Fixing of Main Dimension

Project Report FIXIING OF MAIN DIMENSIONS
2.0 FIXING OF MAIN DIMENSIONS
2.1. PRELIMINARY INVESTIGATION
2.1.1. MISSION ANALYSIS [Ref: 1 & 2]
The modern trend in carrying cargo in unitized containers, safety and speedy
transport highlights the vitality of container ships in modern scenario. Container
revolution evolved in late 1950’s; general cargo carriers giving way to the concept
design of modern container ships.
Usually, container ships are designed for high speed, low block coefficient and
low L/B ratio. Wide hatch openings and fixed cell guides in holds are major
characteristics of container ships. Present trend is to carry more number of containers on
deck compared to those in holds for fast cargo handling operations. But this will have an
adverse effect on stability and torsional strength. Permanent ballast is the only possible
solution to counter the stability problem. Torsion box, double skin and longitudinal deck
girders are the structural characteristics to counter the torsional stresses due to wide
hatch openings.
Space allotted for each container is called a cell. The cell themselves are made up of
corner guide angles attached to the ship structures. Hatch covers are usually lift off
pontoon type, clogged water tight by manual or hydraulic means. Watertight
subdivision of the ships presents no problem since all the cargo movements are in
vertical direction and watertight bulkheads can be placed between the container cells
with no space wastage. Disadvantages of this type is that all the containers must be of
uniform length and width and with uniform fittings for lifting, stacking and locking; and
that it can’t be used for any other type of cargo or even another type of container
without extensive conversion.
International Standard Organization has classified the containers as follows:
Twenty Equalent Unit (TEU) 20’x 8’ x 8’

20’x 8’ x 8.6’’
Department of Ship Technology 3 Cochin University of Science & Technology

Forty Equalent Unit (FEU) 40’ x 8’ x 8’

40’x 8’ x 8.6’’
The noted factors that led to the popularity of containers are stated below:
1. Reduction in port time
2. Reduced packaging cost
3. Facility of refrigeration inside containers
4. Protection against pilferage
5. Line transportation via road and rail
6. High degree of protection against damage of costly and perishable goods
Containers are usually are made of aluminium with corrugated side walls with a
maximum capacity of 31.04 m3 by volume and 20.3 tones by weight.
Type of Cargo Carried in Containers
1. Uniform stowage: Uniform cargo is stowed in containers giving free spaces in

between, these free spaces must be choked with wood or lashed with rope, if the
cargo is fragile nets or dunnage bags can be used
2. Cartons and packages: Important to follow instructions given on the package,

usually we carry bottles, medicines etc.
3. Bagged cargo: Cargoes packed in bags are stowed in interlocking stows. Braces
or net is placed at the front of final row to avoid falling of bags when the
container is opened.
4. Drums and barrels: Usually liquids are carried in drums and barrels. Stowed
upright if possible. Bunk or closure end should be upper most. If we are keeping
tiers of drums, then soft dunnage or ply between tiers should be placed.
5. Rolls: When rolls stowed upright they should be packed close together. Any
empty spaces between the rolls should be filled in by sacks of sawdust,
corrugated cardboard or similar soft dunnage. Secure the rolls by means of
timber, nets or wedges.

6. Bulk liquids: Wine, latex, printing ink and other non hazardous liquids are
transported in strong synthetic “flexi-bags” in 20’ containers. Bags must braced
at the door end of containers with strong timber bulkhead.
7. Bulk solids: Bulk bags are used for wide range of granular substances including
malt, cocoa and coffee.
8. Hanging garments: Special containers are available for shipping clothing

garments. They are carried either on hanger rails or suspended from strings.
9. Light vehicles: cars and similar vehicles are commonly shipped in containers
webbings or lashings must be used.
10. Hazardous cargo: Container should be placarded properly with an IMO danger
level affixed to each of the outside walls.
Trade Route Analysis [Ref: 3]
Trade route analysis was carried out focusing Kochi port as the basic port. Most
of the container feeder transshipment from Kochi is towards Singapore via Colombo &
Port Klang (Malaysia).Major container cargo shipped in this route are tea, pepper, coir
products, nutmeg, machineries, house hold items, personnel effects etc.
As per Cochin Commerce & Industry, Cochin, the major container feeders that
ply in this route are listed below:
Table 2.1 Ships Plying in Kochi – Singapore Route
Ship Name Total Container Carrying Capacity(TEU)
NORDPOL 1354
SINAR BINTAN 1054
SATURN(GERMAN) 1129
Hence the route:-

KOCHI……556nm……COLOMBO……1315nm……PORT
KLANG…..209nm…..SINGAPORE
(nm- Nautical Miles)
is fixed as the ship route.

Ship Route Details [Ref: 4]
Kochi Arabian Sea Indian Ocean Colombo
Andaman Sea Strait of Malacca Port Klang Singapore
Table 2.2 Time Duration between Ports

KOCHI - COLOMBO 1 Day – 11 Hours
COLOMBO – PORT KLANG 3 Days – 10 Hours
PORT KLANG - SINGAPORE 0 Days – 13 Hours
Port Details [Ref: 4&5]

I) Singapore:
Location: Lat: 1○ 16’ N; Long: 103○ E
Singapore is one of the busiest ports of the world with a container stacking
capacity of 15,900,000 TEU. Major container terminals and cargo handling facilities are
listed below:
Table 2.3 Facilities Available in Singapore Port
Container
Name of the Max Length Min No: of
Cranes(NO:S) Terminal
Terminal of the Berth Depth Berths
Area
Tanjong Pagar
325 m 12.4 m 29 83 hectares 14
Terminal
Keppel
370 m 14.6 m 36 96 hectares 15
Terminal
Brani Terminal 330 m 15 m 31 80 hectares 15
Sembawang
230 m 11.9 m 20 65 hectares 7
Terminal
Pasir Panjang
880 m 11 m 14 65 hectares 3
Terminal

Major Imports: Machinery, Iron, Steel, Sugar, Tea, Aluminium products & alloys,
Cotton fabrics, Nutmeg, Spices etc.
Major Exports: Electronic goods, Textiles, House hold items, Personnel effects,
Cosmetics, Silk, Medicines, Manufactured goods etc.
II) Port Klang (Malaysia)

Location: Lat: 3○ 0’ N; Long: 101○ 24’ E
Major container terminal of Port Klang is Tanjong Kidurong terminal.
Maximum length of the Terminal - 320 m
Minimum Depth of the Terminal - 15 m
Minimum Draft of the Terminal - 12.5 m
Table 2.4 Cargo Handling Facilities in Port Klang
Type Capacity(t) Quantity
Multi purpose gantry 100 1
Mobile Crane 30 1
Fork Lift 40 4
Major Imports: Natural Rubber, Cotton etc

Major Exports: Chemicals, Finished goods, Jewelry etc
III) Colombo
Colombo port acquires significance in container shipping owing to its
geographical location. Christened as the hub of South Asia, this port experience busy
container traffic. Jaya container terminal is the major container terminal of this port.
Maximum length of the Terminal - 316 m
Minimum Depth of the Terminal - 14 m
Maximum Draft of the Terminal - 13.5 m
Container Berths - 4 NO:S
Feeder Berths - 2 NO:S
Total Container Stacking Capacity - 34,000 TEU
Total Area - 45.5 hectares

