PRELIMINARY DESIGN OF 1300 DWT PLATFORM

SUPPLY VESSELOF 12 KNOTS SERVICE SPEED

A Project Report

Submitted By

P S ARUN

SNG18NS026
In partial fulfilment of the requirement for the degree

of

BACHELOR OF TECHNOLOGY IN NAVAL

ARCHITECTURE AND SHIP BUILDING
ENGINEERING

DEPARTMENT OF NAVAL ARCHITECTURE AND

SHIP BUILDING ENGINEERING
SREE NARAYANA GURUKULAM COLLEGE OF
ENGINEERING
KADAYIRUPPU, KOLENCHERY
APJ ABDUL KALAM TECHNOLOGICAL UNIVERSITY
JANUARY 2022
 DECLARATION

I undersigned hereby declare that the project report “Preliminary design of 1300
dwt Platform Supply Vessel of 12 knots service speed”, submitted for partial
fulfilment of the requirements for the award of degree of Bachelor of Technology
of the APJ Abdul Kalam Technological University, Kerala is a bonafide work
done by me under the supervision of Asst.Prof. Jofin Lukose of NASB
department, SNGCE Kadayiruppu. I also declare that I have adhered to ethics of
academic honesty and integrity and have not misrepresented or fabricated any
data or idea or fact or source in my submission. I understand that my violation of
the above will be a cause for disciplinary action by the institute and the University
and can also evoke penal action from the sources which have thus not been
properly cited or from whom proper permission has not been obtained. This
report has not been previously formed the basis for the award of any degree,
diploma or similar title of any other University.

Kadayiruppu Signature

17/01/2022 P S Arun
 SREE NARAYANA GURUKULAM COLLEGE OF
ENGINEERING
KADAYIRUPPU, KOLENCHERY

DEPARTMENT OF NAVAL ARCHITECTURE AND SHIP

BUILDING ENGINEERING

CERTIFICATE

This is to certify that the seminar report on PRELIMINARY DESIGN OF 1300

DWT PLATFORM SUPPLY VESSEL OF 12 KNOTS SERVICE SPEED is
the bonafide work done by P S ARUN (SNG18NS026) in partial fulfilment of
award of B. Tech Degree (2018-2022 Batch) in NAVAL ARCHITECTURE
AND SHIP BUILDING ENGINEERING under APJ ABDUL KALAM
TECHNOLOGICAL UNIVERSITY.

Asst. Prof. Jofin Lukose Prof. Dr. S Surendran

Project Guide Head of Department

 ACKNOWLEDGEMENT

I am very thankful to the whole NASB Dept for allowing me an

opportunity to work on a project of Preliminary design of 1300 DWT platform
supply vessel of 12 knots service speed.

I would like to convey my gratitude towards Asst. Professor Jofin

Lukose of NASB Dept, SNGCE, Kadayiruppu, for being my project guide and
guiding me in all aspects for achieving the completion of my project in a well
performed manner.

I am extremely thankful to the respected HoD of Naval

Architecture and Ship Building department of Sree Narayana Gurukulam
College of Engineering, Kadayiruppu for allowing me to do the project.

I would like to thank all the teaching staffs and colleagues of NASB
Dept for supporting and guiding me thought-out the project till its completion.
 ABSTRACT

This is a design project of 1300 dwt platform supply vessel with 12 Knots which
service in the Mumbai , Arabian sea (INDIA). It originates its service from
Jawaharlal Nehru Port Mumbai, India and provide supplies to high field oil
platforms operated under ONGC located 95 nautical miles away from the port.
The design process consists of fixing of main dimension, form coefficients, initial
stability, design equation, sectional area curve, lines plan, offset generation,
general arrangement, rudder and propeller design, stability and hydrostatics,
resistance, power estimation, engine selection, scantling of mid-ship section,
general arrangement, trim and stability.
 TABLE OF CONTENTS

