Sudarshan Kumar (1604609030) Final Report

SHIP DESIGN PROJECT 50000 DWT PRODUCT TANKER
ACKNOWLEDGEMENT
This project was a part of the curriculum of my 7th semester in B. Tech (NA&OE). Doing
this project has been an absolutely enriching experience, not to mention the vast
amount of knowledge I gathered via experiencing some of the real time difficulties in
the field of Naval Architecture.
First and foremost I would like to thank our college for giving us this wonderful
opportunity. I would like to thank Dr. NIRANJAN KUMAR INJETI (Director IMU(V)) .I
would like to thank my guide Mr.U.S.RAMESH, whose valuable expertise and guidance
has done unparalleled benefit to the project. He worked harder than us to see that our
project was done to meet professional standard and for that I am extremely thankful.
SUDARSHAN KUMAR
(1604609030)
INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

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Contents
INTRODUCTION ........................................................................................................................................................7
FIXING OF MAIN DIMENSION................................................................................................................................ 13
DEVELOPMENT OF PRELIMINARY LINES ............................................................................................................... 23
MODEL DESIGN ..................................................................................................................................................... 27
HYDROSTATICS ...................................................................................................................................................... 29
PRELIMINARY GENERAL ARRANGEMENT ............................................................................................................. 34
STRUCTURL DESIGN .............................................................................................................................................. 44
FREE BOARD CALCULATION .................................................................................................................................. 64
RESISTENCE AND POERING CALCULATION ........................................................................................................... 68
RUDDER AND PROPELLER CALCULATION ............................................................................................................. 73
INTACT STABILTY ................................................................................................................................................... 80
EEDI CALCULATION ............................................................................................................................................... 83
DISCUSSION ON DESIGN AND CONCLUSION ........................................................................................................ 86

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FIGURE NO: FIGURE DETAILS: PAGE NO.

1. DIFFERENT TYPE OF TANKER VESSEL 9
2. TYPES OF DOUBLE HULL BOTTOM 10
3. ROUTE OF THE VESEL 14
4. PROFILE VIEW IN MAXSURF 24
5. PLAN VIEW IN MAXSURF 25
6. BODY PLAN 25
7. NON LINEAR FORM COEFFICIENT OF BULLB 26
8. LINEAR FORM COEFFICIENT OF BULB 26
9. MODEL DESIGN 1 28
10. MODEL DESIGN 2 25
11. DRAWING OF VESSEL IN AUTOCAD 39
12. STERN PART OF THE VESSEL 40
13. STEM PART OF THE VESSEL 40
14. ENGINE ROOM OF THE VESSEL 41
15. FORWARD PART OF THE VESSEL 41
16. FORWARD PART OF THE VESSEL 41
19. MIDSHIP SECTION 62
20. PLIMSOLL LINE MARKING 64
21. PLIMSOLL MARKING 66
22. HULL RESONANCE DIAGRAM

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TABLES DETAILS
TABLES NO: NAME OF THE TABLE:
1. GASOLINE AND ITS PROPERTIES
2. VESSEL CHARECTERESTICS
3. COLLECTED SHIP DATA
4. COMARISON OF DIMENSION
5. MARGIN ON LIGHT SHIP WEIGHT
6. VESSEL DIMENSION
7. BULB DIMENSION
8. KN DATA
9. NUMBERS OF CREW
10. NUMBERS OF OFFICERS
11. ACCOMADATION AREA
12. BULKHEAD POSITION
13. FREE BOARD AT DIFFERENT CONDITION
14, DIFFERENT FREE BOARD DIMENSION
15. PRINCIPAL PARTICULAR OF SHIP DIMENSION
16. RUDDER DIMENSION
17. PROPELLER PARAMETER ESTIMATION
18. PROPELLER DIMENSION
19. GZ VALUE AT 100% LOADING CONDITION
20. EEDI CALCULATION
21. LONGITUDINAL STRENGTH CALCULTION

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GRAPH DETAILS
GRAPH NO. NAME OF THE GRAPH
01 DWT VS L*B
02 DWT VS L*B*T
03 DWT VS B*D
04 DWT VS B*T
05 HYDROSTATIC CURVE
06 CROSS SECTIONAL AREA CURVE
07 FORM CURVE
08 KN CURVE
09 HULL RESONANCE DIAGRAM
10 KT,KQ,EFFICIENVY CURVE
11 FULLY LOADED CONDITION
12 STRENGTH CURVE

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ABSTRACT
This ship design project is to conclude the design with all dimensional specification.
Design should pass all the criteria that we have to consider for the safer design of a
vessel. The entire structural requirement should be passing as per the criteria that are
necessary for the design. All the stability condition as per IMO standard is one of the
main essential things that we must take into consideration. Managing the verification of
primary design for ship machinery systems is one of the crucial stages in ship building
processes. Speed and dead weight should be kept constant without varying much.

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CHAPTER-1
INTRODUCTION
INTRODUCTION:

7
An oil tanker, also known as a petroleum tanker, is a merchant ship designed for the bulk transport of
Oil. There are two basic types of oil tankers: the crude tanker and the product tanker. Crude tankers
move large quantities of unrefined crude oil from its point of extraction to refineries. Product tankers,
generally much smaller, are designed to move petrochemicals from refineries to points near consuming
markets. Oil tankers are often classified by their size as well as their occupation. The size classes range
from inland or coastal tankers of a few thousand metric tons of dead weight (DWT) to the mammoth
ultra large crude carriers (ULCCs) of 550,000 DWT. Tankers move approximately 2,000,000,000 metric
tons of oil every year. The price for shipping oil using tankers varies. The cost for oil tanker varies in
32000-45000 DWT is US$ 43 million, while the 80,000-105,000 DWT costs US$ 58 million. 250000-
280000 oil tankers rakes in US$120 million for shipping oil. Moreover tanks costs US$40K-US$70K per
day for shipping 250k-2000k barrels. So mathematically, the cost comes down to
$1/barrel/1000mi.after including all costs.
Some specialized types of oil tankers have evolved. One of these is the naval replenishment oiler, a
tanker which can fuel a moving vessel. Combination ore-bulk-oil carriers and permanently moored
floating storage units are two other variation on the standard oil tanker design. Oil tankers have been
involved in a number of damaging and high-profile oil spills. As a result, they are subject to stringent
design and operational regulations.
OIL TANKERS CATEGORIES:
IMO distinguishes three categories of tankers, those are
CATEGORIES1-
oil tankers of 20,000 tonnes DWT and above carrying crude oil, fuel oil, heavy diesel oil or lubricating
oil as cargo, and of 30000 tonnes DWT and above carrying other oils, which do not comply with the
requirements for protectively located segregated ballast tanks (commonly known as pre-MARPOL
tankers)
CATEGORIES2-
As category 1, but complying with protectively located segregated ballast tanks requirements (MARPOL
tankers),
CATEGORY3-
Oil tankers of 5000 tonnes deadweight and above but less than the tonnage specified for category 1
and 2 tankers.
In 1954 Shell Oil developed the average freight rate assessment (AFRA) system which classifies tankers
of different sizes. To make it an independent instrument, Shell consulted the London Tanker Brokers
‘Panel (LTBP). At first, they divided the groups as General Purpose for tankers under 25,000 tons
deadweight (DWT); Medium Range for ships between 25,000 and 45,000 DWT and Large Range for
the then-enormous ships that were larger than 45,000 DWT. The ships became larger during the
1970s, which prompted rescaling. The system was developed for tax reasons as the tax authorities
wanted evidence that the internal billing records were correct. Before the New York Mercantile
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Exchange started trading crude oil futures in 1983, it was difficult to determine the exact price of
oil, which could change with every contract. Shell and BP, the first companies to use the system,
abandoned the AFRA system in 1983, later followed by the US oil companies. However, the system
is still used today. Besides that, there is the flexible market scale, which takes typical routes and
lots of 500,000 barrels. Merchant oil tankers carry a wide range of hydrocarbon liquids ranging
from crude oil to refined petroleum products. Their size is measured in deadweight metric tons
(DWT). Crude carriers are among the largest, ranging from 55,000 DWT panama-sized vessels to
ultra-large crude carriers (ULCCs) of over 440,000 DWT.
FIG: 1
TYPE OF TANKER VESSEL
DOUBLE HULL TANKER:
Double hulls' ability to prevent or reduce oil spills led to their being standardized for other types of
ships including oil tankers by the International Convention for the Prevention of Pollution from Ships
or MARPOL Convention.
A double hull does not protect against major, high-energy collisions or groundings which cause the
majority of oil pollution, despite this being the reason that the double hull was mandated by United
States legislation.