Table 2.5 Cargo Handling Facilities in Colombo Port

Type Capacity(t) Quantity
Maximum Heavy Lift Gantry 90 2
Light Gantry Crane 39 4
Rubber wheeled Gantry 4 2
Major Imports: Food Stuffs, Steel, Vehicles, Cosmetics, Electronic goods etc.
Minor Exports: Tea, Rubber, Handicrafts, Spices, Garments etc
IV) Kochi
Kochi port can be approached by cargo ships through Outer channel (200 m
wide, 12.8 m depth) and Inner channel (150 m wide, 11.9m depth) which widens to
provide a turning basin 500 m wide. Major shipping berths are located at Mattanchery
Wharf (4 Berts) and at Ernakulam Wharf (5 Berths). Quays 8 & 9 of Ernakulam Wharf
have been developed into exclusive container terminals with berthing length of 414 m.
Marshalling yard area - 9.5 acres
Reefer points - 111 NO:S
Gantry cranes - 40 t capacity (2 NO:S)
Major Imports: Electronic goods, Cosmetics, Medicines, Machinery, Garments,
Personnel effects etc
Major Exports: Sugar, Tea, Aluminium alloys, Nutmeg, Spices, Coir products, Coconut
products, frozen shrimps, prawns etc
Engine Plant & Propulsion System

Usually, for container ships, engine room is placed aft or semi aft. Container
feeder ships are comparatively small ships and problem of excessive trim during light
ship condition does not impose a problem if engine room is placed aft. Enhanced cargo
handling is the major advantage of placing engine room aft as the entire container
stowage above deck will be forward of engine room.
The vessel is powered by a direct coupled two stroke diesel engine of average
power of 9000 KW. Engine rotates a single screw fixed pitch propeller fitted at the

stern. The thrust produced by the propeller must be capable of overcoming the
resistance of ship and propel the ship at 15.75 kn speed.
Internal Subdivision of Ship

The ship is internally divided by transverse bulkheads. Collision bulkhead and
aft peak bulkhead enclose the engine room & cargo holds into watertight compartments.
Water tight transverse bulkheads are placed in cargo holds as per classification society
rules. Subdivisions in double bottom is based on tank capacities required for diesel oil,
lub oil etc. Superstructure & Deck houses are divided inside by decks, transverse and
longitudinal bulkheads.
Radius of Action
It is defined as the maximum continuous voyage length with out refueling +
10% allowance. For the vessel, maximum continuous voyage is between Colombo &
Port Klang is 1315 nautical miles. Thus the range is calculated as 1447 nautical miles.
Shape of Hull, Stern, Stem

Container ships have fine slender hull form with very little or no parallel middle
body. Stern is made transom for increasing the main deck area and for easiness in
construction. Stem is fitted with bulbous bow to reduce the wave making resistance.

Conclusion
The mission analysis involved the design of 625 TEU Container Feeder ship
with 15.75 knots service speed plying between ports Kochi – Colombo – Port Klang –
Singapore. The range of the ship is found to be 1447 nm.
 As major container feeders of South Asia ply in this route, this route proved to
be good from economical point of view.
 The vessel has no restrictions in draft in any of the ports.
 Cargo handling facilities are adequate in all the four ports and hence cargo
handling gear is not employed onboard ship.
 Engine room is placed aft.
 Vessel is to be fitted with pontoon hatch covers.
 Ship will have a slender hull form with transom stern and bulbous bow at the
stem. Fore part will be fitted with a fore castle and superstructure will be above
engine room divided into approximately 5 decks.
 Ship is to be propelled by a low speed two stroke diesel engine fitted to a fixed
pitch propeller. Navigational and Communication equipments will be fitted as
per IMO & SOLAS rules.
 Container ship faces the problem of torsional stresses due to wide hatch
openings. Torsion box are fitted on both sides to take torsional loads.
 Double skin construction with wing tank at sides and double bottom add strength
against torsion.
 Vertical stacking is employed with fixed cell guides in holds.

2.1.2. PARENT SHIP DATA

Parent ships are selected with main dimensions and TEU in proximity to owners
requirement of the vessel under construction.
Selection of Ships from Journals
Table 2.6 Parent Ship Data
Name of
TEU DWT Loa Lbp B D T Speed
Ship
Main Express 736 11386 170.85 155 24.6 14.58 7.86 19
Manchester
584 12127 161.27 152.38 19.44 14.64 8.24 16.5
Reward
Sovereign
662 14883 159.01 149.03 21.51 11.1 8.22 18
Accord
Korean
584 12276 168.84 139.6 21.9 16.01 9.76 18
Phoenix
Kashumaru 732 16004 188 175 19.72 12.04 7.65 20
Elandsgracht 676 12500 136.34 127.14 18.9 11.65 8.5 16
Ville D'Anvers 702 17000 171.4 163 25.4 14.8 8.5 18
Danubhum 650 12700 146.5 135.4 22.9 11.8 8.3 16.8
Cam Ilomba 605 11920 152.2 142 23 13 8.036 17
Hanjin Busan 575 18000 200.3 189.7 23.8 14.33 8.3 19.25
Neptune 700 12800 161 148 25 12 8 17.6
Table 2.7 Container Stowage Distribution

Container
Container Cont Cont
Name of Ship % on Reference
% in Holds Hold Deck
Deck
Main Express 65 35 478 258 Lloyds Register-1980
Manchester
Lloyds Register-1980
Reward 56 44 327 257
Sovereign Accord 57 43 377 285 Lloyds Register
Korean Phoenix 66 34 388 196 Lloyds Register
Kashumaru 57 43 420 312 Lloyds Register
Holland Ship Building
Elandsgracht
56 44 380 296 Journal
Ville D'Anvers 60 40 422 280 Norwegian Shipping News
Danubhum - - - - Motor ship Dec 96
Cam Ilomba 59 41 357 248 Cargo World Jan 1980
Hanjin Busan 54 46 311 265 Cargo World Feb 1980
Neptune - - - - Motor ship Jan 83

Table 2.8 Result of Parent ship analysis

Name of Ship L/B L/D L/T B/D D/T B/T Fn
Main Express 6.301 10.631 19.72 1.687 1.855 3.13 0.2506
Manchester Reward 7.838 10.408 18.493 1.328 1.777 2.36 0.2195
Sovereign Accord 6.928 13.426 18.13 1.938 1.35 2.62 0.2422
Korean Phoenix 6.374 8.7196 14.303 1.368 1.64 2.24 0.2502
Kashumaru 8.874 14.535 22.876 1.638 1.574 2.58 0.2483
Elandsgracht 6.727 10.913 14.958 1.622 1.371 1.62 0.233
Ville D'Anvers 6.417 11.014 19.176 1.716 1.741 2.99 0.2316
Danubhum 5.913 11.475 16.313 1.941 1.422 2.76 0.2371
Cam Ilomba 6.174 10.923 17.67 1.769 1.618 2.86 0.2343
Hanjin Busan 7.971 13.238 22.855 1.661 1.727 2.87 0.2295
Neptune 6.007 12.33 18.5 2.08 1.65 3.13 0.2376
Name of Ship Engine Type KW HP Owner