Acknowledgement

Abstract

List of figures

List of tables

Abbreviations and notations

Chapter 1. Introduction

1.1 Aim of the project and mission analysis

1.2 Rules and regulations

1.3 Endurance calculation

1.4 Service route

1.5 Design flowchart

1.6 Definition of PSV

1.7 Function of PSV

1.8 Supply operations

1.9 Support

1.10 Type of supply

1.11 Functions of cargo carried

1.12 Development of offshore vessels

1.13 Special features of PSV

1.14 Electrical propulsion system

1.15 Market and feasibility study

1.16 Classification Society

Chapter 2. Parent ship analysis

2.1 Parent-ship data

2.2 Parent-ship ratios

2.3 Parent ship graph

Chapter 3. Estimation of main particulars

3.1 First estimation of displacement

3.2 Iteration

3.3 Estimation of displacement

3.4 Lightship weight estimation

3.5 Deadweight estimation

Chapter 4. Preliminary checks

4.1 Freeboard check

4.2 Stability check

4.3 Volume check

4.4 Initial estimation of consumable stores and cargo

Chapter 5. Hull form generation

5.1 Lines plan

5.2 Parent ship offset

5.3 Faired offset

5.4 Minimum bow height

Chapter 6. Hydrostatics and bonjean calculation

6.1 Bonjean curves

6.2 Hydrostatic curves

Chapter 7. Resistance and propulsion

7.1 Calculation of resistance using holtrop-mennen method

7.2 Calculation of power

7.3 Prediction of propulsive factors

7.4 Free running condition

7.5 Engine selection

7.6 Propulsion system

Chapter 8. Propeller geometry

8.1 Kaplan marine propellers

8.2 Ducted propellers

8.3 Propeller design

Chapter 9. General arrangement

9.1 Internal subdivision

9.2 Disposition of bulkheads

9.3 Arrangement of spaces below main deck

9.4 Arrangement of spaces above main deck

9.4 Complement selection

9.6 Design of accommodation space

9.7 Anchor and mooring lines design

9.8 Steering gear

9.9 Navigational lights

Chapter 10. Midship design

10.1 Gross sectional modulus

10.2 Minimum thickness

10.2 Stiffener scantlings

Chapter 11. Tank capacity calculation

11.1 Introduction

11.2 Procedure

11.3 Tank capacities

11.4 Conclusion

Chapter 12. Trim and stability

12.1 Introduction

12.2 Stability criteria

12.3 Lightship LCG&VCG

12.4 Loading conditions

12.5 Trim analysis

Chapter 13. Outline specification

13.1 General requirements

13.2 Classsification

13.3 Main particulars

13.4 Structural features

13.5 Engine Specifications

13.6 Propeller parameters

Conclusion

Reference

Appendix
LIST OF FIGURES
LIST OF TABLES
ABBREVIATIONS AND NOTATIONS
 CHAPTER 1

INTRODUCTION
1. AIM OF THE PROJECT AND MISSION ANALYSIS

This project is aimed to comply with the owner requirements of a platform

supply vessel designed to support offshore platforms on the Mumbai high oil
field in India. The designed vessel is to carry supplies required by the oil wells in
the north and south blocks of the Mumbai high oil fields.

Deadweight : 1300 tonnes

Maximum speed : 12 knots

Range : 230 NM

Classification society : DNV-GL

The owner’s requirements are fixed in consultation with the guide and according
to recent trends in OSV productions. The following vessel parameters are
selected as being most suitable to supply cargo to the operating Offshore rigs.

The main functions the vessel must deliver are: -

a. Supply deck cargo, drill pipe casings, gas containers for welding, cutting etc.,
cementing equipment’s, oil pipes and food articles in refrigerated
containers.
b. Supply cement, barites, methanol, diesel oil, fresh/drill water etc. to
offshore installations.
c. Perform fire-fighting.
d. Supply crew required on the field.

2. RULES AND REGULATIONS

 Rules and Regulations of the Port of Registry

 Rules and Regulations of the Classification Society
 IMO Rules and Regulations
 International Convention on Load Lines
 International Convention for the Safety of Life at Sea

3. ENDURANCE CALCULATION

Port: JNPT (Nhava Sheva), Mumbai

Field: Mumbai High Fields
Distance: 230 NM
Service Speed: 12 knots
Time: 21 hours

4. SERVICE ROUTE

(fig 1.1 Service route)

5. DESIGN FLOW CHART
 6. DEFINITION OF PLATFORM SUPPLY VESSEL

A Platform supply vessel (PSV) is a ship specially designed to supply offshore oil
and gas platforms. These ships range from 50 to 100 meters in length and
accomplish a variety of tasks. The primary function for most of these vessels is
logistic support and transportation of goods, tools, equipment and personnel to
and from offshore oil platforms and other offshore structures. In the recent years
a new generation of platform supply vessel entered the market, usually equipped
with Class 1 or Class 2 dynamic positioning system.

