long time and therefore is not recommended for sea trial.

2. The reverse spiral (Bech Spiral) test may provide a more rapid procedure than the direct
spiral test in developing the spiral curve and enables obtaining the dashed or unstable portion
of the yaw rate versus rudder angle relationship in Section 2, Figure 5 which is not obtainable
In the reverse spiral test, the vessel is steered to obtain a constant yaw rate, the mean rudder
angle required to produce this yaw rate is measured and the yaw rate versus rudder angle plot
is created. Points on the curve of yaw rate versus rudder angle may be taken in any order.

5.4 Maximum Width of Unstable Loop

If the vessel is found to be straight-line unstable (there is a residual turn rate after the rudder was
returned to the neutral position), the magnitude of the instability loop should be assessed in
order to assure this capability, the following maximum value of the width of the instability ,
αU, is specified by specified by the following formulae:

αU < fU < (L/V)

1. fU (L/V) = 0 if L/V < 9s

fU (L/V) = 0.000 if (25.14719) < 9s

2. fU (L/V) = ((1/3)(L/V) - 3) if 9 < L/V < 45s

fU (L/V) = 0.646 if 9 < 25.14719 < 45s

3. fU (L/V) = 12 if (L/V) > 45s

fU (L/V) = 12.000 if (25.14719) > 45s

 DESIGN SUMMARY AND CONCLUSION

The entire project work done till preliminary design stage. Technical aspects were
only considered and that too only up to the level of obtaining data from available
literature. Economic aspects were not given due importance in all the places. In
the real case importance is given to economic as well as technical aspects.

The design of chemical tanker is highly dependent on the owner’s requirement

routes and market trend. Draft restriction of the loading and unloading ports
should be given due importance. The cargo compositions will very much influence
the design.

Hull form was designed using BSRA Charts; while aft has been designed using aft
hull form. The arrangement of the holds has been made to distribute the cargo
evenly in its holds so as to reduce the cargo handling time. Maximum length of
cargo holds, as specified by Indian Register of Shipping.

The structural arrangement is made so as to obtain the maximum unobstructed

space below the deck. The general arrangement has been done keeping in mind
all the major characteristics required for an chemical tanker.

While doing the trim and the stability calculations, various center of gravity are
found using various empirical formulae. This may not be the actual centre of
gravity and this can be calculated only after a detailed mass estimation for which
the data is unavailable.

The structural configuration of the double-bottom hull and cargo tanks results in
an effective design that satisfies the owners’ requirements. The scantlings of the
structural members are within accepted industry producibility limits. The stress
distribution of the structure, although it requires further analysis, predicts a
successful design. It is based on a parent hull form design that has good sea
keeping abilities. A bulbous bow has been utilized to reduce wave making and
viscous drag as well as increasing fuel efficiency while moving aft and forward.
The engine, in conjunction with the propeller, produces ample power to propel
the ship efficiently and effectively. The propulsion system