Table of Contents

Sl. No. Topic Page Number

Declaration ii
Certificate iii
Evaluation Sheet iv
Acknowledgements v
Abstract vi
Ship Main Particulars 11
1. Chapter 1: Preliminary Ship Design: Estimation 12
of Main Particulars
1.1. Mission Requirements 12
1.2. Preliminary Data Collection 12
1.3. Estimation of Main Particulars 13
1.4. Preliminary Estimation of Form Coefficients 16
2. Chapter 2: Initial Stability & Weight Estimation 19
2.1. Initial Estimate of Stability 19
2.2. Initial Estimate of Weight 20
2.3. Hull Resonance Diagram 22
3. Chapter 3: Hull Form Generation 25
3.1. Design Methodology 25
3.2. Preliminary Faired Lines Plan 30
4. Chapter 4: Hull Form Hydrostatic Analysis 32
4.1. Hydrostatic Analysis 32
4.2. Hydrostatic Curves 33
4.3. Curves of Form 34
4.4. Sectional Area Curves 35
4.5. Bonjean Curves 36
4.6. Cross Curves Of Stability 36
5. Chapter 5: General Arrangement 38

6
 5.1. General Arrangement Plan 38
5.2. Capacity calculation 40
6. Chapter 6: Structural Design 44
6.1. Scantling Calculation 44
6.2. Midship Section 46
7. Chapter 7: Intact Stability Calculations 47
7.1. Loading Conditions 47
7.2. Criteria Analysed for the Loading Conditions 48
8. Chapter 8: Hydrodynamic Performance 55
8.1. Hydrodynamic Analysis 55
8.2. Main engine 56
8.3. Propulsion Calculations 57
9. Chapter 9: Rudder and Propeller Calculations 60
9.1. Rudder Calculations 60
9.2. Rudder Force 62
9.3. Rudder Torque 62
9.4. Freeboard Calculations 63
References 65

7
 List Of Figures

Figure 1.1: LBP vs TEU 13

Figure 1.2: Breadth vs TEU 14
Figure 1.3: Depth vs TEU 14
Figure 1.4: Draught vs TEU 15
Figure 1.5: Displacement vs TEU 15
Figure 2.1: Hull Resonance Diagram 24
Figure 3.1: Maxsurf Quick Start Dialog Box 26
Figure 3.2: Maxsurf Frame of Reference 27
Figure 3.3: Maxsurf Parametric Transformation 28
Figure 3.4: Maxsurf Model 28
Figure 3.5: Profile Plan 30
Figure 3.6: Half-Breadth Plan 30
Figure 3.7: Body Plan 31
Figure 4.1: Maxsurf Stability Upright Hydrostatics 32
Figure 4.2: Hydrostatic Curves 33
Figure 4.3: Curves of Form 34
Figure 4.4: Sectional Area Curves 35
Figure 4.5: Bonjean Curves 36
Figure 4.6: Cross Curves of Stability 37
Figure 5.1: Maxsurf Stability Permeability 39
Figure 5.2: Floodable Length Graph 39
Figure 5.3: Profile Plan 41
Figure 5.4: Deck Plan 41
Figure 5.5: Tier Plan 42
Figure 5.6: Maxsurf Tank Modelling 43
Figure 6.1: Midship Section 46
Figure 7.1: Top View of Load Distribution 48
Figure 7.2: Righting Lever GZ for Loading Condition 01 49
Figure 7.3: Maximum Steady Heal Angle for Loading Condition 01 49
Figure 7.4: Dynamic Stability Curve for Loading Condition 01 50
Figure 7.5: Final Equilibrium Condition for Loading Condition 02 50
Figure 7.6: Righting Lever GZ for Loading Condition 02 51
Figure 7.7: Maximum Steady Heal Angle for Loading Condition 02 51
Figure 7.8: Dynamic Stability Curve for Loading Condition 02 52
Figure 7.9: Container Loading Arrangement in Loading Condition 03 52
Figure 7.10: Righting Lever GZ for Loading Condition 03 53
Figure 7.11: Maximum Steady Heal Angle for Loading Condition 01 53
Figure 7.12: Dynamic Stability Curve for Loading Condition 03 54
Figure 8.1: Resistance vs Speed Graph 56
Figure 9.1: Propeller Hull Clearance 60
Figure 9.2: Rudder Parameters 61
Figure 9.3: Freeboard Dimension Selection 63

8
 List Of Tables

Table 1: Ship Main Particulars 11

Table 1.1: Design Requirements 12
Table 1.2: Data Collection from IHS Fairplay 12
Table 1.3: Finalized Main Particulars 16
Table 1.4: Block Coefficient Calculations 16
Table 1.5: Midship Coefficient Calculations 17
Table 1.6: Prismatic Coefficient Calculations 17
Table 1.7: Waterplane Area Coefficient Calculations 17
Table 1.8: Vertical Prismatic Coefficient Calculations 17
Table 1.9: Finalized Form Coefficients Calculations 18
Table 2.1: Vertical Centre of Buoyancy Calculations 19
Table 2.2: Transverse Metacentric Radius Calculations 19
Table 2.3: Longitudinal Metacentric Height Calculations 19
Table 2.4: Transverse Stability Calculations 20
Table 2.5: Longitudinal Stability Calculations 20
Table 2.6: Longitudinal Centre of Floatation Calculations 20
Table 2.7: Displacement Calculations 20
Table 2.8: Deadweight Calculations 21
Table 2.9: Lightweight Calculations 21
Table 2.10: Hull Resonance Check 22
Table 2.11: Hull Resonance Calculations 23
Table 3.1: Maxsurf Model Hydrostatics 29
Table 4.1: Hydrostatic Analysis Results 34
Table 4.2: Stability Analysis Results 37
Table 5.1: Bulkhead Divisions 38
Table 5.2: Fresh Water Requirement 40
Table 5.3: Heavy Fuel Oil Requirement 40
Table 5.4: Ballast Water Requirement 41
Table 5.5: Distribution of Containers 42
Table 6.1: Plate Calculations 44
Table 6.2: Section Modulus Calculations 45
Table 6.3: Longitudinal Calculations 46
Table 7.1: Loading Conditions 47
Table 7.2: Criteria Analysed for Loading Conditions 54
Table 8.1: Resistance Calculations 55
Table 8.2: Power Calculations 55
Table 8.3: Engine Calculations 57
Table 8.4: Constants Used 57
Table 8.5: Wake Fraction Calculations 57
Table 8.6: Thrust Deduction Factor Calculations 57
Table 8.7: Propeller Parameters 58
Table 8.8: Propeller Calculations 59
Table 8.9: Torque Calculations 59
Table 8.10: Propeller Calculations 59
Table 9.1: Rudder Calculations 60