They belong to the broad category of offshore vessels (OSVs) that include
platform supply vessels (PSV’s), crane vessels (C/V) and well stimulation vessels
(WSVs), anchor handling vessels (AHTSVs) and offshore construction vessels
(OCVs).
Advantages of PSV’s
•A unique eye-catching design
•Excellent fuel efficiency
•Deep water and long-distance supply
•High standards of crew comfort

7. FUNCTIONS OF PLATFORM SUPPLY VESSEL

A primary function of a platform supply vessel is to transport supplies to the oil

platform and return other cargoes to shore. Cargo tanks for drilling mud,
pulverized cement, diesel fuel, portable and non-portable water, and chemicals
used in the drilling processes are the main items carried. Fuel, water, and
chemicals are almost always required by oil platforms. Certain other chemicals
must be returned to shore for proper recycling or disposal, however, crude oil
product from the rig is usually not a supply vessel cargo. These boats serve like
taxis, being hired for short term contracts by the offshore operators, with varying
rates depending largely on the supply and demand situations. It is designed to
work in all the weather conditions and can be used for rescue operations under
severe environmental conditions.
 8. SUPPLY OPERATIONS

Usually when the vessel approaches the rig it drops its own anchor at suitable
position depending upon the prevailing weather and manoeuvres astern to the rig
in positions where mooring ropes can be lowered by crane and used to secure to
the belt on its port and starboard quarters. Good manoeuvrability and station
keeping is to be achieved by using a DP system on board, which enables the ship
to be at exact position even during extreme waves or heavy operations. After the
positioning, the rig crane unloads the deck cargo. If the rig requires any of the
pump able commodities available, it lowers hose (usually 100 mm bore), which is
connected to appropriate discharge conditions, and pumping is commenced as
soon as possible. After the process, DP system disables and the vessel returns to
the base port.

9. SUPPORT

Common and specialty tools are carried on the large decks of these vessels. Most
carry a combination of deck cargoes and bulk cargo in tanks below deck. Many
ships are constructed to accomplish a particular job. Some of these vessels are
equipped with a fire-fighting capability and fire-monitors for fighting platform fires.
Some vessels are equipped with oil containment and recovery equipment to assist
in the clean-up of a spill at sea. Other vessels are equipped with tools, chemicals
and personnel to “work-over” existing oil wells for the purpose of increasing the
wells production.

10. TYPE OF SUPPLY

Normally cargo is carried on the flat afterdeck and in the tanks below this. The
main types of cargo carried by an OSV are as follows:

• Cement
•Liquid mud
•Brine
•Freshwater, drinking water, fuel, lube oil
•Methanol
•Personnel
•Other equipment’s to be carried are: -
a) Drill bits
b) Pipes of various diameters
c) Refrigerated containers
d) Oil pipes
e) Casings
f) Gas containers for welding, etc.

11.FUNCTIONS OF CARGO CARRIED

a. Drilling mud
Drilling mud is a fluid pumped through the inside of the drill pipe that flows out
through the drill bit and back to the rig through the riser, thereby cooling the bit
and removing cuttings. The mud is chemically engineered to prevent well
collapse and blowouts and its required composition changes as the well is drilled
and different kinds of substrate are encountered.
b. Brine
Brine is extremely concentrated salt water, which is used to create salt solutions to
pump into wells whenever the substrate is salt. Since salt dissolves easily in
normal drilling fluid, the brine is pumped through the well and as salt comes out
of solution on the well walls, it strengthens the wells wall to prevent collapse.
c. Dry bulk
Dry bulk refers to solid cargoes carried in specialized tanks such as cement, barite,
heavy clay that makes drilling mud dense, and bentonite, a light clay that keeps
chemical in solution.
d. Deck cargo
Deck cargo includes tools and equipment’s required for drilling such as drill pipe,
casing, risers, bits, collars and blow-out preventers. In addition, offshore
containers half heights, and skips are often shipped as deck cargo and may
contain stores and provisions, or even liquid cargo in some space.
e. Methanol
In oil field methanol is mostly used as a hydrate inhibitor to prevent gas hydrate
formation in the production systems. It is also used to mitigate chilly choke
problem and equilibrate pressures across valves before opening.
 12.DEVELOPMENT OF OFFSHORE VESSELS