Main Express - 11750 15750 Parteen Reederei, Germany
Manchester Reward - 12219 16380 Manchester Liners Ltd, UK
Sovereign Accord - 7184 9600 -
Korean Phoenix - 8579 6118 Sea Bridge Corp.
Kashumaru - 10590 9630 Yamashitha, Japan
Elandsgracht Wartsilla6R46 5430 11500 Spliethoff's Bevrachtingskantoor
Ville D'Anvers Man B&W 8750 10600 Aker Group
Danubhum Sulzer 7960 - Regional Containers
Cam Ilomba Man B&W 6620 7385 Cameroon Shipping Lines
Hanjin Busan Sulzer 13239 6118 Hanjin Container Lines
Neptune Man B&W 10110 Neptune Orient Lines
Results of Parent Ship Analysis

Parent ship analysis gives a rough idea of the principle ratio range for the vessel
under design and the ratios are listed below:
Range of variation of L/B - 5.913 – 8.874

Range of variation of L/D - 8.72 – 14.54
Range of variation of L/T - 14.3 – 22.88
Range of variation of B/D - 1.328 – 2.08
Range of variation of D/T - 1.35 – 1.855
Range of variation of B/T - 1.621 – 3.313
Range of variation of Fn - 0.22 – 0.25

2.1.3 SKETCHES (Not to Scale)
Figure 2.1 Preliminary General Arrangement

2.2. FIRST ESTIMATES OF DISPLACEMENT/VOLUME
Selection of Basic Ship [Ref: 5]

A 700 TEU Container Feeder “NEPTUNE” owned by Neptune Orient Lines is
selected as the basic ship.
Main Particulars
LOA = 161.0 m
LBP = 148.0 m
Bmld = 25.0 m
T = 8.0 m
Dwt = 12,800 t
GRT = 13,000 ton
Special Characteristics
 The vessel is propelled by IHI Pielstick 8 PC4L Fixed Pitch Propeller with a
6000 bhp @ 400 rpm Diesel Engine.
 Containers are stacked in 7 rows and 5 tiers under deck
 Cargo spaces are divided into 4 holds
 Engine room is placed aft
2.3. PRELIMINARY SELECTION OF MAIN & AUXILIARY

MACHINARY
Main Engine
The vessel is to be powered by a slow speed two stroke diesel engine coupled to
a fixed pitch propeller. Referring to parent ship data, Main engine power is about 5500
KW.
Engine selected: MAN B&W 2 Stroke Low Speed Engine [Ref: 7]
4S50 MC – 5720kW @ 127 rpm
4 Cylinder, s.f.c = 225g/kWH

Auxiliary Genset
From the parent ship data analysis the total number of generator sets required for
auxiliary purpose is estimated as three in number. Their power is assessed as 1500 kW.
Auxiliary engines are medium speed diesel engines. Gensets of 500 kW each has been
selected.
MAN B&W 5L16/24 – 500 kW @ 1200 rpm.
2.4. FIRST ESTIMATES OF MAIN DIMENSIONS AND

COEFFICIENTS
Container ships are designed as linear dimension ship. The dimensions are
multiples of the containers being stowed. Draft and breadth restrictions in the areas
where she ply also impose limitations in design. Parent ship analysis reveals that most
of the ships carry 60% of the containers under deck. Containers are susceptible to severe
stability problems due to her fine hull form. Hence she is designed to carry 15 – 20 %
permanent ballast.
Container Specifications
Length 6.096 m
Width 2.438 m
Height 2.438 m
Capacity
Internal cubic capacity 31.04 m3
Maximum load capacity 20.3 t
Weight of empty container 2.25 t
Total capacity = 625 TEU
Analyzing the parent ship data and Ref: [8], it is decided to carry 60% of
the total containers under deck.

Therefore the number of containers to be carried under deck,
NCU = (60  625) / 100
= 375
Parent ship analysis will give an appropriate idea of the main dimensions of
the ship. As we know the standard dimensions of a twenty feet container, the
arrangement of the containers in the midship region can be selected. As a result, the
arrangement of containers in the midship region inside the hold is selected as 7 x 5 and
the dimensions are fixed accordingly. The arrangement of containers at the midship are
shown in fig.2.2
0.25
0.5
H HC
0.25 2.438
Fig: 2.2 Arrangement of Containers in Midship
Hence, the total number of files (Bays) to be stacked in the

longitudinal direction, Nf = Ncu  f /(Nr  Nt )
Where, f = 1.1 to 1.25
= 1.25 (chosen)
Nf : Number of files
Nr : Number of rows

Nt : Number of tiers.
Nf = 375  1.25 / (7  5)
= 13.39
Nf = 14 (Selected)
2.4.1 ESTIMATION OF LENGTH [Ref: 9]
1) Dankwardt’s Formula
LBP = NCU1/3 (18 + 0.8) + (VS – 22)*0.0375
= 123.8 – 135.34 m
VS = Service Speed in Knots
2) By Container Stowage
From the number of files calculated, the length between perpendiculars can
be calculated providing sufficient clearances in the longitudinal directions and
considering the space requirement for the cargo hold, engine room, fore peak and aft
peak tanks.
Effective length of container = 6.096 +1.0 = 7.096m
Length of aft peak tank = 0.035 LBP
Length of for peak tank = 0.05 LBP
Generally the length of the engine room is taken as 12 - 15% of the total
length, as the ship is very long. Hence Length of engine room = 0.145L
LBP = Nf  (6.096 + 1.0) / [1 – (0.035+0.05+0.145 ]
= 129.01m
LBP = 129 m (Selected)

2.4.2 ESTIMATION OF BREADTH [Ref: 9]
Container ships normally have the hatch opening width 80% – 85% of the
total breadth of the vessel for fast cargo handling. Since there are 7 rows and 5 tiers, one
side girders of approximately 750 mm width are accommodated offset from centerline
on both sides
0.80 B = (2.438 x 7) + (10 x 0.25) + (0.75 x 2)
B = 26.3 m
Breadth of the Container : 2.438 m
Clearance between the Containers : 0.25 m
Hence, Breadth, B = 26.3 m (Selected)
2.4.3 ESTIMATION OF DEPTH
D = Nt  (2.438+0.025) + Hdb + GAP – HHC
Nt = Number of tiers.
HHC = Double bottom height. Min.value is 28B + 205T (L.R.S)
= 1294.06 mm (for T = 7.4, assumed)

= 1.3 m (chosen)
GAP = Allowance at top between containers and hatch cover
= 0.5 m (taken)
HHC = Hatch coaming height
= 1.0 m (minimum height required is 0.76 m)
D = 5  (2.438+0.025) + 1.3 + 0.5 - 1.0
= 13.12 m
Depth, D = 13.12 m

FORM COEFFICIENTS
2.4.4 BLOCK COEFFICIENT (CB) [Ref: 9]
1. CB = 0.98 - 1.4 FN  0.02 [Dankwardt Ref: 9]
Where Fn = Froude number
= V / (gL)
= 0.227
= 0.64 –0.68
2. CB = 1.06-1.68 FN [Ayres formula]
= 0.679
3. CB = 0.97 x (1.0736 – 1.7239xFN) [SNAME 83]
= 0.66
CB = 0.66 (Selected)
2.4.5 MIDSHIP AREA COEFFICIENT (CM)
1. CM = 0.9 + 0.1 CB [VanLammerin, Ref:10]
= 0.966
2. CM = 1.006 –(0.0056)/ CB3.56 [Kerlin, Ref: 10]
= 0.98
3. CM = 1/(1+(1- CB) 3.5) [Hsva-Linienatlas,Ref :10]
= 0.978
CM = 0.97 (Selected)
2.4.6 WATER PLANE AREA COEFFICIENT (CW)
1. CW = CB0.5 - 0.025 [Schneekluth, Ref: 10]
= 0.787