9
Table 9.2: Rudder Dimensions 61
Table 9.3: Rudder Force Calculations 62
Table 9.4: Rudder Torque Calculations 62
Table 9.5: Freeboard Calculations 63
Table 9.6: Freeboard Correction 63
Table 9.7: Freeboard Results 64

10
 Ship Main Particulars
The following table lists the main particulars of the designed ship.

Ship Type Container ship

Cargo Capacity 4500 TEU
Design Speed 24 knots
Length Between Perpendiculars 254 m
Breadth 33 m
Depth 20 m
Summer Load Draft 13 m
Route Chennai to Singapore
Special Features Panamax
Mass Displacement 74936 T
Volume Displacement 73108 m3
FN 0.2675
CB 0.62
CM 0.974
CP 0.637
CWP 0.746
GMT 5.148 m
L.C.B (from A.P) 108.445 m
T.P.C 66.694 T
M.C.T.C 1210.661 T.m
RT 2092.5 kN
PE 25835.35 kW
Engine Installed Man B & W - 52,102 kW x 104 R.P.M
Range 1891 Nautical miles
Time Taken 3.3 Days
Table 1: Ship main Particulars

11
 Chapter 1
Preliminary Ship Design: Estimation of Main
Particulars

1.1. Mission Requirements:

The mission of this project is to design a container ship of 4500 TEU Capacity with a design
speed of 24 knots, to sail from the Port of Chennai to the port of Singapore, with a range of
1891 Nautical miles, within 5 days. The design requirements of the vessel are shown.

Type of Vessel Container Ship

Cargo Capacity 4500 TEU
Design Speed 24 knots
Route Chennai to Singapore
Range 1891 Nautical miles
Table 1.1: Design Requirements

1.2. Preliminary Data Collection:

To fix the main dimension of the ship, similar ship data is collected based on TEU values.
Previously constructed ship’s data plays a pivotal reference in initiating the design process. So,
data of container ships of capacities ranging between 4000-5000 TEU was collected. A few
examples from the collected ship data are presented below. Initially the TEU is fixed based on
the owner requirements. Vessel data is collected based on the TEU with ± tolerances as shown
in Table 2.

Name of Ship TEU Length BP Breadth Depth Draught

AITOLIKOS 4,360 246.700 32.20 19.3 12.620
RIO GRANDE 4,253 244.800 32.25 19.3 12.600
RIO GRANDE EXPRESS 4,248 244.800 32.25 19.3 12.600
ROSA 4,380 247.000 32.20 19.2 12.600
ROTTERDAM BRIDGE 4,253 244.800 32.25 19.3 12.630
ROTTERDAM EXPRESS 4,890 283.200 32.20 21.8 13.550
SAFMARINE MAFADI 4,650 277.000 32.25 21.7 13.500
SAFMARINE MAKUTU 4,650 277.000 32.25 21.7 13.500
SAFMARINE MULANJE 4,650 277.485 32.25 21.7 13.500
SC MONTREUX 4,132 252.000 32.25 19.3 12.500
SCHUBERT 4,300 248.000 32.20 19.5 12.520
SCI MUMBAI 4,469 249.000 32.20 19.5 13.200
Table 1.2: Data Collection from IHS Fairplay

12
 1.3. Estimation of Main Particulars:

Data can be analysed by both regression analysis and can be authenticated by the empirical
formulae. Regression analysis is a statistical method that helps us to analyse and understand
the relationship between 2 or more variables of interest. Regression analysis deals with 2
variables- dependent variable and independent variable.
Dependent Variable- This is the variable that we are trying to understand or forecast. In this
particular case, the dependent variables are- Displacement, Length between perpendiculars
(LBP), Breadth (B), Depth (D) and Draught (T).
Independent variable- This is the factor that influences the analysis or the target variable. In
this case the ‘Twenty Equivalent Unit’ or TEU value is the independent variable. So basically,
we try to understand how the dependent variables are changing with the TEU values.
A predictive model of linear regression has been used, i.e., a linear relationship is established
between TEU and the dependent variables. The dependent variables considered here are always
continuous variables.
A scatter chart is plotted with TEU on the x-axis and the dependent variable on the y-axis. Then
a linear trendline is obtained through the plotted points. The equation of the trendline and the
R-squared values of the chart are also displayed.
R-squared is a goodness-of-fit measure for linear regression models. This statistic indicates the
percentage of the variance in the dependent variable that the independent variables explain
collectively.
The Regression results have been presented below:

Figure 1.1: LBP VS TEU

13
Figure 1.2: Breadth vs TEU

Figure 1.3: Depth vs TEU

14
Figure 1.4: Draught vs TEU

Figure 1.5: Draught vs TEU

15
 b) Finalized Main Particulars:

Parameter Value Unit

LBP 254 m

B 33 m

D 20 m

T 13 m

Freeboard 5.6 m

Froude No 0.2675 ~

Mass Displacement 74936 tonnes

Volume Displacement 73108.292 m3

Speed 24 knots

Table 1.3: Finalized Main Particulars

1.4. Preliminary Estimation of Form Coefficients:

Following the finalizing of ship’s main particulars, the form coefficients have been
obtained.

a) Block Coefficient:

𝟏
Method-1 𝑪𝑩 = 𝟎. 𝟕 + 𝐭𝐚𝐧 𝟏 [𝟐𝟓(𝟎. 𝟐𝟑 − 𝑭𝒏 )] 0.605
𝟖

0.630
Ayre's Formulae 𝐶 = 𝐶 − 1.68𝐹

Japanese Study 𝐶 = −4.22 + 27.8 𝐹 − 39.1𝐹 + 46.6𝐹 0.616

Table 1.4: Block Coefficient Calculations

16
b) Midship Section Coefficient:

Method-1 𝐶 = 0.977 + 0.085(𝐶 − 0.60) 0.978

.
Method-2 𝐶 = 1.006 − 0.0056𝐶 0.975

Method-3 . 0.967
𝐶 = 1 + [(1 − 𝐶 ) ]

Table 1.5: Midship Section Coefficient Calculations

c) Prismatic Coefficient:

𝑪𝑩
From Cb and Cm 𝑪𝑷 = 0.637
𝑪𝑴

Table 1.6: Prismatic Coefficient Calculations

d) Waterplane Area Coefficient:

𝟐
Schneekluth 1 𝑪𝑾𝑷 = 𝑪𝑷 𝟑 0.740

Schneekluth 2 𝐶 0.752
1 + 2𝐶
𝐶 = 3

Riddlesworth (1 + 2𝐶 ) 0.747
𝐶 = 3

Table 1.7: Waterplane Area Coefficient Calculations

e) Vertical Prismatic Coefficient:

From Cb and Cwp 𝑪 = 𝑪𝑩 0.831

𝑽𝑷
𝑪𝑾𝑷
Table 1.8: Vertical Prismatic Coefficient Calculations

17
a) Finalized Form Coefficients:

Coefficient Value
Block 0.620
Midship section 0.974
Prismatic 0.637
Waterplane area 0.746
Vertical prismatic 0.831

Table 1.9: Finalized Form Coefficients Calculations

18
 Chapter 2
Initial Stability & Weight Calculations

2.1. Initial Estimate of Stability:

Some indicators of stability have been estimated using empirical relations-

a) Vertical Center of Buoyancy, KB

𝑲𝑩
Posdumine and Lackenby = (𝟏 + 𝑪𝑽𝑷 ) 𝟏 7.1
𝑻
𝐾𝐵
Method-2 = 0.90 − 0.36𝐶 7.143
𝑇
𝐾𝐵
= (0.90 − 0.36𝐶
Method-3 𝑇 7.096
− 0.10𝐶 )
Table 2.1: Vertical Centre of Buoyancy Calculations

b) Transverse Metacentric Radius, BMt

𝑪𝟏 − 𝟎. 𝟐𝟏𝟔𝑪𝑾𝑷 − 𝟎. 𝟎𝟒𝟏𝟎
D’Arcangelo
𝑰𝑻 6.212
Transverse 𝑩𝑴𝑻 =
𝛁
Table 2.2: Transverse Metacentric Radius Calculations

c) Longitudinal Metacentric Height, BMl

𝑪𝑰𝑳 − 𝟎. 𝟑𝟓𝑪𝑾𝑷 𝟐 − 𝟎. 𝟎𝟒𝟎𝟓𝑪𝑾𝑷

+ 𝟎. 𝟏𝟒𝟔
𝑰𝑳
D’Arcangelo Transverse 𝑩𝑴𝑳 = 286.17
𝛁
𝑰𝑳
𝑪𝑻𝑳 =
𝑳𝑩𝟑
Table 2.3: Longitudinal Metacentric Height Calculations

19
 d) Transverse Stability- KG, KMt, GMt

12.6
KG 𝐾𝐺 = 0.63𝐷
13.325
KMt 𝐾𝑀 = 𝐾𝐵 + 𝐵𝑀
0.725
GMt 𝐺𝑀 = 𝐾𝑀 − 𝐾𝐺
Table 2.4: Transverse Stability Calculations

e) Longitudinal Stability- GMl

GMl 𝑮𝑴𝑳 = 𝑲𝑩 + 𝑩𝑴𝑳 − 𝑲𝑮 280.69

∇𝐺𝑀
MCT 1cm 𝑀𝐶𝑇 1𝑐𝑚 = 807.904
100𝐿
Table 2.5: Longitudinal Stability Calculations

f) Longitudinal Center of Floatation, LCB

Harvald 𝑳𝑪𝑩 = 𝟗. 𝟕 − 𝟒𝟓𝑭𝒏 ± 𝟎. 𝟖 3.1375/1.5375

Schneekluth and Bestram 𝐿𝐶𝐵 = 8.8 − 38.9𝐹 1.60575

Schneekluth and Bestram 𝐿𝐶𝐵 = 13.5 − 19.4𝐶 1.1422
Table 2.6: Longitudinal Centre of Floatation Calculations

2.2. Initial Estimate of Weight:

a) Displacement:

74936
Displacement from Regression - Tonnes

Displacement from derived 74788

∆= 𝐶 ∗ 𝐿 ∗ 𝐵 ∗ 𝑇 ∗ 𝜌(1 + 𝑠) Tonnes
Parameters and Coefficients (s=8%)
Table 2.7: Displacement Calculations

20
b) Deadweight:

WHFO=SFC*MCR*(RANGE/SPEED)
WHFO 575 Tonnes
*MARGIN

WDO WDO=SFC*MCR*RUNNING TIME 5 Tonnes

WLO 20 t for medium speed DE 20 Tonnes

WCE 0.17*persons 5.1 Tonnes

WFW 0.17t/ (person x day) 16.83 Tonnes

WPS 0.01t / (person x day 0.99 Tonnes

Container Weight 4500*(10+2.3) 55350 Tonnes

Total Deadweight WHFO+WDO+WLO+WCE+WFW+WPS+ Container

55972 Tonnes
Weight Weight
Table 2.8: Deadweight Calculations

c) Lightweight:

𝑊𝑠7 = 𝐾. 𝐸1.36
Steel Weight 101090 Tonnes
Watson & Gilfillan

Machinery Weight Wm = BHP/10 + 200 tons diesel 4866 Tonnes

Outfit 𝑊 = 0.36 ∗ 𝐿 ∗ 𝐵 3017 Tonnes

Margin 1.5-2.5% 271 Tonnes

Total Lightship Weight Steel + Machinery + Outfit +Margin 18346 Tonnes

Table 2.9: Lightweight Calculations

21
 2.3 .Hull Resonance Diagram:

To avoid the risk of high amplitude vibrations due to resonance, we choose the number of
propeller blades such that the Engine excitation frequency and the natural frequencies of the
hull girder are not within each other’s resonance limits. For that we first find various vertical
and horizontal vibration frequencies and then make a hull resonance diagram analyse the
number of propeller blades best suited for usage.

𝟏.𝟓
𝟑𝟎𝟎 − 𝑳
C1 𝑪𝟏 = 𝟏𝟎. 𝟕𝟓 − 10.438
𝟏𝟎𝟎

Moment of Inertia 𝐼 = 3𝐶 𝐿 𝐵(𝐶 + 0.7) ∗ 10 223.5

𝐵
Δ = 1.2 + Δ 153330.5
Displacement 3𝑇

2 nodded vertical vibration 𝑁 = 3.07 ∗ 10 𝑐𝑝𝑚 28.95

n-nodded vertical vibration 𝑁 ≈ 𝑁 (𝑛 − 1)

2 nodded horizontal vibration 𝑁 = 1.5𝑁

Table 2.10: Hull Resonance Check

22
 95% 105% Height of the band

N2v 28.95 27.502 30.397 2.895

N3v 52.001 49.401 54.601 5.200

N4v 73.251 69.588 76.913 7.325

N5v 93.409 88.7383 98.079 9.34

N6v 112.791 107.152 118.431 11.279

N2h 43.425 41.253 45.596 4.342

N3h 86.85 82.507 91.192 8.685

N4h 130.275 123.761 136.788 13.027

N5h 173.7 165.015 182.385 17.37

N6h 217.125 206.268 227.981 21.712

N7h 260.55 247.522 273.577 26.055

N8h 303.975 288.776 319.173 30.397

N9h 347.4 330.03 364.77 34.74

N10h 390.825 371.283 410.366 39.082

N11h 434.25 412.537 455.962 43.425

N12h 477.675 453.791 501.558 47.767

N13h 521.1 495.045 547.155 52.11

Table 2.11: Hull Resonance Calculations

23
  Hull Resonance Diagram

Figure 2.1: Hull Resonance Diagram

The scale on the X and Y axis is taken to be 1:1. So the line at 45 degrees is the Engine
Frequency line. Due to absence of any gear box, the gear ratio is 1:1, so the engine frequency
line is also the shaft frequency line.
Excitation frequency at n bladed line = (Shaft frequency) X (No. of Blades)
The number of blades selected is 5.