The oil and gas industry marked a milestone in 1947 with the drilling of the first
true offshore well. It happened in the open waters of the Gulf of Mexico, 45
miles off the Louisiana coast. And with that innovation, a new need was created
for vessels to work in the sometimes-harsh offshore environment.
Initially, fishing boats and retired World War II military vessels were pressed into
service delivering the tons of equipment, men, and supplies needed to support
offshore facilities. Then in 1955, the first dedicated offshore supply boat was
launched. Two years later, leaders of the evolving offshore vessel industry came
together to form an informal organization to promote their common interests and
represent them in Washington. By 1973, with the industry focusing more of its
efforts both nationally and internationally, the group formally incorporated as the
Offshore Marine Service Association (OMSA).
The first-generation supply vessels (circa 1965) were of 1000t DWT to supply
fixed platforms operating in 20-150 ft in coastal waters. The second generations
were designed with large engines to enable them to tow jack-up rigs in offshore.
The third generations (circa 1982) were built to operate world-wide and handle
the floating semi-submersible exploration and production platforms in towing and
anchoring. The fourth-generation supply boat (1995) is being designed for station
keeping around the deep-water tension leg platform and complaint towers. The
modern supply vessel now serves additional functions principally related to the
offshore drilling industry, such as towing and anchor and chain handling,
although supply remains a foremost purpose. A modern Supply Vessel differs
from an Anchor Handling Tug & Supply Vessel (AHTS) in that it has larger deck
area, more capacity but less machinery and no winches. This vessel would cost
approximately 25% less than the AHTS vessel.

13.SPECIAL FEATURES OF PSV

•DP system (Dynamic Positioning)

•Large deck area
•Helipad facility (based on the requirement only)
•Supply in more than two rigs
 14.ELECTRICAL PROPULSION SYSTEM

Adoption of electrical propulsion systems is the most advance technology which

is used in modern platform supply vessels. Electrical propulsion along with
steerable thruster type propulsion is the new trend which is being followed in
present supply vessels. It has got a lot of advantages too.
•Low fuel consumption
•More reliable
•Less operational and maintenance cost
•Improved manoeuvrability and station keeping ability
•Increased payload
•Comfortable engine room position
•Less shaft length
•No space wasted for shaft tunnel

15.CLASSIFICATION SOCIETY

Classification societies establish and maintain technical standards for the

construction and in-service maintenance of ships and offshore units. Classification
is a life cycle approach to the design, construction and operation of an OSV.
Classification Societies create notations to specifically address design
requirements and recognize these specialized capabilities. The notations attest to
the vessel’s capabilities and identify the class Rules and requirements that will be
applied throughout the class process. Classification and statutory services
comprise five parts: Class notations, design analysis & Approval, Surveys during
Construction or Major Modification, Surveys after Construction, Statutory
Inspections. Classification societies create notations to specifically address design
requirements and recognize these specialized capabilities. The notations attest to
the vessel’s capabilities and identify the class Rules and requirements that will be
applied through the class process.
The purpose of a Classification Society is to provide classification and statutory
services and assistance to the maritime industry and regulatory bodies as regards
maritime safety and pollution prevention, based on the accumulation of maritime
knowledge and technology. The objective of ship classification is to verify the
structural strength and integrity of essential parts of the ship’s hull and its
appendages, and the reliability and function of the propulsion and steering
systems, power generation and those other features and auxiliary systems which
have been built into the ship in order to maintain essential services on board.
Classification Societies aim to achieve this objective through the development and
application of their own Rules and by verifying compliance with international
and/or national statutory regulations on behalf of flag Administrations.
An OSV is defined as a self-propelled vessel whose regular trade is to provide
services in support of exploration or production of offshore energy or alternative
energy resources. Such definition is broadened from traditionally supply function
to cover emerging new service types such well intervention and wind turbine
installation, maintenance and repair, etc. Enhanced classification criteria have
evolved in concert with the latest developments and have anticipated the
advancements in OSV designs which take into account the frequent change in
roles, capabilities, propulsion and specialized systems.

(Fig 1.5 Class notations for OSV)

 CHAPTER 2

PARENT SHIP ANALYSIS

1. PARENT SHIP DATA

SL
VE SSE L N AM E IM O N O DW T(tn) LOA (m ) LB P(m ) B(m) T(m ) D(m) SPE E D (kn)
NO
KENDRICK 8404537 1329 81 81 16 4.9 7.2 15
1
CLWYD SUPPORTER 8325406 1338 81 81 16 5 7.2 15
2
IRBIS 8422175 1329 81.2 81.2 16.3 4.9 7.3 15.3
3
E.FRANCIS 7408897 1310 84.5 84.5 16 4.8 7.8 13.8
4
DON FILI 9575905 1309 67 67 16.4 4.2 6.5 15.3
5
OCEAN SURVEYOR 9182215 1336 73 73 16 6.3 6 12
6
SAPFIR 9182057 1336 73.8 73.8 16.1 6.3 7.4 14
7
VOS HADES 9552264 1386 59.2 59.2 14.9 5 6.1 15.5
8
GEO SERVICE 1 9621546 1336 59.2 59.2 15.8 4.8 6.1 14.5
9
S K PACIFIC 9697791 1305 59.2 59.2 14.9 5 6.1 14
10