2. CW = (1 + 2 CB / CM) / 3 [Schneekluth, Ref: 10]
= 0.78
3. CW = 0.76 CB + 0.273
= 0.77
CW = 0.78 (Selected)
2.4.7 PRISMATIC COEFFICIENT (CP)
Cp = CB / CM
= 0.68
2.4.8 ESTIMATION OF DRAFT
Draft for container ships is found by optimizing all other main particulars of
the vessel. Displacements and lightship mass are estimated for different drafts and
required draft if found for corresponding deadweight by interpolation.
2.4.9 ESTIMATION OF DEADWEIGHT
Cargo Weight
The average weight of the container is taken as 14 t.
Total Weight of cargo = 625  14
= 8750 t
Heavy Fuel Oil
 HFO = S.F.C  PB  number of days at sea x 24/106 +
10% allowance
S.F.C = 225gm / kW hr
PB = 5720 KW (Based on Main Engine selected)
Radius of action = 1447 nm
Number of days at sea = Radius of action / speed
= 4 days

 Fuel oil = 141 t
Diesel oil
The power of the auxiliary engine is taken as 1500 kW, from the parent ship
data.
 Diesel oil = S.F.C  PB  number of days at sea x 24/106 +
10% allowance
S.F.C = 225gm / kW hr
 Diesel oil = 27.72 t ≈ 28t
Lub oil
 Lub Oil = 3% of ( Fuel Oil +  Diesel Oil)
= 6.87 t ≈ 7t
Drinking water
Basic requirement of drinking water is @ 15litres / person / day

No. of crew = 25 (From parent ship data)
 Fresh Water = 0.015  25  No: of Days + 10 % allowance
= 1.7 t
Washing water
 Washing Water @ 120litres / person / day
No. of crew = 25 (From parent ship data)
 Washing Water = 0.12  25  No: of Days + 10% allowance
= 13.2 t
Provision
Provision requirements is @ 6kg / person / day
 Provision = 6  25  No: of Days 10-3 + 10% allowance
= 0.66 t

Mass of Crew
 Crew = 0.120  No. Of crews
= 3t
Mass of Water Ballast
Stability, being a problem in container ships, it is mandatory to carry

permanent segregated ballast water. About 20% of the cargo weight in tones is carried
as ballast water.
 Water Ballast = 0.2   cargo
= 1750 t
Required DWT = Cargo + HFO +  Diesel oil +  Lub oil + Drinking

water + Washing water + Water ballast +  Provision
+ Crew
= 10695 t
Displacement (
Displacement () = LBT CB  (1+s)

Where,
s, is the shell correction factor it varies between .005 and .006,we choose it as 0.005.
, the density of seawater is 1.025 t/m3
2.4.10 LIGHT SHIP MASS
It comprises of Steel Mass, Outfit Mass, and the Engine Plant mass.
Steel Mass (SE   [Ref: 10]
According to Watson and Gilfillan’s method steel mass, depends on E

(equipment number)
E = L (B+T) + 0.85L(D-T) + 0.85 LssHss + 0.75 LDHHDH
Where, LSS = length of superstructure

HSS = height of superstructure
LDH = length of deck house
HDH = height of deck house
The value of the quantity 0.85  Lss Hss +  LDH HDH can be taken as 250t.
Steel mass SE = SE7 [1 + 0.5(CB0.8 - 0.7)]
Where CB0.8 = CB + (1- CB) [(0.8D-T) / 3T]
 SE 7 = KE1.36 where K varies between 0.033 and 0.041 for

Container Ships, it is taken as 0.0408
Outfit Mass (ou)
 ou = MOU  LBP  B
MOU = MOU 1+ MOU 2
MOU 1 = 0.032
MOU 2 = 0
 ou = 1085.66 t
Engine Plant Mass ( EP) [Ref: 8]
Dry Weight of Main Engine = 9.38(M.C.R/RPM)0.84
= 9.38(5720/127)0.84 = 230 t
Remaining Machinery Wt = 319t (Graph M.C.R v/s Rem Wt of M/C)
 EP = 549 t
Light ship mass (LS)
Light ship mass is the sum of out fit, steel and engine plant mass
LS =  SE + OU +EP
Deadweight
DWT = Displacement -Light Ship Mass

Light ship mass and hence displacement for a range of draft the draft corresponding to
the required deadweight is determined in the table 2.9DWT is a calculated for different
drafts in Table 2.1
Table 2.9 Draft Estimation
7 0.8
T(m) Δ(t) E Δ SE Cb Δ SE (t) MOUT(t) MEP(t) MLS(t) DWT(t)
7.00 16146.46 5216.76 4637.94 0.72 4676.44 1085.66 548.93 6311.04 9835.43
7.20 16607.79 5220.63 4642.62 0.71 4670.20 1085.66 548.93 6304.80 10302.99
7.40 17069.12 5224.50 4647.30 0.71 4664.53 1085.66 548.93 6299.13 10769.99
7.60 17530.44 5228.37 4651.98 0.70 4659.39 1085.66 548.93 6293.99 11236.45
7.80 17991.77 5232.24 4656.67 0.70 4654.74 1085.66 548.93 6289.34 11702.43
8.00 18453.10 5236.11 4661.35 0.70 4650.54 1085.66 548.93 6285.13 12167.96
8.20 18914.43 5239.98 4666.04 0.69 4646.75 1085.66 548.93 6281.35 12633.08
8.40 19375.75 5243.85 4670.72 0.69 4643.35 1085.66 548.93 6277.95 13097.80
8.60 19837.08 5247.72 4675.41 0.68 4640.32 1085.66 548.93 6274.91 13562.17
8.80 20298.41 5251.59 4680.10 0.68 4637.61 1085.66 548.93 6272.21 14026.20
Deadweight v/s Draft curve is drawn to determine the required draft
D w t v /s D raft C u rv e
S cale
1 6 ,0 00 X A xis: 1cm = 1m
Y A xis: 1 cm = 1000 t
Deadweight(t)
1 4 ,0 00
1 2 ,0 00
1 0 ,6 95
1 0 ,0 00
8 ,0 0 0
R eq: D W T = 10 695t
D raft S elected = 7.4m
7.39 7m
1 2 3 4 5 6 7 8 9
D raft(m )
Fig: 2.3 Deadweight v/s Draft

Hence, the required draft is selected as 7.4 m
2.4.11 INITIAL DIMENSIONS AND FORM COEFFICIENTS
The preliminary dimensions and coefficients taken,

LBP : 129 m
B : 26.3 m
D : 13.12 m
T : 7.4 m
CB : 0.66
CW : 0.78
CM : 0.97
CP : 0.68
2.5. DEVELOPMENT OF PRELIMINARY LINES [Ref: 9]
Preliminary lines are developed from first principles (TOWNSEND’S Method).