24
 Chapter 3
Hull Form Generation

3.1 . Design Methodology

The method of parametric transformation has been used to generate the hull form in the
software ‘MAXSURF’ by Bentley. First, a sample parent hull form model is loaded and then
the surfaces are appropriately sized as per the finalized values of Length, Breadth, Depth &
Draft modified. Thus, we are using parametric transformation method in MAXSURF to modify
the parent hull form to the required hull form to get appropriate hull.
The main concept behind the ‘Parametric Transformation’ is that the hull model of a similar
parent ship is taken in MAXSURRF. Then as per the new calculated values of Block
Coefficient & Midship Coefficient of new required vessel, the parent ship’s Length, Breadth
& Depth are scaled. The bare hull form was modelled in Maxsurf Modeler. To begin with, a
conventional cargo vessel is created by entering the Main Particulars- Length, Breadth and
Depth.
Then we adjust the Frame of reference.
(The ‘Frame of Reference and Zero Point’ dialog box is shown in the figure)
The ‘find Base’ option finds the lowest of the surface model. This baseline is also used as a
Vertical Datum, i.e., all the vertical measurements are taken with respect to this line. In the
‘DWL’ option the Design Waterline draught finalized from prior calculations (13m) is entered.
For the longitudinal datum, Aft perpendicular is chosen. It implies that all measurements in the
longitudinal direction are taken from the AP. AP and Baseline are the most convenient datum
choices for the ease of further tasks. For the aft and forward perpendiculars ‘Set DWL’ option
sets both perpendiculars to the extreme ends of the waterline.

25
 Figure 3.1: Maxsurf Quick Start Dialog Box

To further customize the particulars of the model, we use parametric transformation. It allows
for numerical modification of critical design parameters.
The parametric transformation uses the Lackenby method. This process involves moving the
columns fore and aft, while not changing the section shaped (unless scaling them). It means
that all y-coordinated move by ration of beams, and all z-coordinated move by ratio of drafts,
etc. The transformation moves stations fore and aft until the required parameter(s)
specifications are met. A key quality of this function is that it maintains the fairness of the hull
to a very high degree during the transformation process.

26
 Figure 3.2: Maxsurf Frame of Reference

The parameters that can be specified are divided into 2 groups- Search parameters and scaling
factors. Search parameters are those that require a non-linear transformation of the hull shape.
Because the non-linear transformation is not an explicit function of these parameters, modeler
performs an iterative search to achieve the specified values.
The search was conducted using the block coefficient (0.62) which was previously calculated.
Scaling factors are those that can be calculated directly using linear scaling of hull, namely
Displacement, waterline length and Draft. These parameters can be constrained to particular
values, or left to vary as other parameters change. In this case the values of length of DWL,
breadth was entered and displacement and draught were allowed to vary accordingly.
The ‘Parametric Transformation’ dialog box is presented in the figure given below-

27
 Figure 3.3: Maxsurf Parametric Transformation
The hull form was then generated.

Figure 3.4: Maxsurf Model

28
The hydrostatics for this model at DWL is given in the table below:

Parameter Value Unit

Displacement 73258 T

Volume displacement 71470.994 M^3

Draft amidships 13 M

Immersed depth 13.388 M

WL length 260 M

Beam maximum extends on

33 M
WL

Wetted area 12001.641 M^2

Maximum sectional area 424.162 M^2

Waterplane area 7265.254 M^2

Prismatic coefficient 0.648

Block coefficient 0.622

Maximum sectional area coefficient 0.966

Waterplane area coefficient 0.847

LCB length 107.270 forward of zero pt. M

LCF length 107.424 forward of zero pt. M

LCB% 41.258

LCF% 41.317

VCG 0 M

KB 7.346 M

BM(t) 8.374 M

BM(l) 437.576 M

GM(t)-corrected 15.720 M

GM(l) 444.921 M

Immersion (TPC) 74.469 Tonne/cm

29
 MTc 1274.176 Tonne.m

Table 3.1: Maxsurf Model Hydrostatics

3.2 Preliminary Faired Lines Plan:

The lines plan has been faired in AutoCAD.

 Profile Plan:

Figure 3.5: Profile Plan

 Half-Breadth Plan:

Figure 3.6: Half-Breadth Plan

30
 Body Plan:

Figure 3.7: Body Plan

31
 Chapter 4
Hull Form Analysis: Hydrostatics

4.1. Hydrostatic Analysis:

MAXSURF’S Stability module is used to calculate the final particulars of the final Maxsurf
hull model. The following graphs are plotted:
1. Hydrostatic Curves: A series of graphs drawn to a vertical scale of draught and a base
of length, which gives values such as the center of buoyancy, displacement, moment
causing unit trim, and center of flotation.
2. Curves of form: They give the values of form coefficients varying with draught of the
vessel.
3. Bonjean Curves: Curves of areas and moments of sections versus draught, plotted on
the sheer plan.
4. Sectional Area Curve: A curve whose ordinates are areas of cross sections up to a
given waterline corresponding to each point in the length.

Upright Hydrostatics in the Maxsurf stability is used to determine the hydrostatic parameters
of the hull at a range of drafts, at zero trim. First a range of Displacements is chosen for the
Analysis, also we can specify a fixed trim for all drafts (which is kept 0 in this case).

Figure 4.1: Maxsurf Stability Upright Hydrostatics

32
 a) Hydrostatic Curves:
Specifies various parameters like, Displacement, Wetted Area, LCB, KB, etc. for a range of
drafts.

Figure 4.2.1: Hydrostatic Curves

Data for this is also generated in tabular format. Results obtained for 3 different conditions
have been presented in the table given below. It gives all relevant information of that particular
displacement scenario.

Figure 4.2.2: Hydrostatic Curves

33
 a) Curves of Form:

Gives the form coefficients value with respect to varying draft of the vessel.