(Table 2.1 Parent-ship data)

 2. PARENT SHIP RATIOS

SL VESSEL DWT
L/B B/T T/D Fn L/D B/D
NO NAME (tn)
2.222222
KENDRICK 1329 5.06 3.265 0.6805 0.2737 11.25
222
1
CLWYD 2.222222
1338 5.06 3.2 0.694 0.2737 11.25
SUPPORTER 222
2
2.232876
IRBIS 1329 4.9815 3.326 0.6712 0.2788 11.123
712
3
2.051282
E.FRANCIS 1310 5.281 3.33 0.6153 0.2465 10.833
051
4
2.523076
DON FILI 1309 4.0853 3.9047 0.6461 0.3069 10.307
923
5
OCEAN 0.2306 2.666666
1336 4.5625 2.539 1.05 12.166
SURVEYOR 6 667
6
0.85135 0.2676 2.175675
SAPFIR 1336 4.5839 2.5555 9.9729
1 4 676
7
2.442622
VOS HADES 1386 3.973 2.98 0.819 0.330 9.7049
951
8
GEO SERVICE 2.590163
1336 3.7468 3.291 0.786 0.309 9.7049
1 934
9
2.442622
S K PACIFIC 1305 3.9731 2.98 0.819 0.2988 9.7049
951
10
(Table 2.2 Parent-ship ratios)
3. PARENT SHIP GRAPHS

(Fig 2.1 Graph DWT vs LBP)

(Fig 2.2 Graph DWT vs L/B)

(Fig 2.4 Graph DWT vs B/T)

(Fig 2.3 Graph DWT vs B/D)

The result of graphical analysis has been shown below: -

LBP 85.55 m

L/B 5.84

B/T 1.79

B/D 1.37

B 14.64 m

T 8.18 m

D 10.68 m
 CHAPTER 3

ESTIMATION OF MAIN PARTICULARS

1. FIRST ESTIMATE OF MAIN PARTICULARS

Parent ship analysis gave an approximate initial length of 71 m. The procedures

and formulas in various Naval Architecture literature has been used to estimate
the displacement and deadweight.
The following values were obtained using after careful examination and
calculation using the results of graphical analysis and also from the data of a
chosen parent ship.
The method specified in RINA Transaction 1977 “Some Ship Design Methods
“by Watson and Gilfillan is used to further calculate deadweight and
displacement.
The various formulae used are:
1) CB = 0.975 –0.9Fn
Where, Fn = v/ Δ (L g)
v →Speed of ship in m/s
L →Length between perpendiculars in m
g →Acceleration due to gravity in m/s2

2) Δ = CB x L x B x T x Δ x (1+s) = Δ DWT + Δ LS
where, 1+s = 1.005
B →Breadth moulded in m
T →Draft moulded in m
CB →Moulded block coefficient
Δ → Full displacement in t

3) Δ LS = Δ S + Δ OU + Δ EP
Where, Δ LS →Lightship weight in t
Δ SE →Steel weight in t

Δ OU →Outfit weight in t

Δ EP →Engine plant weight in t

4) S= WS7 (1+0.5(CB1-0.70))
where, WS7 →steel weight at CB 1 of 0.7
5) WS7 = K x E1.36
Where, K →Constant (0.41 to 0.51)
E →Equipment number
6) E = L(B+T) + 0.85 x L x (D-T) + 0.85 Δ L1H1 + 0.75 Δ L2H2
L1 and H1 →Length and height of full width erections
L2 and H2 →Length and height of deck house

7) CB1 = CB + (1-CB) (0.8D-T)/3T

8) Δ OU = m x L x B
m →Constant which varies from 0.3 –0.4

9) Δ EP = 0.1087 Δ PB

10) PB= 1.02 XPD

11) PD = Δ 0.567x v3.6/1000 KW

2. ITERATION

The iteration method is done by taking a range of -10m to +10m of LBP obtained
from the graphical analysis. The LBP values are iterated by using the ratios and
the required service speed. The main dimensions obtained from iteration are: -
MAIN DIMENSIONS

L 54.00

B 9.24

D 6.44

T 5.16

3. ESTIMATION OF DISPLACEMENT

The calculations below have been done using the values from the iteration.