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After the Exxon Valdez oil spill disaster, when that ship grounded on Bligh Reef outside the port of
Valdez, Alaska, the US Government required all new oil tankers built for use between US ports to be
equipped with a full double hull. However, the damage to the Exxon Valdez penetrated sections of the
hull (the slops oil tanks) that were protected by a partial double hull. The double hull required by the
new regulations would not have prevented extensive loss of oil from the Exxon Valdez, though it might
have somewhat limited the losses. Furthermore, a double-hulled tanker does not need longitudinal
bulkheads for longitudinal strength, as the inner hull already provides this. Eliminating longitudinal
bulkheads would result in much wider tanks, significantly increasing the free surface effect. However,
this problem is easily corrected with the addition of anti-slosh baffles and partial bulkheads.
FIG: 2
TYPE OF DOUBLE BOTTOM HULL
GASOLINE & its PROPERTIES:

Gasoline or petrol is a fuel, derived from petroleum crude oil, for use in spark-ignited internal combustion
engines. Conventional gasoline is mostly a blended mixture of more than 200 different hydrocarbon liquids
ranging from those containing 4 carbon atoms to those containing 11 or 12 carbon atoms. It has an initial boiling

10
point at atmospheric pressure of about 35 °C (95 °F) and a final boiling point of about 200 °C (395 °F). Gasoline
is used primarily as fuel for the internal combustion engines in automotive vehicles as well in some small
airplanes.
In Canada and the United States, the word "gasoline" is commonly used and it is often shortened to simply
"gas" although it is a liquid rather than a gas.
Most current or former Commonwealth countries use the term "petrol" and their dispensing facilities are
referred to as "petrol stations".
TABLE: 1
GASOLINE PROPERTIES
DESIGN CRITERIA:
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The Naval Architect must therefore keep in mind all of the following:
TABLE 02
DESIGN PARAMETER
In determining the Main Dimensions for a new ship, guidance can be taken from a similar ship for which
basic details are known. This is known as a ‘basic vessel’ and must be similar in type, size, speed and
power to the new vessel. It is constantly referred to as the new design is being developed. When a ship
owner makes an initial enquiry, he usually gives the shipbuilder four items of information:
-Type of vessel
-Deadweight of the new ship
-required service speed
-Route on which the new vessel will operate
To satisfy the owner’s requirements the dimensions of a ship should be co-ordinate such that the ship
satisfies the design conditions. However, the ship should not be larger than necessary. The design
should offer smarter shipping by reducing fuel costs with an optimized hull form, and by increasing
revenues with greater cargo capacity.
It has been said that the problem for a Naval Architect is to design a ship that will carry certain
deadweight at a reasonable rate of stowage in a seaworthy vessel at a predetermined speed on a given
radius of action as cheaply as possible all in conjunction with a General Arrangement suited to the
ship’s trade.

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CHAPTER 2
FIXING OF MAIN DIMENSION
OWNERS REQUIREMENTS:

13
SHIP TYPE : PRODUCT TANKER
DEADWEIGHT : 50000 TONNES
SPEED : 14.8 KNOTS
DISTENCE : 5766 NM
FIG: 3
(SEA ROUTE)
ROUTE ANALYSIS:
Depending the type of tanker by a thorough analysis on the capacity of various ports, draft restrictions,
type of crude oil being carried and the distance to be travelled has been done and route has been
decided that TANKER will perform its operations between port of KAKINADA(ANDHRA PRADESH) to
port of TOKYO (JAPAN).
COLLECTED SHIP DATA:

TABLE: 3
SHIP NAME LBP(m) LOA(m) BEAM(m) DEPTH(m) DRAFT(m) FROUDE NO
SANMAR 174 183 32.2 19 12.816 0.181

SITAR
SAPSAN 177 183.28 32.25 18 12.517 0.180
SEABREEZE 179.95 185.93. 32.227 19.67 13.025 0.193
SEAFRONTIER 176 183.2 32.226 18.2 12.671 0.173
SERGIO 174 182.88 32.232 18.6 12.8 0.181
BUARQUE DE
HOLANDA

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STAR FALCON 179.95 185.93 32.227 19.67 13.025 0.193
STAR MERLIN 179.95 185.93 32.227 19.67 13.025 0.193
SUNSHINE 175 182.5 32.23 18.4 12.97 0.184

EXPRESS
SWARNA 173.93 183 32.23 19.1 13.417 0.174
MALA
TORM 173.9 183 32.23 19.1 12.86 0.177
RESILENCE
TVERSKOY 174.8 182.5 32.24 17.5 12.18 0.186
BRIDGE
URSU 172 181.613 30.026 18.4 11.77 0.178
VS LISBETH 174.5 182.86 27043 16.8 11.617 0.180
ZHONG GANG 180 188.96 28 16.8 11.977 0.171

DALIAN
COLLECTED SHIP DATA
PRINCIPAL PARAMETER:
1. DISPALCEMENT:
A preliminary estimate of displacement can be made from statistical data analysis, as a function
of deadweight capacity.
𝑫𝑾𝑻
𝑪=
𝑫𝑰𝑺𝑷𝑨𝑳𝑪𝑬𝑴𝑬𝑵𝑻
Typical Deadweight Coefficient Range for tanker = 0.78 – 0.85 Assuming C = 0.815 for tankers.
𝒅𝒊𝒔𝒑𝒍𝒂𝒄𝒆𝒎𝒆𝒏𝒕 = 𝒄𝒂𝒓𝒈𝒐 𝒅𝒘𝒕/𝒄
=50000/0.815
=61350 tonnes
2) DIMENSION- LENGTH, BEAM, DEPTH, DRAFT
➢ LENGTH:-
A) SCHEENKLUTH’S FORMULAE:
𝑳𝑩𝑷 = 𝜟^𝟎. 𝟑 ∗ 𝒗^𝟎. 𝟑 ∗ 𝑪
LBP=184.47m
b) SC MISHRA:
LBP=6.67*(DWT) ^0.308
LBP=6.67*(50000) ^308
LBP=186.73m
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➢ BEAM:-
a) S.C. Mishra:
B=0.164*LBP+0.09
B=29.09
b) Schneekluth's Formulae
B=10.78*(DWT/1000) ^0.2828
DWT=50000
B=32.60m
➢ DEPTH:-
B/D=1.60 (FOR TANKER)
D=20.375m
➢ DRAUGHT
T=4.536*(DWT/1000) ^0.290
For conventional mono hull vessel