Figure 4.3: Curves of Form

Draft 4.014 8.681 13.225

Displacement t 16136 42863 74936
Heel deg 0 0 0
Draft at FP m 4.014 8.681 13.225
Draft at AP m 4.014 8.681 13.225
Draft at LCF m 4.014 8.681 13.225
Trim (+ve by stern) m 0 0 0
WL Length m 257.275 254.617 260.36
Beam max extents on WL m 32.891 33 33
Wetted Area m^2 5805.939 9238.352 11966.59
Waterplane Area m^2 4845.448 6386.82 7303.55
Prismatic coefficient (Cp) 0.479 0.583 0.651
Block coefficient (Cb) 0.423 0.549 0.625
Max Sect. area coefficient (Cm) 0.899 0.95 0.967
Waterplane area coefficient (Cwp) 0.573 0.76 0.85

34
 LCB from zero pt. (+ve fwd) m 110.545 109.598 107.279
LCF from zero pt. (+ve fwd) m 113.417 102.568 107.942
KB m 2.16 4.836 7.475
KG m 13 13 13
BMt m 20.542 11.742 8.239
BML m 829.561 532.931 434.06
GMt m 9.702 3.579 2.714
GML m 818.721 524.767 428.534
KMt m 22.702 16.579 15.714
KML m 831.721 537.767 441.534
Immersion (TPc) tonne/cm 49.666 65.465 74.861
MTc tonne.m 516.456 879.317 1255.363
RM at 1deg = GMt.Disp.sin (1) tonne.m 2732.364 2677.105 3549.425
Table 4.1: Hydrostatic Analysis Results

b) Sectional Area Curve/Curve of Areas:

The y-coordinates of this curve are areas of cross sections up to a given waterline
corresponding to each point in the length.

Figure 4.4: Sectional Area Curves

35
 c) Bonjean curves:

These are curves of areas of transverse sections and their moments about the baseline of a
ship.

Figure 4.5: Bonjean Curves

d) Cross Curves of Stability:

It is difficult to determine the GZ value for a vessel at any operating displacement at any angle
of heel whenever required. So, this distance is calculated from some standard reference point
on ship center line and plotted as a set of curves, one for each angle of heel varying with
displacement. Such a set of curves are generally referred as Cross curves of stability.
The heel and draft ranges are selected. Trim has been chosen 0, fixed for all drafts. Also, the
TCG and assumed VCG are at 0 position. The results are provided in the table below:

36
Displacement Draft KN 10 KN 10 KN 10 KN 10 KN 10
LCG
Amidships deg. deg. deg. deg. deg.
(intact)
(m)
tonnes (m) Starb. Starb. Starb. Starb. Starb.

3286 1 105.571 6.624 10.009 11.504 11.972 11.905

9647 2.631 108.898 4.638 7.837 9.984 11.411 12.326

16008 3.988 110.523 3.835 6.942 9.204 10.993 12.227

22369 5.219 111.294 3.401 6.433 8.817 10.726 11.877

28730 6.368 111.392 3.144 6.119 8.615 10.447 11.443

35091 7.45 110.846 2.992 5.918 8.481 10.124 10.988

41452 8.464 109.833 2.906 5.777 8.27 9.761 10.549

47813 9.424 108.843 2.847 5.672 7.95 9.345 10.115

54174 10.35 108.081 2.804 5.552 7.558 8.882 9.664

60536 11.255 107.61 2.773 5.33 7.123 8.39 9.204

66897 12.137 107.339 2.753 5.03 6.66 7.884 8.736

73258 13 107.27 2.713 4.673 6.183 7.379 8.273

Table 4.2: Stability Analysis Results

Figure 4.6: Cross Curves of Stability

37
 Chapter 5
General Arrangement Preparation

5.1. General Arrangement Plan:

The general arrangement of a vessel can be defined as the allocation of volumes for all the
crucial functions and operations, correctly synchronized for position and access. Standard 20ft
containers of the dimension- 6.096(m) X 2.4384(m) X 2.5908(m) were stacked in the GA.
Distance between 2 consecutive containers in the same bay is given as 75mm, whereas distance
between 2 consecutive bays is given as 1.3m. The bulkhead division is given as:

Name Distance from AP Type

Aft Collision 11 Transverse bulkhead
ER 01 26 Transverse bulkhead
ER 02 41 Transverse bulkhead
CH 01 54.642 Transverse bulkhead
CH 02 69.584 Transverse bulkhead
CH 03 83.226 Transverse bulkhead
CH 04 96.868 Transverse bulkhead
CH 05 110.51 Transverse bulkhead
CH 06 124.077 Transverse bulkhead
CH 07 137.794 Transverse bulkhead
CH 08 152.736 Transverse bulkhead
CH 09 166.378 Transverse bulkhead
CH 10 179.946 Transverse bulkhead
CH 11 193.662 Transverse bulkhead
CH 12 207.229 Transverse bulkhead
CH 13 222.246 Transverse bulkhead
CH 14 235.807 Transverse bulkhead
Fore collision 245.804 Transverse bulkhead
Table 5.1: Bulkhead Divisions

38
Weather this bulkhead arrangement is sufficient is decided after analyzing the floodable length
graph. It is done using the Maxsurf Stability module. In the bulkhead definition window, the
proposed bulkhead distances are given. The permeability of all compartments was kept at
100%.

Figure 5.1: Maxsurf Stability Permeability

The generated graph is presented below -

Figure 5.2: Floodable Length Graph

The yellow line and the green line are indicating floodable lengths at the displacements of
74000 t and 74936 t respectively. The ship profile is also superimposed on the graph to provide
a better visual understanding of the floodable length measures along the length of the vessel.
The bulkhead locations can also be identified through the blue triangles.

39
The graph is plotted for 1-compartment standard. If the vertex of the blue triangle is below the
floodable length measure at that point, we can say that even if that compartment is damaged at
100% permeability, the vessel draft won’t touch the margin line. As it can be clearly seen that
all compartments are well within the floodable length requirement, the bulkhead divisions are
finalized.
Next, the tank capacities are estimated. Various fluids are carried onboard, with varying
quantities, properties and densities. Tank capacity requirements for the following liquids are
estimated-

 Fresh Water Requirement:

Crew 30

Endurance 3.3 Days

Requirement 0.17 t per person per day

Fresh water requirement 16.83 Tonnes

Density of Fresh water 1 t/m3

Volume Required 16.83 m3

Table 5.2: Fresh Water Requirement

 Heavy Fuel Oil Requirement:

Power of Main Propulsion

Pm 52102.05 kW
Engines
Number of Main Engines Nme 1.00
Specific Fuel Consumption of
SFOCme 160.00 gm/KW/hr
Main Engines
Density of HFO Dfo 0.85 gm/cc
Running Hours Per Day t 24.00 Hrs
Endurance E 3.30 Days
Fuel consumption of main (𝑃 ∗ 𝑁 ∗ 𝑆𝐹𝑂𝐶 ∗ 𝑡 ∗ 𝐸)
776.75 M3
engine (FCm) 𝐷𝑓𝑜
Margin 10% 854.42 M3
Total HFO requirement Divide by Density 760.44 Tonnes
Total Lube Oil Requirement 3% of the HFO Volume 26 M3
Table 5.3: Heavy Fuel Oil Requirement

40
  Ballast Water Requirement:

Aft Draft Requirement for Propeller

Ta 7.72 M
Submersion

1% of
Trim t 2.54 M
Length

Forward Draft Tf 5.18 M

Mean Draft (Ta+Tf)/2 Tm 6.45 M

Ballast Displacement 45740.93 Tonnes

Weight of ballast water 29314.73 Tonnes

Ballast Water Volume 28599.74 M3

Table 5.4: Ballast Water Requirement

Based on all the above considerations, the GA has been drawn in AutoCAD.