Block Coefficient

CB 0.975-0.9*Fn
 Fn v/(g*L)^(1/2)

L 54.00 m

g 9.18 m/s2

v 6.1728 m/s

Fn 0.277245168

CB 0.725479349

> Displacement

∆ CB*L*B*T*ρ*1.005

CB 0.723

L 54.00 m

B 9.24 m

T 5.16 m

ρ 1.025 t/m3

∆ 1917.536578 t

ESTIMATION OF LIGHTSHIP WEIGHT

> Steel mass

∆SE Ws7*(1+0.5(CB1-0.70))

Ws7 K*(E^1.36)

E L*(B+T)+0.85*L*(D-T)+200
 CB1 CB+(1-CB)*(0.8*D-T)/3T

D 6.44 m

T 5.16 m

CB 0.725479349

L 54.00 m

B 9.24 m

K 0.046

CB1 0.725337478

E 1036.352

Ws7 580.56085

∆SE 587.9158238 t

> Outfit mass

∆OU m*L*B

m 0.4

L 54.00 m

B 9.24 m

∆OU 199.584 t

> Machinery mass

 ∆EP 0.1087*PB

PB 1.02*PD

PD (∆^0.567)*(v^3.6)/1000

∆ 1911.31 t

v 12 knots

PD 556.6308054 kW

PB 567.7634215 kW

∆EP 61.71588392 t

> Lightship weight

∆LS ∆SE+∆OU+∆EP

∆LS(actual) 1.02*∆LS

∆SE 587.9158238 t

∆OU 199.584 t

∆EP 61.71588392 t

∆LS 849.2157077 t

∆LS(actual) 866.2000219 t

DEADWEIGHT

DWT ∆-∆LS(actual)
 ∆ 1917.536578 t

∆LS(actual) 866.2000219 t

DWT 1051.336556 t
 CHAPTER 4

PRELIMINARY CHECKS

1.FREEBOARD CHECK

The freeboard calculation is based on the International Load Line rules

(1966 IMCO). Freeboard is the vertical distance between the load waterline and
upper surface of the freeboard deck at side along the draft markings. Freeboard
deck is defined as the uppermost continuous deck having permanent means of
closing at midships all weather openings and below which the ship’s sides are
watertight. The main purpose of the calculation is to find the freeboard draught
(maximum allowable draught).

Freeboard influences the following: -

a. Reserve buoyancy
b. The angle of deck immersion
c. The stability at large angle of heel

OSV’s are classified as type B ships (ILLC). The steps involved in freeboard
check are: -

a. Calculate tabular freeboard from the table

b. Calculate the correction for CB
c. Calculate the correction for depth
d. Calculate the correction for sheer
e. Calculate correction for superstructure
f. Calculate final freeboard from above results

Length of the ship 54.00 m

Tabular freeboard 490 mm

> Correction for CB

Correction for CB TF*((CB+0.68)/1.36-1)

CB 0.725479349

Correction 16.38594191 mm

>

L/15 3.6

D 6.44 m

Correction for D (D-L/15)*R

R L/0.48

R 112.5

Correction 319.5 mm

> (-0.3)*TF

Correction -147 mm

> Correction for Sheer

Sheer correction Sheer deficiency*(0.75-(S/2*L))

Sheer deficiency (4.168*L)+125.06

S 0.5*L
 L 54 m

S 27

Sheer deficiency 350.132

Correction 175.066 mm

> Available Freeboard

D 6.44 m

T 5.16 m

Available freeboard D-T

1.28 m

Required freeboard 853.9519419 mm

0.853951942 m

So the available freeboard > required freeboard. Hence, the

freeboard check is satisfied

2. STABILITY CHECK

The following stability criteria are recommended (for all ships): -

i. The area under the righting-lever curve (GZ curve) should not be less than
0.055 meter -radians up to = 30° angle of heel and not less than 0.09
meter –radians up to = 40° or the angle of flooding f *, if this angle is
 less than 40°. Additionally, the area under the righting lever curve (GZ
curve between the angles of heal of 30° and 40° or between 30° and f1,
if this angle is less than 40°, should not be less than 0.03 meter-radians.

ii. The righting lever GZ should be at least 0.20 m at an angle of heel equal to
or greater than 30°.

iii. The maximum righting arm should occur at an angle of heel preferably
exceeding 30°but not less than 25°.

iv. The initial metacentric height GMO should not be less than 0.15 m

The following equivalent criteria are recommended for Offshore Supply Vessels:

i. The area under the curve of righting levers (GZ curve) should not be less
than 0.070 meter-radians up to an angle of 15° when the maximum
righting lever (GZ) occurs at 15° and 0.055 meter-radians up to an
angle of 30° when the maximum righting lever (GZ) occurs at 30° or
above. Where the maximum righting lever (GZ)occurs at angles of
between 15° and 30°, the corresponding area under the righting lever
curve should be: 0.055 + 0.001 (30° -max) meter-radians.
ii. The area under the righting lever curve (GZ curve) between the angles of
heel of 30° and 40° or between 30° and f if this angle is less than 40°,
should be not less than 0.03 meter-radians.
iii.The righting lever (GZ) should be at least 0.20 m at an angle of heel equal
to or greater than 30°.
iv. The maximum righting lever (GZ) should occur at an angle of heel not less
than 0.15 m.

v. The initial transverse metacentric height (GMO) should not be less than
0.15m.