2.25<B/T<3.75
T=14.105m
➢ From empirical formulas, I didn’t get the value range similar to the values I got from statistical data. So I
have considered graphical method
y = -0.0361x + 7452.1
DWT VS L*B R² = 0.8925
7000.00
6000.00
5000.00
4000.00
DWT VS L*B
3000.00 Linear (DWT VS L*B)
2000.00
1000.00
0.00
0 10000 20000 30000 40000 50000 60000 70000 80000
GARPH NO.1

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y = -0.7348x + 108930
DWT VS LBT R² = 0.8913
80000.00
70000.00
60000.00
50000.00
40000.00
30000.00
20000.00
10000.00
0.00
0 10000 20000 30000 40000 50000 60000 70000 80000
DWT VS LBT Linear (DWT VS LBT)
GRAPH.02
y = -0.0061x + 908.98
DWT VS B*D R² = 0.8031
700.00
600.00
500.00
400.00
300.00
200.00
100.00
0.00
0 10000 20000 30000 40000 50000 60000 70000 80000
GARPH.03

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y = -0.0041x + 614.09
DWT VS B*T R² = 0.9217
450.00
400.00
350.00
300.00
250.00
200.00
150.00
100.00
50.00
0.00
0 10000 20000 30000 40000 50000 60000 70000 80000
GRAPH.03
GRAPH.04
So,
LBP =176.46m
BEAM =32m
DEPTH =18.87m
DRAUGHT =12.78m
Fn =0.180
TABLE: 3
COMPARISON
LBP(m) BEAM(m) DEPTH(m) DRAUGHT(m)
REGRESSION 176.46 32 18.87 12.78
MISHRA SIR 186.73 30.71 16.64 12.02
SCHEENKLUTH 184.47 32.59 17.15 14.11
BASIC SHIP 175 32.23 18.40 12.92
AVERAGE 180.67 31.88 17.77 12.96
DIMENSION COMPARISON

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1) FORM COEFFICIENTS PARAMETERS:-
a) BLOCK COEFFICIENT:
CB = 0.7+1/8tan-1(25(0.23-Fn))
=0.81
b) WATER PLANE AREA COEFFICIENT:
CWP= 0.180+0.860CP (FOR SERIES 60)

CWP= CB/(0.471+0.551CB) (FOR TANKERS AND BULK CARRIERS)
CWP= 0.175+0.875CP (SINGLE SCREW,CRUISER STERN)
CWP= (1+2*(CB/CM)^0.5)/3 (SCHNEEKLUTH 2)
CWP= 0.95CP+0.17(1-CP)^1/3
(U-FORMS HULLS)
CWP= (CB^0.5)-0.025 (V-FORM)
Cwp (avg) = 0.89
c) MIDSHIP AREA COEFFICIENT:

CM =0.977+0.085(Cb-0.60)
CM = 0.99
d) PRISMATIC COEFFICIENT:
CP = CB/CM
CP = 0.94
e) VERTICAL PRISMATIC COEFFICIENT:

CVP = ∇/(AWP*T)
CVP = 0.94
ESTIMATION OF BILGE RADIUS:
R2 = 2(1-CM) B T/4-π =3.08m
R = B*CK/ (((L/B) + 4) CB2) =2.56m
R = 2.1 m
INITIAL ESTIMATE OF STABILITY:
VERTICAL CENTRE OF BUOYANCY (KB):
Method 1-Kb/T=0.90-0.36Cm
Kb=6.95m

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Method 2-Kb/T= (0.90-0.30Cm-0.10cb)
Kb=6.67m
Method 3-Kb/T=0.78-0.285cvp
Kb=6.54m
(KB) avg=6.69m
B) METACENTRIC RADIUS:
BMt =6.422m
c) TRANSVERSE STABILITY:
KG/D=0.63TO 0.70 for normal cargo ships
KG=12.549
KMT=KB+BMT
KMT=13.11
GMT=KMT-KG
GMT=0.562
CORRECTION for free surface must be applied over this. Then
GM's=GMt-0.03KG
GM'T=0.18m
D) LONGITUDINAL STABILITY:
GML = BML = (CIL*L2) / (T* Cb)
= 188.857 m
MCT 1cm= ∇ GML /100 LBP
MCT = 625.602cm
E) LONGITUDINAL CENTRE OF BUOYANCY:
HARVALD METHOD:
LCB = 9.7-45Fn-0.8=2.266m
SCHNEEKLUTH AND BESTRAM METHOD

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LCB=8.80-38.9Fn = 1.682m
LCB= -13.5+19.4 CP = 2.21m
The LCB can be taken as 2.266
Here LCB is estimated as percentage of length, positive forward of amidships LCB*L/100=3.437m
5) LIGHTWEIGHT ESTIMATION:
Lightship weight=1128(dwt/1000)0.64 = 13792.7tonnes
Lightship = Steel weight + Outfit Weight + Machinery Weight + Margin
6.) STEEL WEIGHT:
The estimated steel weight is normally the Net steel. To this scrap steel weight (10 to 18%) is added to
get gross steel weight.
Steel weight =7875.58 tonnes
7) MACHINERY WEIGHT:
Watson and Gilfillan: Wm (diesel) = 12(MCR/RPM)^0.84+Auxilliary wt. Auxiliary weight
= 0.72(MCR^0.7)
Wm = 982 tonnes
8) OUTFIT WEIGHT ESTIMATION:
For Cargo Ships of every type WO = K. L. B
K = 0.25
WO =1411 tonnes
MARGIN ON LIGHTSHIP WEIGHT ESTIMATION:
TABLE: 05
SHIP TYPE MARGIN ON WEIGHT
Cargo Ship 1.5% to 2.5%
MARGIN ON LIGHT SHIP WEIGHT
MARIGIN = 2.5% = 201.572tonnes
Lightship weight =10470 tonnes
WEIGHT BALANCE:

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∆ex t = Light ship weight + Dead Weight
∆ext. = 60470 tonnes
DEADWEIGHT GOVERNING EQUATION:
∆=L*B*T*Cb*Þ*(1+s)
Where s =Shell plating & Appendage Displacement = 0.008
ρ =Density of sea water=1.025
∆ = 60154 tonnes
% Difference in displacement = ( ∆-∆ext./∆ext.)*100 = 0.52%
TABLE: 6
symbol Magnitude units

Length between perpendicular LBP 176.46 m
Moulded breadth B 32 m
Moulded depth D 18.87 m
Average moulded draft T 12.78 m
Volumetric displacement ∇ 60470 tonnes
Displacement Δ
Service speed v 14.8 knots
Froude number Fn 0.180
Block coefficient Cb 0.81
Prismatic coefficient Cp 0.81
Mid ship coefficient Cm 0.99
Cwpa 0.89
Water plane area coefficient
Longitudinal centre of buoyancy LCB 2.266 m
Bilge Radius 2.1 m
KB 6.69 m
BMt 6.422 m
BML=GML 188.857 m
KMt 13.11 m
GMt 0.562 m
MCT 625.60 Cm
Steel Weight 7875.58 Tonnes
Outfit Weight 1411 Tonnes
Machinery Weight 982 Tonnes
Total Light ship Weight 10470 Tonnes
Δ ext. 0.52% Tonnes
VESSEL DIMENSION INTRODUCTION
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CHAPTER 3
DEVELOPMENT OF PRELIMINARY LINES