 Profile Plan:

Figure 5.3: Profile Plan

 Deck Plan:

Figure 5.4: Deck Plan

41
Number of Containers Stored Tier Wise-
(Tier 01 is the bottom-most tier)

Tier 01 186 Tier 09 364

Tier 02 220 Tier 10 364
Tier 03 254 Tier 11 364
Tier 04 286 Tier 12 350
Tier 05 298 Tier 13 288
Tier 06 364 Tier 14 240
Tier 07 364 Tier 15 168
Tier 08 364
Table 5.5: Distribution of Containers

Tiers inside the hull:

Tier 01-

Tier 02-

Tier 03-

42
Tier 04-

Tier 05-

Figure 5.5: Tier Plan

The tanks have also been suitably modeled and defined in the Maxsurf stability’s compartment
definition window.

Figure 5.6.1: Maxsurf Tank Modelling

In the model, the green tanks are for ballast, on the sides of the containers, double bottom and
fore peak. The red tanks are allocated for fuel- heavy fuel oil and marine diesel oil. The olive-
green tank in the bottom structure is for lube oil. The blue tank is for fresh water. The
permeability of these tanks can be adjusted according to the loading conditions.

43
 Chapter 6
Structural Design

6.1. Scantling Calculations:

All scantlings done as per IRS rules – ‘Part 3 – General Hull Requirements’, since the
concerned vessel is an ocean-going vessel with length greater than 150 m, a Torsion Box has
been added for increased torsional resistance in waves. After all the scantling calculations,
section modulus ‘Z’ was evaluated for deck and keel and was verified with the minimum
section modulus requirement as per rules. After this the midship section was shaped and the
structural scantlings were shown.

Plates Required Minimum Thickness (mm) Provided Thickness ( mm)

Keel 19.2 25
Outer Bottom, Bilge 17.2 22
Inner Bottom 16.9 20
Inner Side Shell 17.63 20
Side Shell 2 15.24 18
Side Shell 3 15.32 18
Side Shell 4 16.59 18
Shear Strake 17 22
Main Deck 13.32 22
Deck 2 13.32 22
Deck 3 13.32 18
Deck 4 13.32 18
Deck 5 13.32 20
Plates Maximum Breadth (mm) Provided Breadth (mm)
Keel Plate 2200 2200
Breadth of shear Strake 2128.788 2000
Girders Thickness (mm) Depth (mm)
Centre Girder 18 1800
Side Girder 16 1800

Table 6.1: Plate Calculations

44
 Name Symbol Value Units
Total area ∑a 5.13 M2
Total first moment ∑ah 42.09 M3
2
Total second moment 685.78 M4
∑ah

Centroid (NA) from base y 8.20 m

Distance of N.A from deck Y max 15.80 m

M.I about self I self 33.16 M4

M.I about keel I keel 718.94 M4
M.I about N. A INA 373.66 M4
M.I about deck I deck 1654.29 M4
Z
Section modulus about deck 23.65 m^3
deck
Z
Section modulus about keel 45.55 m^3
keel
σ
Bending stress 308859.7772 KN/m^2
Deck
σ
Bending stress 160375.7453 KN/m^2
Keel

Yield strength of steel σy 235.00 Mpa

Permissible stress of steel 175.00 Mpa

σy
factor of safety fos 1.47
Table 6.2: Section Modulus Calculations

45
Figure 6.1: Midship Section

46
 Chapter 7
Intact Stability Calculations

7.1. Loading Conditions:

3 different loading conditions have been analyzed to check ship’s stability in these situations.
1) Fully Loaded Departure Condition- In this case, all containers (each of 2.3 tonnes) have 10
tonnes of payload (below the deck) and 6.5 tonnes of payload (above the deck) in them.
2) Fully Ballasted Departure Condition- 100% Ballast and no cargo.
3) Only Containers under the deck are loaded, the ship is 50% ballasted.

Loading Loading Loading

Parameter
Condition 01 Condition 02 Condition 03

Draft Amidships m 12.295 7.959 9.315

Displacement t 60841 34584 40837

Heel deg 0 0 0

Draft at FP m 12.936 7.246 10.225

Draft at AP m 11.653 8.671 8.405

Draft at LCF m 12.186 8.113 9.147

Trim (+ve by stern) m -1.283 1.426 -1.82

WL Length m 259.762 265.063 255.861

Beam max extents on WL m 33 33 33

Wetted Area m^2 11324.259 8815.288 9517.102

Waterplane Area m^2 6506.78 5801.463 5948.456

Prismatic coefficient (Cp) 0.576 0.483 0.524

Block coefficient (Cb) 0.526 0.446 0.453

Max Sect. area coefficient

0.964 0.945 0.942
(Cm)

47
 Waterplane area coefficient
0.759 0.663 0.705
(Cwp)

LCB from zero pt. (+ve fwd)

108.445 105.154 111.69
m

LCF from zero pt. (+ve fwd)

106.132 100.253 104.294
m

KB m 7.044 4.652 5.267

KG fluid m 10.743 6.738 12.468

BMt m 8.847 12.85 11.324

BML m 512.716 637.104 579.009

GMt corrected m 5.148 10.763 4.123

GML m 509.017 635.017 571.808

KMt m 15.891 17.502 16.591

KML m 519.754 641.746 584.261

Immersion (TPc) tonne/cm 66.694 59.465 60.972

MTc tonne.m 1210.661 858.535 912.84

RM at 1deg = GMt.Disp.sin
5466.128 6496.634 2938.521
(1) tonne.m

Max deck inclination deg 0.2873 0.3193 0.4077

Trim angle (+ve by stern)

-0.2873 0.3193 -0.4077
deg

Table 7.1: Loading Conditions

 Loading Condition 01:

Top View of Load Distribution:

Figure 7.1: Top View of Load Distribution

48
Righting Lever GZ for Loading Condition 01:

Figure 7.2: Righting Lever GZ for Loading Condition 01

Maximum Steady Heal Angle for Loading Condition 01-

Figure 7.3: Maximum Steady Heal Angle for Loading Condition 01

49
Dynamic Stability Curve for Loading Condition 01-

Figure 7.4: Dynamic Stability Curve for Loading Condition 01

 Loading Condition 02:

Final Equilibrium condition for Loading Condition 02-

Figure 7.5: Final Equilibrium Condition for Loading Condition 02

50
Righting Lever GZ for Loading Condition 02:

Figure 7.6: Righting Lever GZ for Loading Condition 02

Maximum Steady Heal Angle for Loading Condition 02-

Figure 7.7: Maximum Steady Heal Angle for Loading Condition 02

51
Dynamic Stability Curve for Loading Condition 02-

Figure 7.8: Dynamic Stability Curve for Loading Condition 02

 Loading Condition 03:

Container loading arrangement in Loading Condition 03-

Figure 7.9: Container Loading Arrangement in Loading Condition 03

52
Righting Lever GZ for Loading Condition 03:

Figure 7.10: Righting Lever GZ for Loading Condition 03

Maximum Steady Heal Angle for Loading Condition 03-

Figure 7.11: Maximum Steady Heal Angle for Loading Condition 01

53
Dynamic Stability Curve for Loading Condition 03-

Figure 7.12: Dynamic Stability Curve for Loading Condition 03

 Criteria Analyzed for the Loading Conditions:

A.749(18) Ch3 - Design criteria applicable to all ships
1. Area 0 to 30 shall not be less than (>=) 3.1513 m.deg
2. Area 0 to 40 shall not be less than (>=) 5.1566 m.deg
3. Area 30 to 40 shall not be less than (>=) 1.7189 m.deg
4. Max GZ at 30 or greater shall not be less than (>=) 0.2 m
5. Angle of maximum GZ shall not be less than (>=) 25 deg
6. Initial GMt shall not be less than (>=) 0.15 m

Loading Loading Loading

Criteria Condition Status Condition Status Condition Status
01 02 03

1. 33.8319 Pass 83.5567 Pass 34.5005 Pass

2. 47.9343 Pass 140.4021 Pass 54.5360 Pass
3. 14.1023 Pass 56.8454 Pass 20.0354 Pass
4. 1.534 Pass 5.973 Pass 2.086 Pass
5. 24.5 Fail 44.5 Pass 30.9 Pass
6. 5.148 Pass 10.764 Pass 4.123 Pass
Table 7.2: Criteria Analysed for Loading Conditions
54
 Chapter 8
Hydrodynamic Performance

8.1. Hydrodynamic Analysis:

a) Resistance Calculations:
To begin computing the engine requirements of the vessel, we must know the amount of
resistance it has to overcome to achieve the desired speed. Thus, we begin by computing the
bare-hull resistance by the Holtrop method. The resistance module of Maxsurf has been used.
The resistance results at various speeds have been provided in the table given below-

Speed Froude No. Froude No. Holtrop Resistance Holtrop Power

(kn) LWL Vol. (kN) (kW)

15 0.153 0.388 702.3 5419.689

15.6 0.159 0.404 760.3 6101.591

16.2 0.165 0.419 821.6 6847.203

16.8 0.171 0.435 886.6 7662.255

17.4 0.177 0.45 955.5 8553.086

18 0.183 0.466 1028.8 9526.66

18.6 0.189 0.481 1106.8 10590.67

19.2 0.196 0.497 1190 11753.6

19.8 0.202 0.512 1278.6 13024.23

20.4 0.208 0.528 1373.2 14410.84

21 0.214 0.543 1473.7 15921.28

21.6 0.22 0.559 1580.7 17565

22.2 0.226 0.574 1694.8 19356.27

22.8 0.232 0.59 1817.3 21315.66

23.4 0.238 0.606 1949.5 23467.8

24 0.245 0.621 2092.5 25835.35

Table 8.1: Resistance Calculations

55
  Resistance vs Speed Graph:

Figure 8.1: Resistance vs Speed Graph

 Power Vs Speed:

Effective Power 25835 kW From Maxsurf

Quasi Propulsive coefficient 0.65 ~

Delivered Power 39746.153 kW

Shaft Losses 11,544.701 kW 2%

Sea Margin 7488.971 kW 10%

85% MCR Operation 44,286.7 kW

Table 8.2: Power Calculations

8.2. Main Engine:

The engine is selected as per the resistance calculation done by the MAXSURF’s Resistance
module and further estimating the M.C.R power of the engine. Engine is selected to fulfil the
above requirements and its specifications are as follows:

56
 Engine Design MAN-B&W
Engine Model 9K98ME-C
Engine Stroke 2400
Engine Rpm 104
Total HP Main Engine 69,870
Total kW Main Engine 52102.05
Table 8.3: Engine Calculations

8.3. Propulsion Calculations:

The constants used for the process are tabulated below:

Atmospheric pressure Pascal 101325

Shaft centreline (from GA) m 2.6656

Vapor density of water kg/m3 0.013

Acceleration due to gravity m/s2 9.81

Coefficient for single screw 0.2

Table 8.4: Constants Used

1. Wake Fraction Calculations:

Taylor 𝑤 = 0.5𝐶 − 0.05 0.26

Hecksher 𝑤 = 0.7𝐶 − 0.18 0.268

BSRA 𝑤 = 0.535𝐶 − 0.07 0.2617

Table 8.5: Wake Fraction Calculations

2. Thrust Deduction Factor Calculations:

Hecksher 𝑡 = 0.5𝐶 − 0.12 0.2

𝑡 = 𝑘∗𝑤
Schoenherr 0.1876
𝑘 = 0.5 𝑡𝑜 0.7 for single screw

Table 8.6: Thrust Deduction Factor Calculations

57
 No. of Blades - z From Hull Resonance Diagram 5
Effective Power From Maxsurf 25835 kW
Quasi Propulsive
~ 0.65
Coefficient
Divide Effective Power by Quasi
Delivered Power - P(d) 39746.15 kW
Propulsive coefficient
( )
Delivered Power in HP 𝑃(𝑑 − 𝑓𝑤) = . ∗ .
52000.45 Hp
(freshwater) - P(d-fw)

Wake fraction From above calculations 0.26

Thrust deduction factor From above calculations 0.2
Velocity of advance 9.135744 m/s
𝑉 = (1 − 𝑤). 𝑉
Velocity of advance 17.76 knots

