 2.5 Single ended Ro-Ro Vessel operating in Vaikom- Thavanakadavu route
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The design has been done by accounting for six to two wheeled vehicles for simplicity in
loading calculation.
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.
2.1.5 SPEED
The speed of the vessel has been fixed to 8 knots after considering the channel conditions and
the time taken for the voyage.
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.
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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.
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.
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.
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.
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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.
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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
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BIKE
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.
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
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For the ease of loading and unloading, all 3 trucks are arranged along the central line of the
vessel.
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WHEEL HOUSE
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.
Fn = 0.207
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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.
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.
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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
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
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Therefore,
Δ PS = 114* 0.075
= 8.55 t
e) Mass of crew
f) Mass of baggage
= 66.287 t
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 OU = Outfit mass
Δ SS = Mass of Superstructure
Cb upto main deck = Cb+0.4*((D-T)/T)*(1-Cb) (Estimation Method for Basic Ship Design)
= 0.864
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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
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:
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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 :
Stiffener % = 30 %
Thickness of plate = 8 mm
Stiffener % = 15 %
Hull mass of ship Δ HL = 2*(Side Shell Weight + Bottom Shell Weight ) + Deck Weight +
= 26.721 t
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b) Outfit mass
Δ OU = Outfit Mass
ΔSE = Seat
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.
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Therefore,
d) Mass of Superstructure
Stiffener % = 40 %
Passenger deck weight (plate +stiffener) = Passenger deck weight + Stiffener %*Passenger
deck weight
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
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Δ LS = Δ HL + Δ OU + Δ PS + Δ SS
Δ LS = 42.805 t
Δ = Δ LS + Dwt
= 42.805 + 66.101
Δ = 108.96 t
Δ = r x L x b x T x CB x 2
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.
There are various methods used for calculating the resistance of catamarans.
Statistical methods
Model testing techniques
Empirical formula
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The resistance was found out by software, DelftShip by using deGroot RB Method.
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
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.
CB = Block Coefficient at d.
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= 12.21 m
Thus KM = KB + BM
= 0.381+12.21
KM = 12.59 m
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.
KG = Moment/Weight
=2.37 m
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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.
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.
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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)
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CHAPTER 3
HULL GEOMETRY
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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.
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
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.
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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.
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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
3.5 BONJEANS
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.
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Hydrostatic parameters are calculated for a demi-hull and then transformed to catamaran
hydrostatics using formulae listed in Table 3.4
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
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
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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.
I L (LCF) = I L - Awp 2
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
This refers to the transverse moment of inertia of water plane area about centerline.
It is expressed in m4.
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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.
14. KMT -
It is the transverse metacentric height expressed in m.
KM T KB BMT
Where,
= Volume Displacement in m3 up to Water Line
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
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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.
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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
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
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
CHAPTER 4
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4.1.1 INTRODUCTION
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.
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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.
4.1.2.1 CALCULATION OF RF
Substituting;
Cp = 0.76
LCB = 0
Lr = 8.64
C12 = (T/L) 0.2228446
= 0.4799
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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 =4.99 kN
4.1.2.2 CALCULATON OF RW
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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
4.1.2.3 CALCULATON OF RA
RA = 0.5* ῤ*S*v2*CA
Substituting CA = 0.000671
RA = 1.39 kN
Therefore ,
R(Total) = RF (1+k1) + RW + RA
R(Total) = 10.78 kN
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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
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
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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
R T (kN)
14
12
10
6 R total
0
5 6 7 8 9 10 11
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PE (kW)
70
60
50
40
30 PE total
20
10
0
5 6 7 8 9 10 11
RT (kN)
14
12
10
8
6 R total
4
2
0
5 6 7 8 9 10 11
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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
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.
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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.
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.
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.
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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.
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.
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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.
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.
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
Mechanical azimuth thrusters can be counter rotated, deck mounted and retractable.
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.
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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.
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
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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
Performance = 130 kW
Rpm = 1200
Weight = 1500 kg
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Energy = 3840 Wh
Weight = 37.5 kg
PE =62.132 kW
PD =PE/QPC = 62.132/0.5
= 124.26 kW
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
By considering other power requirements like navigation lights and other controls,
Total energy required for one voyage = power * time for voyage
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.
Total no of panels in passenger deck = 56 panels (Roof area from preliminary GA)
Maximum power that can be generated from 68 solar panels on a sunny day = 325*68
=22.1kW
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.