Standard values of LCB, Parallel middle body, Angle of Entrance, Area of Water plane,
Area of Stations and Sectional Area curve are the major criteria in determining the form
of lines.
2.5.1 PROCEDURE
Referring to charts of Townsend’s, following parameters are determined.
1. AB/ LBP = 0.487
AB = 62.823 m (from AB/LBP Vs CB graph)
where AB: position of LCB from AP
2. Half angle of entrance IE = 13.2 (from IE Vs CB graph)
3. Length of entrance, Lent = 0 .45LBP (from Lent Vs CB graph)
= 58.05 m
4. Length of entrance, Lrun = 0.45LBP (from LRUN Vs CB graph)

= 58.05 m
5. Length of entrance, Lpar = 0.1LBP (from Lpar Vs CB graph)
= 12.9 m
6. Cp forward region, CPF = 0.66 (from AB/LBP Vs CP graph)
Cp aft region, CPA = 0.72 (from AB/LBP Vs CP graph)
Corresponding to the CPA and CPF values of areas as fractions of midship

sectional areas are read out from the charts
Area midship section, AM = B  T  CM
= 188.78 m2
Sectional Area Curve

Refering to charts ASP/AMX v/s CPF and CPA, where
ASP = Area of each station
AMX = Area of the Midship, Sectional areas are listed in the table
2.10. Volume and LCB calculations are carried below.
Table 2.10 Townsend's Calculation
2
Station Asp/Amax Area Station(m ) SM F(v) Lever F(M)
0.00 0.01 1.89 0.50 0.94 0.00 0.00
0.50 0.06 11.33 2.00 22.65 3.23 73.06
1.00 0.17 31.15 1.00 31.15 6.45 200.91
1.50 0.27 50.97 2.00 101.94 9.68 986.28
2.00 0.38 71.74 1.50 107.60 12.90 1388.10
3.00 0.58 108.55 4.00 434.19 19.35 8401.65
4.00 0.75 141.59 2.00 283.17 25.80 7305.79
5.00 0.88 166.13 4.00 664.51 32.25 21430.31
6.00 0.97 182.17 2.00 364.35 38.70 14100.17
7.00 0.98 185.00 4.00 740.02 45.15 33411.79
8.00 0.99 185.95 2.00 371.90 51.60 19189.86
9.00 1.00 188.78 4.00 755.12 58.05 43834.72
10.00 1.00 188.78 2.00 377.56 64.50 24352.62
11.00 1.00 188.78 4.00 755.12 70.95 53575.76
12.00 0.98 185.00 2.00 370.01 77.40 28638.68
13.00 0.98 184.06 4.00 736.24 83.85 61733.89
14.00 0.92 173.68 2.00 347.36 90.30 31366.17
15.00 0.81 152.91 4.00 611.65 96.75 59176.87
16.00 0.65 122.71 2.00 245.41 103.20 25326.72
17.00 0.45 84.95 4.00 339.80 109.65 37259.51
18.00 0.25 47.20 1.50 70.79 116.10 8219.01
18.50 0.15 28.32 2.00 56.63 119.33 6757.85

19.00 0.09 16.99 1.00 16.99 122.55 2082.15

19.50 0.03 4.72 2.00 9.44 125.78 1187.19
20.00 0.00 0.00 0.50 0.00 129.00 0.00
 F(V) 7814.55  F(M) 489999.07
Volume = (1/3) x S x f(V), S is the station spacing
= 16801.28 m3
Displacement = 17221.31 t
LCB Position =  f(M)/  f(V)
= 62.7 m
Load Water Plane
CWP = 0.78
Area of the Load Water Plane = LBP x B x CWP = 2646.31 m2
Water plane is shaped with the given water plane area, LPMB, LENT, LRUN & Half
Angle of Entrance. Finally, maximum breadth for each station is taken as reference for
shaping the body plan.
2.5.2 DESIGN OF BULBOUS BOW [Ref: 11]

Typical bulbous bow for container ships is  (Nabla) type. The major reasons
for selecting this bulb are
1. Good sea keeping properties over other bulb shapes.

2. Less susceptible to slamming and impact stress.
3. No damage to deck containers by excessive shipping of green water.
Fig: 2.4  ‘NABLA’ type Bulb

Bulb Parameters
Fig 2.5 Graphical Representation of Linear and non- linear Bulb

Parameters
The coefficients are read of from the graph given in the reference
1. CVPR (Volumetric Parameter) = PR / WL = 0.35

2. CZB (Depth Parameter) = ZB / TFT = 0.65
3. CABT (cross section Parameter) = ABT / AMS = 0.085
4. CABL (Lateral Parameter) = ABL / AMS = 0.15
5. CLPR (Length Parameter) = LPR / LBP = 0.038
6. CBB (Breadth Parameter) = BB / BMS = 0.16
Hence
a)
PR = 58.28 m3
b) ZB = 4.81 m
c) ABT = 16.05 m2
d) ABL = 28.32 m2
e) LPR = 4.9 m
f) BB = 4.2 m

2.5.2 DESIGN OF BODY PLAN
Bulb is incorporated in the design as townsend’s method gives area with out
bulbous bow. Body Plan is shaped maintaining the required LCB and volume
displacement. Designed sectional areas and displacement are tabulated satisfying the
required volume and LCB and a rough body plan is prepared.
Table 2.11 Sectional Area Calculation

Station Area Design SM F(v) Lever F(M)
0.00 4.15 0.50 2.08 0.00 0.00
0.50 8.12 2.00 16.24 3.23 52.37
1.00 21.71 1.00 21.71 6.45 140.01
1.50 30.55 2.00 61.09 9.68 591.07
2.00 38.56 1.50 57.84 12.90 746.14
3.00 56.62 4.00 226.48 19.35 4382.39
4.00 69.65 2.00 139.30 25.80 3593.86
5.00 80.25 4.00 321.02 32.25 10352.84
6.00 86.61 2.00 173.23 38.70 6703.82
7.00 90.78 4.00 363.11 45.15 16394.63
8.00 93.05 2.00 186.10 51.60 9602.75
9.00 94.45 4.00 377.80 58.05 21931.20
10.00 94.45 2.00 188.90 64.50 12184.00
11.00 94.45 4.00 377.80 70.95 26804.80
12.00 91.36 2.00 182.72 77.40 14142.54
13.00 86.00 4.00 344.00 83.85 28844.40
14.00 76.65 2.00 153.30 90.30 13842.57
15.00 66.33 4.00 265.31 96.75 25668.74
16.00 53.79 2.00 107.58 103.20 11102.46
17.00 40.96 4.00 163.83 109.65 17963.78
18.00 28.40 1.50 42.60 116.10 4945.79
18.50 22.18 2.00 44.35 119.33 5292.25
19.00 16.82 1.00 16.82 122.55 2061.61
19.50 12.16 2.00 24.33 125.78 3059.48
20.00 8.35 0.50 4.17 129.00 538.50
S F(V) 3861.69 S F(M) 240942.01
Volume = (2/3) x S x f(V), S is the station spacing

= 16605.3 m3
Displacement = 17105.5 t
LCB Position =  f(M)/  f(V)
= 62.39 m

26,3
MDK
Stn 20
LWL
Stn 0 Stn 19.5
Stn 0.5 Stn 19
Stn 18.5
Stn 1
Stn 1.5 Stn 18 Stn 17
Stn 2 Stn 16
7,4
Stn 3
Stn 4 Stn 15
Stn 6 Stn 14
Stn 7 Stn 5 Stn 13
Stn 8 Stn 12
Stn 9 Stn 11
Base line
Fig 2.6 Preliminary Body Plan
2.5.3 DESIGN OF STEM CONTOUR
Stem contour is designed taking the lateral bulb area and the length parameter
into consideration.
2.5.4 DESIGN OF STERN