The comparison between stability criteria for ordinary ship and offshore supply
vessels are given below: -

GZ GM*sinθ+BM*h*

GM KB+BM-KG

KB 0.52*T
BM (C1*B*B)/(12*CB*T)

C1 CW^1.8

KG 0.57*D

T 5.16 m

B 9.24 m

D 6.44 m

CB 0.725

CM 0.985089722

Cw 0.752643966

C1 0.599599486

KG 3.6708 m

BM 1.139591476 m

KB 2.6832 m

GM 0.151991476 m
Figure above shows the prohaska’s curve for 15deg and 30deg heel angle. For corresponding
B/D and B/T values on graph, h1* is plotted. It is very much difficult to plot the exact value
from the chart, so linear interpolation have to be done where value comes in between two
values of h1*

θ θ(radians) sinθ GM*sinθ h* BM*h* GZ

0 0 0 0 0 0 0

0.03933828 0.22791829
15 0.26 0.26 9 0.2 5 0.27

0.07599573 0.28489786
30 0.52 0.50 8 0.25 9 0.36

-
0.10747420 0.34187744
45 0.79 0.71 3 -0.3 3 -0.23

-
0.56979573
60 1.05 0.87 0.13162848 -0.5 8 -0.44

-
0.14681249 0.79771403
75 1.31 0.97 2 -0.7 3 -0.65

-
0.15199147 0.91167318
90 1.57 1.00 6 -0.8 1 -0.76

(Table 4.1 GZ calculation)

GZ CURVE

(Fig 4.2 GZ curve)

IMO stability criteria

Sl no. Description IMO criteria Values Result

1 Area under GZ curve upto 30° > 0.055 m-rad 0.8194 PASS

2 Area under GZ curve upto 40° > 0.09 m-rad 1.1882 PASS

3 Area under GZ curve b/w 30°&40° > 0.03 m-rad 0.3686 PASS

4 Angle of Gzmax > 30° 32 PASS

5 Intial GM > 0.15 m 6.39 PASS

(Table 4.2 Stability criteria)

Hence the stability criteria are satisfied by Prohaska’s method. However,

Offshore Supply ships have typical hull form with more amount of buoyancy in
the forward region. This causes the ship to trim while heeling even to a nominal
angle. Thus, detailed dynamic trim calculations are required.
3.VOLUME CHECK

Due to the variation in the type of cargo, calculation of stowage factor is

extremely difficult. Empirical formulae are used to calculate the volume of holds
below the main deck by subtracting other volumes.
Volume of holds = (Vdd + Vsh + Vca + Vht + Vhs) - (Vfp + Vap + Vpr +Ver+
Vdb + Vta +Vst)
Where,
Vdd - Volume of under deck space
Vsh - Volume of sheer
Vca - Volume of camber
Vht - Volume of hatchway trunk
Vhs - Volume of super structure holds Vfp -Volume of fore peak tanks
Vap - Volume of aft peak tanks
Vpr - Volume of pump room
Vdb - Volume of double bottom
Vta - Volume of tanks in hold
Vst - Volume of shaft tunnel
Ver - Volume of engine room

Volume of under deck space

Vdd L*B*T*CB*(D/T)*(Cw/CB)

Cw (0.743*CB)+0.297

L 54.00 m

B 9.24 m

T 5.16 m

D 6.44 m

CB 0.725479349

Cw 0.836031156

Vdd 2686.420921 m3

Vsh 0 m3
 Vht 0 m3

Volume of aft peak tank

Vap

Kap 2.16*(2-k)

k (3.33*AB/LBP)-0.667

AB 0.523*LBP

LAP 0.06*LBP

CBD CB+(0.25/T)*(D-T)*(1-CB)

LBP 54 m

B 9.24 m

D 6.44 m

T 5.16 m

CB 0.725479349

CBD 0.742503885

LAP 3.24 m

AB 28.242 m

k 1.07459

Kap 1.9988856

Vap 17.16883272 m3

Volume of fore peak tank

Vfp
 Kfp 1.7*k*b

Lfp 0.07*L

LBP 54 m

B 9.24 m

D 6.44 m

CBD 0.742503885

k 1.07459

b 1 (ships having V stem)