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LINES PLAN GENERATION:
• First a model of geometric similarity with the required parameters was selected.
Using MAXSURF parametric transformation was done to get the model to the desired parameters.
• Once the model was generated the uneven surface and the distorted lines in the model were
corrected and fairing of the model was carried out.
• When the initial fairing was done again the model is checked for further dents or not smooth
curves and is again faired to get a smooth hull form.
• When fairing is completed the model is corrected for its perpendiculars and the depth is corrected.
• Once all of this is done a smooth hull form is generated and from this model the lines plan can
be exported.
The lines plan consists of projections of the intersection of the hull with a series of planes. The planes are equally
spaced in each of the three dimensions. These set of planes are mutually perpendicular or orthogonal in nature.
The point of intersection of these planes with the hull results in a series of lines that are projected onto a single
plane located on the front, top, or side of the ship. This results in three separate projections, or views, called the
Body Plan, the Half-Breadth Plan, and the Sheer Plan.
• The lines plan which is generated from the model in MAXSURF is exported to AUTOCAD.
SHEER PLAN:
When the hull of a ship is cut into multiple sections longitudinally, that is, if you slice the ship’s hull at every one
meters starting from port to starboard, you would produce longitudinal sections at every two meters. The
contour of each longitudinal section is called a buttock line, and this is exactly what is represented in the profile
plan, as shown below. The reference lines for the profile view are the stations (vertical grid lines, which denote
the longitudinal position) and waterlines (horizontal lines, which denote vertical positions).
FIG.04
PROFILE VIEW
PLAN VIEW:
If the ship’s hull is sliced along each waterline, then every waterline produces a distinct curve. Since a ship’s
hull is symmetric about the centreline, a common practice prevails in which the curve is drawn on either side
of the centreline, and this view is called the half breadth plan of the ship.

24
FIG: 05
PLAN VIEW
BODY PLAN:
If the ship’s hull is sliced to form a section at every station, we obtain the body plan, as shown below. The typical
practice of drawing the body plan is to denote all the half sections (due to the hull’s symmetricity). The sections
forward of the midship are drawn on the right side of the centerline, and all the sections from the amidships to
the stern are drawn on the left side.
FIG: 06
BODY PLAN

25
FIG7
FIG: 8
TABLE: 7
BULB BREADTH Cbb*B 5.44m

BULB LENGTH Clpr*Lpp 5.30m
BULB TIP HEIGHT Czb*Tfp 6.40m
TRANSVERSE BULB AREA Cabt*Am 37.65m
LONGITUDINAL BULB AREA Cabl*Am 43.32m
MINIMAL BULB VOLUME Cvpr*dis 111.95m
BULB DIMENSION
CALCULATION OF BOW HEIGHT:
FOR SHIPS BELOW 250m IN LENGTH-
56 x L x (1 - L /500) x 1.36 / (Cb+0.68) millimeters

h= 5.836 m

26
CHAPTER 4
MODEL DESIGN

27
MAXSURF MODEL:
➢ First a model of geometric similarity with the required parameters was selected.
Using MAXSURF parametric transformation was done to get the model to the desired parameters.
➢ Once the model was generated the uneven surface and the distorted lines in the model were corrected
and fairing of the model was carried out.
➢ When the initial fairing was done again the model is checked for further dents or not smooth curves and
is again faired to get a smooth hull form.
➢ When fairing is completed the model is corrected for its perpendiculars and the depth is corrected.
➢ Once all of this is done a smooth hull form is generated and from this model the lines plan can be
exported.
FIG: 09
MAXSURF MODEL
FIG: 10
MAXSURF MODEL

28
CHAPTER 5
HYDROSTATICS

29
UPRIHT HYDROSTATICS (EVEN KEEL):
In upright hydrostatics we can calculate all the properties such as displacement, water line length, draft at AP,
draft at FP etc. at different draft at amidships and different trim.
Fixed Trim = 0 m (+ve by stern); Specific gravity = 1.025; (Density = 1.025 tonne/m^3)
Fixed Trim = 0 m (+ve by stern)

Specific gravity = 1.025; (Density = 1.025 tonne/m^3)
Draft Amidships 0.000 1.660 3.167 4.614 6.029 7.419 8.792 10.149 11.492 12.821
m
Displacement t 0.0000 6667 13333 20000 26667 33333 40000 46667 53333 60000
Heel deg 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Draft at FP m 0.000 1.660 3.167 4.614 6.029 7.419 8.792 10.149 11.492 12.821
Draft at AP m 0.000 1.660 3.167 4.614 6.029 7.419 8.792 10.149 11.492 12.821
Draft at LCF m 0.000 1.660 3.167 4.614 6.029 7.419 8.792 10.149 11.492 12.821
Trim (+ve by stern) m 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
WL Length m 0.000 168.3 169.67 170.65 171.43 172.105 172.668 173.20 174.20 176.077
69 3 1 5 1 9
Beam max extents on WL m 0.000 31.22 31.943 32.000 32.000 32.000 32.000 32.000 32.000 32.000
2
Wetted Area m^2 0.000 4422. 4994.5 5519.7 6024.5 6516.01 6999.47 7479.2 7958.9 8441.105
309 89 60 39 7 3 34 02
Waterpl. Area m^2 0.000 4194. 4423.5 4551.5 4641.6 4710.01 4766.36 4816.8 4868.3 4925.279
493 77 95 16 2 2 40 85
Prismatic coeff. (Cp) 0.000 0.779 0.788 0.796 0.804 0.810 0.815 0.820 0.821 0.818
Block coeff. (Cb) 0.000 0.745 0.758 0.774 0.787 0.796 0.803 0.809 0.812 0.810
Max Sect. area coeff. (Cm) 0.000 0.957 0.961 0.972 0.979 0.983 0.985 0.987 0.989 0.990
Waterpl. area coeff. (Cwp) 0.000 0.798 0.816 0.833 0.846 0.855 0.863 0.869 0.873 0.874
LCB from zero pt. (+ve fwd) - - -81.394 -81.420 -81.447 -81.488 -81.549 -81.639 -81.761 -81.924
m 162.318 81.36
0
LCF from zero pt. (+ve fwd) - - -81.462 -81.488 -81.576 -81.741 -81.993 -82.374 -82.897 -83.581
m 162.318 81.38
1
KB m -3.552 0.858 1.639 2.391 3.124 3.844 4.555 5.257 5.953 6.642
KG m 12.549 12.54 12.549 12.549 12.549 12.549 12.549 12.549 12.549 12.549
9
BMt m 0.000 44.09 24.784 17.431 13.522 11.080 9.403 8.183 7.262 6.546
1
BML m 0.000 1063. 586.10 416.85 328.07 272.442 234.271 206.60 186.24 171.207
395 3 3 9 9 7
GMt m -16.101 32.40 13.874 7.273 4.097 2.375 1.408 0.891 0.666 0.639
1
GML m -16.101 1051. 575.19 406.69 318.65 263.737 226.277 199.31 179.65 165.300
704 3 5 4 7 1
KMt m -3.552 44.95 26.423 19.822 16.646 14.924 13.957 13.440 13.215 13.188
0
KML m -3.552 1064. 587.74 419.24 331.20 276.286 238.826 211.86 192.20 177.849
253 2 4 3 6 0
Immersion (TPc) tonne/cm 0.000 42.99 45.342 46.654 47.577 48.278 48.855 49.373 49.901 50.484
4
MTc tonne.m 0.000 406.9 445.15 472.12 493.22 510.276 525.358 539.89 556.14 575.677
67 2 3 3 3 0
RM at 1deg = 0.000 3769. 3228.4 2538.6 1906.7 1381.59 983.117 725.97 619.72 669.123
GMt.Disp.sin(1) tonne.m 807 93 79 06 8 6 7