Stern design is done as per LRS – Part 3 for single screw ships.
c b
0.7R
Fig 2.7 Stern Clearances

From parent ship analysis, no of propeller blades = Z = 4
1. a = 1Kδ
2. b = 1.5Kδ
3. c = 0.12δ
4. d = 0.035δ
where, K = (0.1 + L/3050)(3.48CB x P/L2 + 0.3)
P = Main Engine Power = 5720KW
Hence, K = 0.16
δ = Propeller Diameter = (2/3)T = 4.93 m
Therefore, a = 0.79 m
b = 1.18 m
c = 0.592 m
d = 0.15 m
2.5.5 RUDDER AREA [Ref: 12]
Taking the D.N.V rule for Rudder area calculations
Rudder area, Ar = TL/100 [ 1 + 25(B/L)2 ]
= 19.5 m2
Hub Diameter = 0.167 D
= 0.82 m
2.6 PRELIMINARY GENERAL ARRANGEMENT
2.6.1 BASIC FRAME SPACING [Ref: 13]
It is designed on the basis of rules specified by the classification society.

The frame spacing is shown in tables below.

Table 2.12 Frame spacing
Sl.No Location Required Chosen

Forward of 0.05 L from F.P (470+L/0.6) or 600
1. 600 mm
(6.45 m from F.P) whichever is minimum
Between 0.05 L-0.2L from F.P (470+L/0.6) or 700
2. 650 mm
i.e.(6.45m –25.8m) from F.P whichever is lesser
Between 0.2L from F.P to 0.15L from (510+L/0.6) or 850 mm
3. 700mm
A.P i.e.(25.8m from FP-19.35 from A.P) whichever is smaller
Between 0.05L and 0.15L from A.P i.e. (510+L/0.6) or 850mm
4. 700mm
(6.45m – 19.35m) from A.P whichever is smaller
Aft of 0.05L from A.P i.e. (470+L/0.6) or 600mm
5. 600mm
(6.45 m from A.P) whichever is lesser
Distance From A.P Frame spacing

0 – 6.45 m 600 mm
6.45 – 103.2 m 700 mm
103.2 – 122.55 m 650 mm
122.55 - 129 m 600 mm
2.6.2 BULKHEAD FIXING AND DIVISION OF HOLDS

Fixing of bulkheads primarily depend on the cargo stowage, machinery space
allocation, crew and other spaces. Minimum number of bulkheads as per Ref: 13 is 6 for
ships with 125 < L < 145 m, provided engine room is located aft. Cargo hold length will
depend on number of files stowed and the allowances given between files and between
bulkheads. Taking into consideration, all the above factors, Preliminary General
Arrangement is prepared.
Location of Aft Peak Bulkhead = 4.8 m from AP
Location of Collision Bulkhead = 0.05L – f1 to 0.08L – f1
Where, L is LWL for ships with L < 200m,
f1 = G/2 or 0.015L, which ever is lesser
G = Projection of Bulbous bow from FP = 4.8m
Hence, the position of collision bulkhead is between 4.52m – 8.385 m

Cargo Hold Division

Table 2.13 Cargo Hold Division
HOLD NO. FROM F.P LENGTH NO. OF FILES
1 13.65 m 2
2 28.25 m 4
3 28.00 m 4
4 28.70 m 4
Table 2.14 Frame spacing in Cargo Holds and Other Spaces

FRAME SPACING BHD/SPACE SPACING
600 mm AP Bulkhead 4.8 m
600/700 mm Engine Room 19.3 m
700 mm Hold IV 28.7 m
700 mm Hold III 28.0 m
650/700 mm Hold II 28.25 m
650 mm Hold I 13.65 m
650/600 mm Fore Peak 6.3 m
With the above factors, a preliminary General Arrangement is prepared.

Project Report
Department of Ship Technology

34
Aft Peak
Tank
Engine Room
Hold IV Fore Peak
Tank
A.P. Hold I
Hold II
F.P.
4.8000 19.3000 28.7000 28.0000 28.2500 13.6500 6.3000
700 mm 650 mm 600 mm

600 mm 700 mm
Preliminary General Arrangement
Fig 2.8 Preliminary General Arrangement

FIXIING OF MAIN DIMENSIONS
Cochin University of Science & Technology

2.7 INITIAL ESTIMATES OF CONSUMABLE STORES AND

CARGO
Consumable stores and cargo are estimated earlier and it is summarized below.
ΔFO = 141 t
ΔFO = 7t
ΔFRESH WATER = 1.7 t
ΔDO = 28 t
ΔPRO = 0.66 t
ΔCARGO = 8750 t
ΔBALLAST = 1750 t
2.8 CHECK ON DISPLACEMENT [Ref: 8]
Available Displacement = L x B x T x CB x ρ x (1+S)

= 129 x 26.3 x 7.4 x 0.66 x 1.025 x (1.005)
= 17069.12 t
Required Displacement = Deadweight + Light Ship
= 10695 + 6299.13
= 16994.13 t
Hence the result is satisfactory.
2.9 PRELIMINARY CHECK ON RESISTANCE AND PROPULSION

PERFORMANCE [Ref: 14]
2.9.1 RESISTANCE CALCULATION

Initial estimation of resistance is carried out by Guldhammer & Harvald method.
Total Resistance = Frictional resistance + Residuary resistance
As per ITTC 1957 graph for CF v/s Velocity V,
a) Frictional Resistance Coefficient = CF = 1.544 x 10-3
b) Residuary Resistance Coefficient = CR = 1.15 x 10-3

(From Graph 103 CR v/s Fn for CP = 0.68, (L/)1/3
Corrections for 103 CR

1) 10 B/T Correction
103 CR (Corrected) = 103 CR + 0.16 (B/T – 2.5)
= 1.32
2) LCB Correction
V/√L = 0.71
LCBSTD = 0.03% of L about Midship (LCB v/s V/√L graph)
LCBSTD = 3.9 forward of Midship
LCBACTUAL = 1.68
ΔLCB = LCBACTUAL – LCBSTD = 1.68 – (-3.9) = 5.58
3 3 3
10 CR = 10 CR (Std) + ∂10 CR/∂LCB │ΔLCB│
3
∂10 CR/∂LCB = 0.06 (From Graph Fn v/s ∂103 CR/∂LCB for CP)
103 CR = 1.32 + 0.06 x 5.58 = 1.655
3) Correction for Bulbous Bow
Bulb Area, ABT = 16.05 m2
Midship Area, AX = 188.78 m2
ABT/AX = 0.085 < 0.1
Hence, no correction
Corrected 103 CR = 1.655
Or CR = 1.655 x 10-3
c) Total Resistance Coefficient, CT = CF + CR + CA

Correlation Allowance, CA = 0.0004
CT = 3.6 x 10-3
d) Total Resistance, RT = CT x (1/2) ρSV2
S, Wetted Surface Area = 1.7 LT + (/T) = 3873.2 m2
V, Velocity = 15.75 x 0.5144 = 8.1 m/s2
RT = 468.85 kN
Hence, Total Resistance is calculated as 468.85 kN.