Considering the worst situation, in a rainy day, the vessel is able to operate 5 trips without
charging.
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CHAPTER 5
GENERAL ARRANGEMENT
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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.
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.
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 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.
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.
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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.
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.
According to IRS, each craft is to be provided with anchors and relevant stud link chain
cables according to its equipment number.
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Eq = D2/3 + 0.1A
= Mass displacement
A = 128.6 m2
= 108.96 t
Therefore ,
Eq = D2/3 + 0.1A
Eq = 36.095
Lifesaving appliances has been given in compliance with the SOLAS requirements.
1) Life buoy
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
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CHAPTER 6
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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.
The volume of various compartments, their LCG from amidship and VCG from baseline, as
calculated, are shown in Table 6.2
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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
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
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
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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.
LCG (From midship.) = Total moment of weight about mid. /Total weight
=0m
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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
When the ship is loaded with consumables with passengers and no vehicles
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
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CHAPTER 7
TRIM AND STABILITY CALCULATION
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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.
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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
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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
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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
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.
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.
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A1=0.055*30°/θ (m rad.)
Where θ is the least of the following angles-
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.
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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.
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
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
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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.
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
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
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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)
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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
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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.
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.
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CHAPTER 8
MIDSHIP SECTION
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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
B = 10 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.
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:
In aft peak and fore peak frame spacing is not to exceed 600mm or above given specification,
whichever is less.
A collision bulkhead;
An aftpeak bulkhead;
A bulkhead at each end of the machinery space.
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Bulkhead 1 4
Bulkhead 2 20
Bulkhead 3 40
Bulkhead 4 60
Bulkhead 5 76
The vessel is made of single bottom construction. The floor, side shell and deck are all
transversely framed.
sr = 552 mm
s/sr =0.905
Therefore t =7.518 mm
fa = 1
fr = 1
σa = 0.2% of proof stress or 70% of the ultimate strength of Aluminium = 193.05 MPa.
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= 20.207kN/m2
Therefore, t = 7.40 mm
Selected = 10mm
ks = 7.5
p = 12.367 kN/m2
8.6.4 DECK STRUCTURE PLATING THICKNESS [Chapter 8, Ref 11.1.1 IRS Rules]
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
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
Where,
p = 12.5*w*10-3/n*a*b
w = axle load
c1= 0.137
p = 580 kN/m2
t = 7.83 mm
Selected thickness = 8 mm
8.6.5 BULKHEAD
t = 5.344 mm
h = 1.5
t = 15.8s√p/√σ *10-3 + tc mm
t = 2.6 mm
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
Minimum Z = S2*p*b*103/m*σ + Zc
m = 10 in general
Selected = 10 mm
m = 10 in general
σ = 190/k N/mm2
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
Zc = 0mm
Spacing, b = 2m
Z = 129.68 cm3
Z = 5.5√L*K
m = 10 in general
σ = 160/k N/mm2
Zc = 0 mm
Span of frame, S = 2m
Spacing, b = 0.5m
Z = 10.37cm3
Z = ((spl2/1600) + ZC cm3
Where,
p = H1 – 10ho kN/m2
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
H1 = 9+0.15*(L-20) = 9.34
ho = 1.75 – 0.75 = 1 m
Zc = 0 mm
Z = 9.7 cm3
Where,
m = 10
σ = 160 N/mm2
Zc = 0
Z = 39.06 cm3
Where,
m = 12
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
σ = 160 N/mm2
Zc = 0
Z = 26.04 cm3
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
Where,
= 0.2159/0.1952
= 1.912 m
= 1.615 m4
= 1.0516 m4
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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
= 2.868 m3
= INA / hNA
= 2.0681 m3
= 143.7961 N/mm2
= 4860 kN.m
= 3888 kN.m
Zrequired = 0.608 m3
The calculate section modulus is greater than the required one. Hence longitudinal strength is
satisfied.
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
CHAPTER 9
OUTLINE SPECIFICATION
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
9. GENERAL FEATURES
9.1 CLASSIFICATION
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
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%
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Performance = 130 kW
Rpm = 1200
Weight = 1500 kg
9.7ANCHORING ARRANGEMENTS
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.
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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
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.
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.
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
CHAPTER 10
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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.
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.
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.
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.
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
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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.
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.
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CHAPTER 11
REFERENCES
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Department of Ship Technology, CUSAT, B Tech (NA&SB), Batch –XLI
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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
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