Hull efficiency 𝜂 = 0.925

Gear Ratio According to Engine 1

RPM of Engine - n From Engine Specifications 104 rpm

Bp Coefficient 𝑛𝑃 . 17.84142
𝐵 =
𝑉 .
𝐵𝑝 − 𝛿 𝑐ℎ𝑎𝑟𝑡
p/D 0.89

Delta 𝐵𝑝 − 𝛿 𝑐ℎ𝑎𝑟𝑡 165

Open water efficiency 𝐵𝑝 − 𝛿 𝑐ℎ𝑎𝑟𝑡 0.64

28.17ft
Propeller diameter 𝐷 = 𝛿𝑉/𝑛 or Ft/m
8.58m

Thrust 𝑇 = 𝑅(1 − 𝑡) 2807.5

𝑃(𝑑 − 𝑓𝑤)
Torque 𝑄 = 7121 ∗ 3560.531 kNm
𝑛
𝑉
Advance coefficient 𝐽= 0.613697 kN
𝑛. 𝐷

Table 8.7: Propeller Parameters

58
 𝑇
Thrust coefficient 𝐾 = 0.167603
(1.025)𝐷 𝑛

𝑄
𝐾 =
(1.025)𝐷 𝑛
Torque coefficient 0.024751
𝐾
𝐵 = 33.053
𝐽

Table 8.9: Torque Calculations

8.4. Propeller Clearances:

IRS Part- III, CH 06, Section 04

Parameter Symbol Value Unit

Propeller Diameter D 8.58 m

Radius R 4.29 m

No. of Propeller Blades Nb 5.00

Propeller Hull a 0.86 m

Clearance b 2.15 m

c 1.63 m

Table 8.10: Propeller Calculations

59
 Chapter 9
Rudder and Propeller Calculations
9.1. Rudder Calculations:

𝑇𝐿 𝐵
𝐴= 1 + 25 46.95 M2
Area of Rudder 100 𝐿

X X = 0.05D-.0055D 0.89

Span- b T = 1.4b+X 8.65 m

Chord- c Area = b * c 5.96 m

Aspect Ratio Aspect Ratio = Span / Chord 1.45

Rudder Deflection angle, dmax (33-35) for seagoing cargo ship 35

Rudder maximum angle, αmax αmax = (5/7) * dmax 25

Rudder deflection rate, d_min d_min = (24 * V)/L 2.27 deg/sec

Table 9.1: Rudder Calculations

𝑎 ≧ 0.2𝑅

𝑏 ≧ (0.7 − 0.04𝑁 )𝑅

𝑐 ≧ (0.48 − 0.02𝑁 )𝑅

Figure 9.1: Propeller Hull Clearance

60
 𝐶
Taper Ratio, λ 𝜆= 0.5
𝐶

Chord, c C = (Ct + Cr)/2 5.96

Root chord, Cr Cr = 4 * C/3 7.95 m

Tip Chord, Ct Ct = (2 * C) - Ct 3.97 m

Sweep Angle Approximately 7 deg

Table 9.2: Rudder Dimensions

Figure 9.2: Rudder Parameters

61
9.2.Rudder Force:

Speed Vessel Parameters 24 knots

Area As per the calculations above 46.95 M2
(𝜆 + 2) 1.15 as per
K1 𝐾 = 3 aspect ratio

K2 Rudder Profile Coefficient Ahead 1.1

NACA:00

K2 Rudder Profile Coefficient Stern 0.8

NACA:00
K3 Rudder Location Coefficient 1
Fr
(Ahead) 𝐶 = 132 𝐾 . 𝐾 . 𝐾 𝐴𝑉 4515.674 kN

Fr
(Stern) 𝐶 = 132 𝐾 . 𝐾 . 𝐾 𝐴𝑉 821.0316 kN

Table 9.3: Rudder Force Calculations

9.3. Rudder Torque:

α Ahead 𝜶 = 𝟎. 𝟔𝟔 for astern condition 0.33

α astern 𝛼 = 0.66 for astern condition 0.66

Chord, c As per above calculations 5.96 m

Balance Ratio, k 0.255 as per CB 0.255

r Ahead 𝑟 = 𝑐(𝛼 − 𝑘) 0.447 m

r Astern 𝑟 = 𝑐(𝛼 − 𝑘) 2.4138 m

Rudder force ahead As per above calculations 4515.673 kN

Rudder force astern As per above calculations 821.031 kN

Rudder Torque ahead 𝑄 = 𝐶 .𝑟 2018.506 kNm

Rudder Torque astern 𝑄 = 𝐶 .𝑟 1981.805 kNm

Table 9.4: Rudder Torque Calculations

62
9.4. Freeboard Calculations:

The Freeboard value is obtained from table at L=254 m; 40722 mm

Figure 9.3: Freeboard Dimensions Selection

Correction for CB is done for CB<0.68, in this case CB = 0.62, so Block coefficient correction
of freeboard is not applicable in this case.

D 20 m

L/15 16.93 m

Table 9.5: Freeboard Correction

Since D> (L/15), Depth correction for freeboard is to be applied. Fc has to be increased by- (D
- L/15)/R where R is 250 for ships of length greater than 120 m.

Factor 766.67 mm

F 4838 mm

Table 9.6: Freeboard Results

63
 Sheer Correction 5646 Mm
Summer free board 5.64 m
Tropical free board 5.37 m
Winter free board 5.91 m
Winter north Atlantic 5.96 m
Fresh water free board 5.175 m
Table 9.7: Variation of Freeboard

64
 References

1. Preliminary. Ship Design C Misra

2. Ship Design for Economy and Efficiency, Schneekluth
3. Manuel Ventura
4. DNV, Chap.3
5. PNA Vol 2
6. En.wikipedia.org
7. Eagle.org
8. www.dnv.org
9. www.maerskline.com
10. ‘Preliminary Ship Design’ - Gillifan, Watson
11. ‘Lectures on Naval Architecture’ – Willian Fishbourne
12. ‘Priciples of Naval Architecture – 1,2,3’ – RINA
13. ‘Basic Ship Propulsion’ – Ghose, Gokaran
14. ‘Modern Cruise Ship Propulsion’ - SNAME Ottawa Nov 2009
15. ‘Practical Ship Design’ – Watson
16. ‘Container Ships – Guidelines for Surveys, Assessment, Repairs – IACS 2012
17. ‘Statistical Analysis and Determination of Regression Formulae for Container
Ships’ – Hans Otto Christensen, TU Denmark
18. ‘An Approximate Power Prediction Method’ – Holtrop, Mennen
19. ‘International Convention on Load Lines’ – IMO 1988
20. ‘Bulbous Bow Design’ – Manuel Ventura
21. ‘IMO TIER II Programme 2013’ – Doosan MAN B&W
22. ‘Significant Ships 2014’ – RINA

65