30
Draft Amidships 0.000 1.660 3.167 4.614 6.029 7.419 8.792 10.149 11.492 12.821
m
Max deck inclination deg 0.0000 0.000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000
0
14 Hydrostatics
12 MTc Displacement
Immersion (TPc) Max sect. area
10 KML Sect. area amidships
KMt
Draft m
8 KB Wetted Area
LCF Waterpl. Area
6 LCB LCB
Waterpl. Area LCF
4 Wetted Area
Sect. area amidships KB
2 Max sect. area KMt
Displacement KML
0
Immersion (TPc)
-2 MTc
0 5000 10000 15000 20000 25000 30000 35000 40000 45000 50000 55000 60000
Displacement t
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000
Area m^2
-170 -160 -150 -140 -130 -120 -110 -100 -90 -80 -70 -60 -50
Long. centre from zero pt. (+ve fw d) m
-4 -3 -2 -1 0 1 2 3 4 5 6 7 8
KB m
-5 0 5 10 15 20 25 30 35 40 45 50 55
KM trans. m
-100 0 100 200 300 400 500 600 700 800 900 1000 1100
KM long. m
0 5 10 15 20 25 30 35 40 45 50 55 60
Immersion tonne/cm
0 50 100 150 200 250 300 350 400 450 500 550 600
Moment to trim tonne.m
GRAPH.05
HYDROSTATIC GRAPH
CURVES OF AREAS
GRAPH.06

31
AREA CURVE
CURVES OF FORMS:
13 Curves of Form
Prismatic coef f . (Cp)
12 Block coef f . (Cb)
Max Sect. area coef f . (Cm)
Waterpl. area coef f . (Cwp)
11
Waterpl. area coeff. (Cw p)
10
9
Max Sect. area coeff. (Cm)
8
Draft m
6 Block coeff. (Cb)
4 Prismatic coeff. (Cp)
1
0.69 0.72 0.75 0.78 0.81 0.84 0.87 0.9 0.93 0.96 0.99 1.02
Coefficient
GRAPH.07
CURVES OF FORM
CROSS CURVES OF STABILITY (KN CURVES):
When a ship is inclined through all angles of heel, and the righting arm for each angle is measured, the
statistical stability curve is produced. This curve is a "snapshot" of the ship's stability at that particular
loading condition.
KN CURVES:
KN is the perpendicular distance from keel to the line drawn perpendicular from VCB to the heeled
waterline. These curves are also known as cross curves of stability. Mainly, these curves show the
relationship between the righting levers GZ and various displacements for a ship inclined at a constant
angle. The displacement covers the range from lightship to maximum possible loading condition.
Initial Trim = 0 m (+ve by stern).
Specific gravity = 1.025; (Density = 1.025 tonne/m^3); VCG = 0 m; TCG = 0 m, Trim=0

32
13 Cross-curves -- KN
10 deg. KN
20 deg. KN
12 60 deg. KN 30 deg. KN
50 deg. KN 70 deg. KN 40 deg. KN
11 80 deg. KN 50 deg. KN
60 deg. KN
40 deg. KN
90 deg. KN 70 deg. KN
10 80 deg. KN
90 deg. KN
9 30 deg. KN
KN m
7 20 deg. KN
5
10 deg. KN
4
2
10000 15000 20000 25000 30000 35000 40000 45000 50000 55000 60000 65000
Displacement (intact) tonne
GRAPH.08
KN CROSS CURVE
TABLE: 8
KN KN KN KN KN KN KN KN KN
10.0 deg. 20.0 deg. 30.0 deg. 40.0 deg. 50.0 deg. 60.0 deg. 70.0 deg. 80.0 deg. 90.0 deg.
Starb. Starb. Starb. Starb. Starb. Starb. Starb. Starb. Starb.
5.644 8.769 10.298 11.065 11.368 11.435 11.468 11.075 10.227
4.183 7.585 9.533 10.764 11.551 12.045 11.958 11.295 10.202
3.41 6.691 8.989 10.539 11.692 12.212 12.044 11.326 10.191
2.974 6 8.56 10.392 11.667 12.142 11.968 11.279 10.178
2.716 5.514 8.2 10.279 11.502 11.954 11.813 11.185 10.158
2.558 5.188 7.893 10.086 11.258 11.706 11.612 11.066 10.133
2.459 4.982 7.646 9.806 10.955 11.428 11.391 10.931 10.105
2.401 4.858 7.44 9.459 10.605 11.127 11.166 10.797 10.076
2.372 4.792 7.214 9.065 10.22 10.806 10.936 10.67 10.058
2.365 4.771 6.972 8.647 9.811 10.47 10.699 10.547 10.052
KN DATA

33
CHAPTER 6
PRELIMINARY GENERAL ARRANGEMENT
6.1 FRAME SPACING:

34
The normal frame spacing between aft peak and 0.2 L form F.P. may be taken as:
450 + 2L [mm] for transverse framing = 750mm
550 + 2L [mm] for longitudinal framing. = 850 mm
However, it is generally not to exceed 900 [mm].
Elsewhere, the frame spacing is generally not to exceed the following:
Frame spacing between peaks ,Transom stern to aft peak : 600 mm
Frame spacing between collision bulkhead and 0.2L from F.P : 700 mm
BULK HEADS:
The minimum number of bulkheads required as per IRS rules are as follows:
No. of Bulkhead:specially considered for 165<L<190
The following transverse watertight bulkheads are to be fitted compulsory: A collision bulkhead;
An after peak bulkhead;
A bulkhead at each end of machinery space
POSITION OF COLLISION BULKHEAD:
For ships other than passenger ships, the distance from the forward perpendicular to the collision bulkhead is
to be between the following limits:
Xc, min = 0.05LL- XR [m] for L < 200 [m].
Xc, max = 0.08 LL – XR [m].
XR = the least of:
G/2;
0.015 LL and = 2.64
3.0 [m]
Xc min = 6.11 m
Xc max = 11.35 m
POSITION OF AFT PEAK BULKHEAD:
Min = 0.035 L = 6.17m
Max = 0.05 L = 8.83m
DOUBLE BOTTOM:
d = 250 +20 B + 50 T
35
Where, where d is in mm and B and T are in m. d =1529 mm
Double bottom height taken as = 2 m
SIDE SHELL:
Double side width = 2 m
Side shell width was calculated by Marpol Rules.
TABLE 09
OFFICERS
CREW
Designated Post Number
Designated Post Number
Master 1
Boatswain/ Bosun 2
Chief Officer 1
Able Seaman 2
Second Officer 1
Ordinary Seaman 2
Third Officer 1
Wiper 1
Radio Officer 1
Welder/Fitter 2
Chief Engineer 1
Pumpman 2
(Tanker) Second Engineer 1
Motorman 1 Third Engineer 1
Chief Cook 1 Fourth Engineer 1
Trainee Cook 1 Electrical 1
Messmen 1 Engineer
CREW MEMBER OFFICER NUMBER
TOTAL CREW: 25
ACCOMODATION SPACES:
TABLE 11
ACCOMODATION NORMS
Captain & chief engineer 30 m^2 + bath 4 m^2 or toilet 3
m^2
chief officer and 2nd engineer 14 m^2 + toilet 3 m^2
other officers 8 m^2 +toilet
captains office and chief engineers 7.5 m^2 each
office
passage stairs 40% of sum 1 to 4
petty officers and crew cabin 7 m^2 single berth cabins
passage stairs 35 % 0f 6
wheel house 30 m^2
chart room 15 m^2