2.9.2 CALCULATION OF QUASI PROPULSIVE COEFFICIENT (QPC)

[Ref: 8]
1) Emerson Formula
ŋD = 3.6CB(1 – 0.9CB) – V/(4.8CB√L)
V = Velocity in m/s2
CB = Block coefficient
ŋD = 0.739
2) ŋD = K – (N√L)/10,000
K = 0.84
N = 127 (Based on Main Engine Selection)
L = LBP
ŋD = 0.696
Hence, ŋD = 0.72 (average selected)
2.9.3 POWERING CALCULATION [Ref: 8]

RT = 468.85 kN
Assuming a shaft efficiency (ŋS) of 97% for taking in to account, the shaft and gear
losses,
Effective Power, PE = RT x V = 468.85 x 8.1 = 3797.69 kW
Main Engine Power, PB = PE / (ŋD x ŋS) = 3797.69/ (0.72 x 0.97) = 5438 kW
Selected Main Engine Power = 5720 kW
Hence, Required Power is satisfied.
2.10 CHECK ON HOLDS AND TANK CAPACITY

Tank capacities are calculated based on empirical formulas.
1. VOLUME OF DOUBLE BOTTOM
VDB = CB DB  L  B  HDB [Ref 5]
CB DB = 2.068(HDB/T) 0.5 – 1.5004(HDB/T) + 1.265(CB – 0.7)
= 0.55
VDB = 2425.78 m3

2. VOLUME OF AFT PEAK TANK
VAP = KAP (LAP/LBP)2 L.B.D.CBD [Ref: 9]
KAP = 2.16 (2-K)
where K = 3.33 AB/LBP – CB
CBD = CB + C4 ((D-T)/T) (1 – CB)
C4 = 0.25
CBD = 0.726
AB = LCB Position = 62.823 from AP
K = 0.955
KAP = 2.257
LAP = 4.8 m (From Preliminary GA)
 VAP = 101 m3
3. VOLUME OF FORE PEAK TANK
VFP = KFP (LFP/LBP) 2 L.B.D.CBD [Ref 5]
Where KFP = 1.7 Kb
b = 1.75 (for ships with bulbous bow)
K = 3.33AB/LBP – CB
= 0.955
CBD = CB + C4 ((D-T)/T) (1 – CB)
C4 = 0.25
CBD = 0.726
KFP = 2.84
LFP = 6.3 m
 VFP = 218.9 m3

Double bottom usually carry ballast water, heavy fuel oil and diesel oil.
Volume of HFO = ΔHFO / ρHFO = 141/0.98 = 143.88 m3
Volume of Diesel Oil & Diesel Oil = ΔDO / ρDO = (28 + 7)/0.92 = 38.04 m3
Volume available for Ballast water in Double Bottom = VDB – ( VHFO + VDO + VLO )
= 2425.78 – (143.88 + 38.04) = 2243.86 m3
Required Volume of Ballast Water = 1750/1.025 = 1707 m3
Check for ballast is satisfied.
2.10 INITIAL STABILITY AND FREEBOARD CALCULATIONS
2.10.1 FREE BOARD CHECK [Ref: 17]
Freeboard calculation is done based on International Load Line rule

1966.Freeboaerd is the distance between Load Waterline and uppermost continuous
deck with permanent means of closures-freeboard Deck. Since this Vessel is ‘TYPE B’
Ship, The Basic min. free board required is measured from the table for ‘TYPE B’ ships
Tabular freeboard (for LBP = 129 m), Tf = 1901 mm.
Corrections for Freeboard
1. Corrections for CB:
CB for Free Board is taken by international agreement as the block

coefficient at 0.85D of moulded depth, D1
CB0.85D = Moulded Volume at D1/(LBD1)
= CB + (1-CB) ((0.85D – T)/3T)
= 0.72
As CB0.85D > 0.68,
So Basic Minimum Freeboard is multiplied by (CB +0.68)/1.36 = 0.985

New Tf = 1901 x 0.985 = 1872.49 mm
2. Correction for depth
Standard vessel has a L/D ratio of 15 .If D > L/15, correction is required.
As we have, L/15 = 8.6
Correction = (D – L / 15) R
R = 250, For L > 120
Correction = (13.12 – 8.6) 250
= 1130 mm
This Correction is added to tabular Freeboard.
3. Sheer Correction
Standard Sheer aft = 22.23 L + 666
= 3533.67 mm
Standard Sheer Fore = 44.46 L + 1334
= 7069.34 mm
Sheer Deficiency = (Σ SAFT + Σ SFWD)/16
= (3533.67 + 7069.34) / 16
= 662.69 mm
Sheer correction = (0.750 - E / 2L) 662.69
E = Effective length of Superstructure = 15% of L = 19.35 m
= 447.32 mm
To be added to the Tabulated Free board.
4. Super Structure Correction

As per ILLC regulation 37, for ships with effective length of superstructure
same as length and length > 122, deduction from freeboard = 1070 mm
Therefore, Deduction in freeboardfor effective length 0.15 L = 9.5% of 1070 mm
= 101.65 mm

Freeboard Corrected = 1872.49 + 1130 + 447.32 - 101.65 = 3348.16 mm
Minimum Freeboard required
= 3.35 m
Free board available = D-T
= 5.72 m
Therefore the freeboard check is satisfactory.
2.10.2 CHECK FOR MINIMUM BOW HEIGHT
Bow height is defined as the vertical distance at the forepeak between the waterline
corresponding to the assigned summer freeboard and the designed trim at the top of the
exposed deck at side.
For ship of Length less than 250 m, the height is not to be less than:
56L (1 – L/500) (1.36/(CB + 0.68)) mm
Min Bow height = 56 x 129 (1 – 129/500) (1.36/(0.66+0.68))
= 5440.21 mm
= 5.44 m
Available bow height is 5.72 m. So check is satisfied.
2.10.3 INITIAL STABILITY CHECK [Ref: 18]
The preliminary stability check is done by ‘PROHASKA’S’ Method. Vertical

centre of buoyancy, BMT, KG of Steel mass, outfit mass, engine plant mass etc are
found by empirical relations. Rough stowage plan is prepared for finding KG of
containers. Initial stability check is important to assess the present stability condition of
the vessel. Final KG is calculated by deducting KG from KMT. Righting Lever (GZ)
values are found for different angles of heel using formula:
GZ = GM SINθ + h* x BM
Where,
h* = non dimensional residuary stability coefficient.