36
radio room 10.5 m^2 (8 +2.5 m^2 /radio

officer)
galley 3.4 m^2
general stores 140 m^2
refrigerated 52.5 m^2
AREA OF DIFFERENT ROOMS FOR CREW
The major spaces and tanks provided in the oil tanker can be grouped as follows:
1) Cargo space
2) Machinery space
3) Accommodation space
4) Storage space
5) Operation and control space
6) Ballast tanks
7) Deck Equipment
8) HFO & MDO tanks
9) SLOP TANK
10) PUMP ROOM
SUBDIVISION Bulkheads:
The minimum number of bulkheads required as per IRS rules are as follows: No. of Bulkhead: 8
The following transverse watertight bulkheads are to be fitted compulsory:
A collision bulkhead;
An after-peak bulkhead;
A bulkhead at each end of machinery space No of bulkheads provided: 9
TABLE: 12
BULKHEADS X
ER AFT BULKHEAD 9.5
ER FORWARD BULKHEAD 31.5
BULKHEAD 1 37.5
BULKHEAD 2 58.5
BULKHEAD 3 79.5
BULKHEAD 4 100.5
BULKHEAD 5 121.5
BULKHEAD 6 142.5
FORWARD COLLISION 163.5
BULKHEAD POSITION

37
REQUIRED CAPACITY CALCULATION
SETTLING TANK:
LSDO CALCULATION:

38
LUBE OIL REQUIREMENT:
EQUIPMENT LIST
ANCHOR SELECTION:
As per IRS Rules Equipment Number = 3500
Number of bower anchors = 2
Total chain line bower anchors =690
Mass for each anchor = 10500
Diameter of standard link cable = 102
CHAIN LOCKER DESIGN:
Volume of Chain locker = 0.6 L d2 c
Where d, c in inches and L in fathoms
L= length of chain in fathoms = 650/1.1816
d = 103mm = 4.055 inches
c = 0.6 to 0.75mm = 0.65 selected
Volume of stowed chain = 2561.45ft3
MOORIING LINES:
From IRS part 3 based on Equipment Number
Min Length = 270 m
Number = 3400
Length of each line = 150 m

39
Min breaking strength = 1422
FIG: 11 (AUTO CAD DWG)
FIG: 12(STERN PART )

40
FIG: 13 (FORWARD PART)
FIG: 14(FUEL OIL TANK)

41
FIG: 15(FORWARD TANK)
FIG: 16
FIG: 17

42

43
CHAPTER7
STRUCTURL DESIGN

44

45

46

47

48

49

50

51

52

53

54

55

56
TABULAR FORM:
sr no. item thk.(mm) Z(mm^3)

1 Bottom Plating 20.00 120*120*12
2 Inner Bottom 20.00 120*120*14
3 Bilge Plate 20.00 120*120*12
4 Keel plate 22.00
5 Width of keel plate 1700.00
6 Side shell plating-1 20.00 120*120*11
9 Deck plating 14.00
10 Centre Girder 20.00 120*120*14
11 Side Girder 18.00 120*120*12
12 Deck longitudinals 50*50*4
13 Deck Girder 120*120*14
14 Centre Bhd1 22.00 120*120*14
15 Centre Bhd2 20.00 120*120*14
16 Centre Bhd3 16.00 120*120*8

57
SECTION MODULUS PLATES AND LONGITUDINALS:

58

59

60

61

62
Items Symbol Value Units Conversion Units

Total Area ∑a 4.12 m^2
Total First moment ∑ah 28.35 m^3
NA from Baseline y 6.88 m
N.A from deck Ymax 10.22 m
M.I abt Baseline IBase 341.87 m^4 3.42E+10 cm^4
M.I abt N.A INA 146.66 m^4 1.47E+10 cm^4
Section modulus abt Deck Zdeck 14.36 m^3 14356591 cm^3
Section modulus abt Base ZBase 21.30 m^3 21302335 cm^3
Maximum Bending Moment BMmax 2300760.83 KN-m
Bending stress σDeck 160258.15 KN/m^2 160.26 N/mm^2
Bending stress σKeel 108005.10 KN/m^2 108.01 N/mm^2
Yield strength of steel σy 235.00 Mpa 235 N/mm^2
permissible stress of steel σy 175.00 Mpa 175 N/mm^2
factor of safety fos 1.1
FIG: 19

63
CHAPTER 8
FREE BOARD CALCULATION

64
FREEBOARD:
In sailing and boating, freeboard means the distance from the waterline to the upper deck level,
measured at the lowest point of sheer where water can enter the boat or ship. In commercial vessels,
the latter criteria measured relative to the Ship’s load line, regardless of deck arrangements, are the
mandated and regulated meaning.
FIG: 20(PLIMSOLL LINE)
FREEBOARD CALCULATON:
Available Freeboard (f) = D-T =6.10m
Vessel Type – A
Corrections:
1 Regulation 29 is not applicable as Length of the Ship does not lie between 24m & 100m
2 BLOCK COEFFICIENT:
Correction for CB greater than 0.68 (Regulation 30)

Block Coefficient at 0.85D 0.806
As it is greater than 0.68, correction is required for Freeboard
New Freeboard 2563.08 mm 2.56308
3 DEPTH CORRECTION:
R= 250.000 L>=120m
(L/15)= 11.733 m
D= 18.87 m

65
Hence D is greater
Correction can be applied. (D-L/15)×R
New Freeboard 4379.751 mm

4.380 m
Increase 2034.751 mm
2.035 m
4 SUPERSTRUCTURE CORRECTION:
ΔF 1070 mm
E(Effective Length of Superstructure) 22.88 m
E/L Ratio 0.13 (After referring to a few ships & using AutoCAD)
Corresponding Factor 0.098
Standard height of superstructure = 28 m
ΔF 104.86 mm
New Freeboard 4274.891 mm 4941.8914

4.27 m 4.942
5 SHEER CORRECTION:
Aft Perpendicular 1716.667 mm 68.666667 y1

1/6L from AP 762.2 mm y2
1/3L from AP 192.2667 mm y3
AMIDSHIPS 0 mm y4
1/3L from FP 384.5333 mm y5
1/6L from FP 1524.4 mm y6
For'd Perpendicular 3433.333 mm y7
Area under Aft half of the Sheer Curve 50380.733 mm2
Area under For'd half of the Sheer Curve 100761.47 mm2
Mean Sheer 858.3333 mm

Sheer Height (M) 858.7625 mm
ΔF 0.293979 mm
New Freeboard 4275.185 mm

4.275 m
FINAL FREEBOARD AFTER CORRECTION 4.275 m
FREEBOARD BEFORE CORRECTION 2.345 m
Change 1.930 m
Is Depth>=(Draft+Freeboard)?
Depth (D) 18.87 m

Draft (T) 12.78 m

66
Freeboard 4.275 m
(T+Freeboard) 17.055 m
DIFFERENCE 1.815 >0
So, Depth is greater than (T+Freeboard)
TABLE: 13
A Tropical Freeboard Summer Freeboard-(Summer Draft/48) 4.00 m
B Winter Freeboard Summer Freeboard+(Summer Draft/48) 4.55 m
C Fresh Water Freeboard Summer Freeboard-(Displacement/(40*TPC)) 3.9753 m
D Tropical Fresh Water FreeboaFresh Water Freeboard-(Summer Draft/48) 3.7045 m
TABLE: 14
FIG: 21 (PLIMSOLL LINE)