 = Heeling angle.
h* value is taken from “PROHASKA’S” curves corresponding to the point of

intersection of Did/B and T/B. Did is taken same as D.
Calculation of KB
KB is calculated using empirical formulae.
KB = T  (5/6 - CB / (3  CWP )) [NORMAND, Ref: 10]
= 4.08 m
Calculation of BM [Ref: 10]

f(CWP)1 = 0.096 +0.89 CWP2 [NORMAND]
= 0.637
f(CWP)2 = 0.0372  (2 CWP + 1)3
= 0.624 [BAUER]
Selected f(CWP) = 0.631
BM = f(CWP)/12  B2/(CB  T)
= 7.45 m
Therefore, KM = 4.08 + 7.45 = 11.53 m
Estimation of KG of the ship [Ref: 2]
KG of the Steel mass = (0.725 – 0.00072118L) D
= 8.29 m
KG of the outfit mass = (1.005 - 0.000689L) D
= 12.02 m
KG of the Engine plant
Mass = 0.47D
= 6.17 m
KG of Fuel = 0.5 HDB
= 0.65 m
KG of Crew and Effects = 0.5D

= 6.56 m
KG of water ballast = 0.75 HDB
= 0.975 m
KG of Cargo
Average Weight of one container = 14 t
Number of Files = 14
Number of rows = 7
Number of tiers under deck = 5
Table 2.15 Initial stowage plan

Tiers Hold 4 Hold 3 Hold 2 Hold 1
1 18 28 16 1
2 26 28 20 1
3 24 28 20 3
4 26 28 20 4
5 28 28 24 4
6 28 28 24 4
7 28 28 24 4
8 28 28 24 2
Total number of containers = 625
Table 2.16 Calculation of KG of Cargo

Tier/File No: of Containers Lever Container Weight Total Weight Moment
1 63 2.519 14 882 2221.758
2 75 4.982 14 1050 5231.1
3 75 7.445 14 1050 7817.25
4 78 9.908 14 1092 10819.54
5 84 12.371 14 1176 14548.3
6 84 15.334 14 1176 18032.78
7 84 17.797 14 1176 20929.27
8 82 20.26 14 1148 23258.48
625 8750 102858.5
Total Moment = 102858.48 t.m
Total Weight = 8750 t
KG Cargo = 11.756 m

Table 2.17 Calculation of KG of ship

ITEM KG(m) MASS(t) MOMENT(t.m)
Steel Mass 8.29 4664.533 38668.98
Outfit Mass 12.02 1085.664 13049.68
Engine Plant Mass 6.17 548.9334 3386.92
Cargo Wt 11.756 8750 102858.48
Fuel 0.65 176 114.4
Crew & Effects 6.56 18.56 121.75
Ballast 0.975 1750 1706.25
Total 16993.69 159906.46
Total Moment = 159906.46 t.m
Total Weight = 16993.69 t
KG of the Ship = 9.41 m
GM = 2.12 m
Estimation of GZ of the vessel
GZ = GM sin + h  BM
Table 2.18 Calculation of GZ of ship

 h* BM x h* GM Sin GZ(m)
0 0 0 0 0
15 0.009 0.06705 0.455521519 0.522572
30 0.051 0.37995 0.88 1.25995
45 0.1 0.745 1.244507935 1.989508
60 -0.11 -0.8195 1.524204711 0.704705
75 -0.3 -2.235 1.700029454 -0.53497
90 -0.42 -3.129 1.76 -1.369
A graph is plotted between angle of heel,  and GZ

Scale
2.5 X Axis: 1 cm = 5 deg
Y Axis: 1 cm = 0.5 m
2.0
1.5
1.0 1.9 m
0.5
0 15 30 45 60 75 90
Fig 2.9 Stability Curve
Table 2.19 Characteristics of Stability Curve
Characteristics IMO Requirement Results

Area under GZ curve upto 30 Should not be less than 0.055 m.rad 0.2914 m.rad
Area under GZ curve upto 40 Should not be less than 0.09 m.rad 0.5622 m.rad
Area under GZ curve between
Should not be less than 0.03 m.rad 0.2703 m.rad
30and 40
Initial metacentric height Should not be less than 0.15 m 1.9 m
Should not be less than 0.2 m at an
Righting lever 1.25 m
angle of heel =30
Angle of maximum GZ Should not be less than angle of 44.37
heel =30 GZMAX = 1.99m
All the IMO regulations on Initial Stability are satisfied.

2.12 FLOW CHART OF DESIGN

Mission analysis
Parent ship analysis

Various routes of Main Dimensions
Initial estimates of Dead weight
Preliminary selection of main engine and

Auxiliary engine
Initial Main Dimensions and coefficients
No Check on Main
Dimensions to get
the required Dwt
Yes
Preliminary check on Main Dimension, Stability,
Capacity, Freeboard checks
No Check on Main
Dimensions
Yes
A B

B
A
Preliminary Lines-Townsend’s Method
Bonjean and Hydrostatic Calculation
Preliminary G.A
Check on Displacement & Tank Capacity
Resistance, Propulsion & Powering
No
Check on Main
Dimension
Yes
Check on functional requirements
No Check on Main
Dimension
Yes
A
B

A
B
Initial Trim and Stability
No
Check n Main
Dimension
Yes
Final Main Dimension
2.13 FINAL DIMENSIONS AND FORM COEFFICIENTS
LBP : 129 m
B mld : 26.3 m
D mld : 13.12 m
T mld : 7.4 m
CB : 0.66
CW : 0.78
CM : 0.97
CP : 0.68

Fixing of Main Dimension

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Project Report FIXIING OF MAIN DIMENSIONS

2.0 FIXING OF MAIN DIMENSIONS

2.1. PRELIMINARY INVESTIGATION

2.1.1. MISSION ANALYSIS [Ref: 1 & 2]

International Standard Organization has classified the containers as follows:

Twenty Equalent Unit (TEU) 20’x 8’ x 8’

Department of Ship Technology 3 Cochin University of Science & Technology

Forty Equalent Unit (FEU) 40’ x 8’ x 8’

Type of Cargo Carried in Containers

1. Uniform stowage: Uniform cargo is stowed in containers giving free spaces in

2. Cartons and packages: Important to follow instructions given on the package,

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8. Hanging garments: Special containers are available for shipping clothing

Trade Route Analysis [Ref: 3]

Hence the route:-

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Ship Route Details [Ref: 4]

Kochi Arabian Sea Indian Ocean Colombo

Andaman Sea Strait of Malacca Port Klang Singapore

Table 2.2 Time Duration between Ports

Port Details [Ref: 4&5]

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II) Port Klang (Malaysia)

Major Imports: Natural Rubber, Cotton etc

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Table 2.5 Cargo Handling Facilities in Colombo Port

Engine Plant & Propulsion System

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Internal Subdivision of Ship

Shape of Hull, Stern, Stem

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2.1.2. PARENT SHIP DATA

Table 2.7 Container Stowage Distribution

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Table 2.8 Result of Parent ship analysis

Name of Ship Engine Type KW HP Owner

Results of Parent Ship Analysis

Range of variation of L/B - 5.913 – 8.874

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2.1.3 SKETCHES (Not to Scale)

Figure 2.1 Preliminary General Arrangement

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2.2. FIRST ESTIMATES OF DISPLACEMENT/VOLUME

Selection of Basic Ship [Ref: 5]

2.3. PRELIMINARY SELECTION OF MAIN & AUXILIARY

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2.4. FIRST ESTIMATES OF MAIN DIMENSIONS AND

Internal cubic capacity 31.04 m3

Maximum load capacity 20.3 t

Weight of empty container 2.25 t

Total capacity = 625 TEU

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Therefore the number of containers to be carried under deck,

NCU = (60  625) / 100

Fig: 2.2 Arrangement of Containers in Midship

Hence, the total number of files (Bays) to be stacked in the

Where, f = 1.1 to 1.25

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2.4.1 ESTIMATION OF LENGTH [Ref: 9]

LBP = NCU1/3 (18 + 0.8) + (VS – 22)*0.0375

VS = Service Speed in Knots