67
CHAPTER 9
RESISTENCE AND POERING CALCULATION

68
TABLE: 15
PRINCIPAL PARTICULAR FOR RESISTENCE

69

70

71

72
CHAPTER-10
RUDDER AND PROPELLER CALCULATION

73
RUDDER CALCULATION
A rudder is a primary control surface used to steer a ship. The first priority of any ship design, is the
achievement of function-ability of the designed product, and then comes its aesthetic value. Rudders are placed
at aft, instead of at the bow, not because of aesthetics, but because of its hydrodynamic efficiency when placed
at aft
TABLE: 16
RUDDER DIMENSION
PROPELLER DESIGN
WAKE FRACTION CALCULATION:
The wake fraction is a value representing the proportional loss of water velocity into the propeller disk.
Of the three propulsive coefficients, it has the greatest influence on the propeller performance. As
stated above the paucity of the empirical data forces us to use alternative methods to determine the
wake fraction.
THRUST DEDUCTION FRACTION:
Due, in large part, to fluid acceleration, there is a significant difference between the calculated thrust of a
propeller and the useful (delivered) thrust that can be applied to the hull. While not directly affecting propeller
performance, the thrust deduction does play a major part in the capability of the propeller to develop useful
thrust that can be utilized
PROPELLER DESIGN
Principal Particulars
Displacement 64989.00 tonnes

Deadweight 50000 tonnes
Length 176.00 m
Beam 32.00 m
Draft 12.78 m
Depth 18.870 m
Prismatic Coefficient 0.81

74
Block Coefficient 0.81

Waterplane Area Coefficient 0.99
Speed 14.8 knots
THRUST DEDUCTION FACTOR "t"
For Single Screw Ships:
1 t 0.291536 (Heckscher)
2t 0.255 (Danckwardt)
3t 0.1335604 (Haltrop & Mennen)
Taking the average
Thrust Deduction Factor 't' 0.227
Thrust 1028.3186 KN
WAKE FRACTION 'w'
w 0.3961504 HECKSCHER
w 0.36025 TROOST
w 0.3670813 TAYLOR
w 0.3194898 BURRILL
w 0.3170613 EDSTRAND
Taking the average
Wake Fraction 'w' 0.3171
PROPELLER CLEARANCE:
Propeller clearance means the distance in magnitude that has to be given to the propeller blades from
the ship hull in order to avoid the undesirable effects on ship hull like induced vibration etc. when
propeller works on water as a hydrodynamic medium.
PROPELLER CLEARANCE:
Minimum Distance between Aft Perpendicular & Propeller Post 0.04*L 7.040 m
Minimum Horizontal Distance to the Rudder (a) 0.1*D 0.845 m
Minimum Horizontal Distance to the Propeller Post (b) 0.27*D 2.282 m
Minimum Vertical Distance to the Counter 'c' 0.20*D 1.690 m
Minimum Vertical to the heel 'e' 0.035*D 0.296 m
Diameter of the Propeller (D) 0.65*Draft 8.450 m

75
(Basic Principles of Ship Propulsion PDF)

Radius of the Propeller 'R' Diameter/2 4.225 m
At .7R 0.7*R 2.958 m
Number of Number of Blades 4
A 4 blade propeller has following characteristics:
1 The manufacturing cost is higher than 3 blade propellers.

2 4 blade propellers are normally made up of stainless steel alloys.
3 Have better strength and durability.
4 Gives a good low speed handling and performance.
5 Has a better holding power in rough seas.
6 4 blade propeller provides a better fuel economy than all the other types.
HULL VIBRATIONS AND HULL RESONANCE
Hull Resonance Calculations are done for finding whether the selected rpm and no of blades fall in the
vibrations range.
Using Horizontal Vibration formula by

Brown:
For 2-node horizontal vibration, hull frequency:
(-)5% (+)5%
N2H 106.45 cpm 101.13 cpm 111.78 cpm
Constant N2H Value
N3H 2 106.453 cpm 212.91 cpm 202.26 cpm 223.55 cpm
N4H 3 106.453 cpm 319.36 cpm 303.4 cpm 335.33 cpm
N5H 4 106.453 cpm 425.81 cpm 404.5 cpm 447.10 cpm

76
N6H 5 106.453 cpm 532.26 cpm 505.6 cpm 558.88 cpm
N7H 6 106.453 cpm 638.72 cpm 606.8 cpm 670.65 cpm
N8H 7 106.453 cpm 745.17 cpm 707.9 cpm 782.43 cpm
N9H 8 106.453 cpm 851.62 cpm 809.0 cpm 894.20 cpm
N10H 9 106.453 cpm 958.07 cpm 910.2 cpm 1005.98 cpm
(-)5% (+)5%
N2V 70.97 cpm 67.42 cpm 74.52 cpm
Constant N2V Value
N3V 2.027919 25.0933 cpm 50.89 cpm 48.34 cpm 53.43 cpm
N4V 3.066646 25.0933 cpm 76.95 cpm 73.10 cpm 80.80 cpm
N5V 4.112455 25.0933 cpm 103.20 cpm 98.04 cpm 108.35 cpm
N6V 5.163562 25.0933 cpm 129.57 cpm 123.1 cpm 136.05 cpm
Using Kumai's Formula for two nodded vibration:
C1 9.3692
IV 76.358 m4
Δi 132428 tonnes
(-)5% (+)5%
N2V 31.57 cpm 29.99 cpm 33.15 cpm
Constant N2V Value
N3V 2.027919 31.5723 cpm 64.03 cpm 60.82 cpm 67.23 cpm
N4V 3.066646 31.5723 cpm 96.82 cpm 91.98 cpm 101.66 cpm
N5V 4.112455 31.5723 cpm 129.84 cpm 123.3 cpm 136.33 cpm
N6V 5.163562 31.5723 cpm 163.03 cpm 154.9 cpm 171.18 cpm
(-)5% (+)5%
N2H 1.5 31.5723 cpm 47.36 cpm 44.99 cpm 49.73 cpm
Constant N2H Value

77
N3H 2 42.8995 cpm 85.80 cpm 81.51 cpm 90.09 cpm
N4H 3 42.8995 cpm 128.70 cpm 122.3 cpm 135.13 cpm
N5H 4 42.8995 cpm 171.60 cpm 163.0 cpm 180.18 cpm
N6H 5 42.8995 cpm 214.50 cpm 203.8 cpm 225.22 cpm
BASED ON THE VALUE OF HULL RESONANCE DIAGRAM
GRAPH.09
HULL RESONANCE DIAGRAM
PROPELLER PARAMETER ESTIMATION

78
TABLE: 17
GRAPH. 10(KT,KQ,EFFI.)
J vs KT, 10KQ, N
1.2
0.8
0.6
0 0.2 0.4 0.6 0.8 1 1.2
KT 10KQ KT/J2 EFFICIENCY OLD
PROPELLER DIMENSION:
TABLE 18
PROPELLER DIMENSION

79
CHAPTER 11
INTACT STABILTY

80
GZ AT LOADED CONDITION:
FULL LOAD (100% DEPARTURE): This is the condition at which full load cargo with no ballast in the ballast tanks
and 100% consumables. The loading condition is specified below.
TABLE 19
GZ VALUE FOR 100% LOADING CONDITION
2.5 Stability
1.5
0.5
-0.5
-1
-25 25 50 75 100 125 150 175
GRAPH.11
GZ CURVE

81
TABLE: 20
GRAPH.12
LONGITUDINAL STRENGTH CURVE

82
CHAPTER 12
EEDI CALCULATION

83
ENERGY EFFICIENCY DESIGN INDEX (EEDI):
Energy Efficiency Design Index (EEDI), formulated for new ships, is an index that estimates grams of
CO2 per transport work (g of CO2 per tonne‐mile).
It can be expressed as the ratio of “environmental cost” divided by “Benefit for Society”. It is a
function of
• Installed power
• Speed of vessel
• Cargo carried
The philosophy behind EEDI is that its computation be simple and capable of broad application, and
promote efforts by all stakeholders to reduce CO2 emissions by reflecting a ship’s energy efficiency in
actual use.
It stimulates continued technical development of all the components influencing the fuel efficiency of
a ship. It also separates the technical and design‐based measures from the operational and
commercial ones.
EEDI FORMULAE:

84
The attained value of EEDI is from online calculator developed by thenavalarch.com
TABLE 21
EEDI CALCULATION

85
CHAPTER 13
DISCUSSION ON DESIGN AND

CONCLUSION

86
DISCUSSION ON DESIGN AND CONCLUSION:
DIMENSION FIXING:
Dimension fixing is done to satisfy the deadweight first and it is checked for capacity,
stability, and freeboard in the preliminary stage. Empirical relations are used for this.
If these dimensions do not satisfy the above-required conditions, they are suitably
iterated for.
DEVELOPMENT OF THE LINES:
The lines are developed Corrections are applied to the stern, which is modified to
transom to improve the deck area as well as due to easiness in construction. Here care
has been taken to ensure that very marginal modifications alone are provided in the
underwater portion of the hull to retain the characteristics and the results which are
subsequently obtained during the resistance calculations.
RESISTANCE AND POWERING CALCULATIONS:
The resistance of a ship at a given speed is the fluid force acting on the ship in
such a way as to oppose its motion. The ship must exert a thrust to overcome this
resistance and travel at her service speed. Resistance calculation is very important
for economic reasons.
Total resistance of a ship can be divided into four components. Frictional

resistance, Wave making resistance, Eddy resistance and Air resistance.
Resistance of a hull form can be calculated by tank testing of the model or by
method Holtrop1984 method. Wave making resistance and Eddy resistance are
included in residuary resistance. Appendage resistance, wind resistance and bare
hull resistance are included in Frictional resistance.
GENERAL ARRANGEMENT:
The general arrangement of the vessel is done taking in to the account of various
requirements both in terms of manpower as well as amenities. The number of crew and
the spaces allocated for various purposes are fixed on the basis of DG Shipping

87
CAPACITY CALCULATIONS:
The capacities of the tanks for carriage of crude oil and other tank capacities
for carriage of fuel and ballast are calculated manually using AutoCAD .The capacity
calculations were found to be satisfied for the carriage of crude oil in the designed vessel.
MIDSHIP SECTION DESIGN:
Amidships section design is carried out using scantlings are provided which ensure the
required rule section modulus.
TRIM AND STABILITY:
The trim and stability calculations are carried out for the various loading combinations of
the vessel, namely Fully loaded departure, Fully loaded arrival with 100,50,10% store,
Fully ballast departure, Fully ballast arrival with 100,50,10% stores. The stability results
are compared with IMO Regulations and are found to comply.
CONCLUSION:
On the whole the attempt is made towards the detailed design of the vessel under the
available data from the existing vessels. The deadweight satisfaction and the safety
satisfaction were the main criteria for such a vessel.
REFERENCES:
1) www.en.wikipedia.or
2) www.ports.com
3) www.searates.com
4) Edward.V.Lewis; Principles of Naval Architecture Vol I
5) www.DG Shipping.com
6) www.google books.com
7) www.Wartsila.com
8) MARPOL 73/78, International Convention on Marine Pollution, 2003
9) Watson D.G.M, Gilfillan A.W; Some Ship Design Methods, RINA 1976.
10) H.Schneekluth; ‘Ship design for Efficiency and Economy

11) Taggart R; ‘Ship Design and Construction’, SNAME Publications, New York, 1980
12) Prohaska C. W.; ‘Results of Some Systematic Stability Calculations’,RINA 1947
13) Edward.V.Lewis; Principles of Naval Architecture Vol II
14) Gokaran and Ghose; ‘Basic ship propulsion’
15) Derret. D R; Ship Stability for Masters and Mates
16) Preliminary Ship Design
17) General Arrangement Lecture by S C Misra
18) Eyres D. J.; Ship Structures
19) Rawson and E.C.Tupper; ‘Basic Ship Theory – Volume1,
20)Longman ,1978 20)Holtrop-Approximate-1982
21) www.ship-technology.com

Sudarshan Kumar (1604609030) Final Report

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SHIP DESIGN PROJECT 50000 DWT PRODUCT TANKER

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

FIGURE NO: FIGURE DETAILS: PAGE NO.

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

OIL TANKERS CATEGORIES:

IMO distinguishes three categories of tankers, those are

TYPE OF TANKER VESSEL

DOUBLE HULL TANKER:

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

TYPE OF DOUBLE BOTTOM HULL

GASOLINE & its PROPERTIES:

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

-Deadweight of the new ship

-required service speed

-Route on which the new vessel will operate

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

FIXING OF MAIN DIMENSION

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

SHIP TYPE : PRODUCT TANKER

DEADWEIGHT : 50000 TONNES

SPEED : 14.8 KNOTS

COLLECTED SHIP DATA:

SHIP NAME LBP(m) LOA(m) BEAM(m) DEPTH(m) DRAFT(m) FROUDE NO

SANMAR 174 183 32.2 19 12.816 0.181

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

STAR FALCON 179.95 185.93 32.227 19.67 13.025 0.193

STAR MERLIN 179.95 185.93 32.227 19.67 13.025 0.193

SUNSHINE 175 182.5 32.23 18.4 12.97 0.184

VS LISBETH 174.5 182.86 27043 16.8 11.617 0.180

ZHONG GANG 180 188.96 28 16.8 11.977 0.171

𝒅𝒊𝒔𝒑𝒍𝒂𝒄𝒆𝒎𝒆𝒏𝒕 = 𝒄𝒂𝒓𝒈𝒐 𝒅𝒘𝒕/𝒄

2) DIMENSION- LENGTH, BEAM, DEPTH, DRAFT

𝑳𝑩𝑷 = 𝜟^𝟎. 𝟑 ∗ 𝒗^𝟎. 𝟑 ∗ 𝑪

For conventional mono hull vessel

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

DWT VS LBT Linear (DWT VS LBT)

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

1) FORM COEFFICIENTS PARAMETERS:-

b) WATER PLANE AREA COEFFICIENT:

CWP= 0.180+0.860CP (FOR SERIES 60)

c) MIDSHIP AREA COEFFICIENT:

e) VERTICAL PRISMATIC COEFFICIENT:

ESTIMATION OF BILGE RADIUS:

R2 = 2(1-CM) B T/4-π =3.08m

R = B*CK/ (((L/B) + 4) CB2) =2.56m

INITIAL ESTIMATE OF STABILITY:

VERTICAL CENTRE OF BUOYANCY (KB):

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

Method 2-Kb/T= (0.90-0.30Cm-0.10cb)

KG/D=0.63TO 0.70 for normal cargo ships

CORRECTION for free surface must be applied over this. Then

GML = BML = (CIL*L2) / (T* Cb)

MCT 1cm= ∇ GML /100 LBP

E) LONGITUDINAL CENTRE OF BUOYANCY:

SCHNEEKLUTH AND BESTRAM METHOD

INDIAN MARITIME UNIVERSITY VISAKHAPTANAM CAMPUS

LCB= -13.5+19.4 CP = 2.21m

GML = BML = (CILL2) / (T Cb)