Lfp 3.78 m

Kfp 1.826803

Vfp 21.35689563 m3

Volume of engine room

Ver Ler*B*(D-Ddb)*CM

Ler 0.25*L

Ddb 1000*B/20

CM CB/(0.04+(0.96*CB))

LBP 54 m

B 9.24 m

D 6.44 m

CB 0.725479349

CM 0.985089722

Ddb 0.462 m
 Ler 13.5 m

Ver 734.5771894 m3

Volume of double bottom

Vdb V*(Ddb/T)^(Cw/CB)

V L*B*T*CB

L 54 m

B 9.24 m

T 5.16 m

CB 0.725479349

Ddb 0 .462 m

Cw 0.836031156

V 1867.843508 m3

Vdb 115.7797556 m3

Total volume of holds

V hold Vdd-Vap-Vfp-Ver-Vdb

Vdd 2686.420921 m3

Vap 17.16883272 m3

Vfp 21.35689563 m3

Ver 734.5771894 m3
 Vdb 115.7797556 m3

V hold 1797.538248 m3

Speed 12 knots

Endurance 30 hours

Range 250 nm

Crew 10 persons

Volume of HFO

Vhfo Mhfo/ρhfo

Mhfo

PB PD*1.02

SFC 189 g/kW hr

H 30 hrs

PD 556.6308054 kW

PB 567.7634215 kW

Mhfo 3.86306232 t

ρhfo 0.9 t/m3

Vhfo 4.292291466 m3
Volume of diesel oil

Vdo Mdo/ρdo

Mdo (SFC*Paux*(H+20)/10^6)+0.15 Paux

X1 0.001*DWT

X2 0.001*PB

PB 567.7634215 kW

DWT 1300 t

SFC 180 g/kW hr

H 30 hr

X1 1.3

X2 0.567763421

Paux 1200.22811 kW

Mdo 10.95205299 t

ρdo 0.832 t/m3

Vdo 13.16352523 m3

Volume of fresh water

Assuming consumption

Vfw Mfw/ρfw

Mfw

crew 10 persons
 consumption 20 litres/person/day

Mfw 3.22 t

ρfw 1 t/m3

Vfw 3.22 m3

Volume of lubricating oil

Vlo Mlo/ρlo

Mlo 0.03*(Mhfo+Mdo)+15% allowance

Mhfo 3.86306232 t

Mdo 10.95205299 t

ρlo 0.924 t/m3

Mlo 0.511121478 t

Vlo 0.553161773 m3

Mass of crew

Mcrew 100*crew/1000

crew 15

Mcrew 1

Mass of cargo

Mass of cargo that can be carried

Mcargo 1280.453763 t
Required volume for cargo

Vreq 1536.544516 m3

Thus, the same dimension is taken as the final dimension of the vessel.

LBP 54 m

B 9.24 m

D 6.44 m

T 5.16 m

Fn 0.3017

CB 0.7254

Cw 0.8562

Δ 1917.536578 t

ΔLS 866.2000219 t

DWT 1315.38 t

V 2686.420921 m3

Speed 12 knots

(Table 4.3 Final dimensions)

 CHAPTER 5

HULL FORM GENERATION

5.1 LINES PLAN

In the previous chapter we have fixed the main particulars of the vessel. In order to
create

the hull form, we have followed linear lines distortion method where the gridlines and
each offset values( of the parent ship) have to be distorted to the required vessels
dimension(our vessel) by using ratios.

i. Location of station and waterlines have to be distorted such that it suits our vessel’s
length and depth.

(D/D1)=(W/W1)

Where,

D = Depth of parent vessel

D1 = Depth of the new vessel

W = waterline spacing of parent vessel

W1 = waterline spacing of new vessel

Similarly for waterlines, use the same ratio. Only change in the above equation would

be that L will be replaced by D (depth)

ii. After fixing the gridlines for the vessel, now distort each and every offset value of the
parent vessel.

(B/B1)=(X/X1)

Where,

B = breadth of parent vessel

B1 = breadth of the new vessel

X = offset value at a particular station and waterline of parent vessel

X1 = offset value at a particular station and waterline of new vessel.

iii. After distortion lines plan is successfully drawn and faired in AutoCAD software

5.2 PARENT SHIP OFFSET

L 80 m

B 18 m

D 7.8 m

T 6 m

CB 0.74

Waterline spacing

w 1 m

Stationline spacing

h 4 m
Distance
from 19th
station

Waterline Stem

0 2

1 3.89

2 4.3

3 4.4

4 4.6

5 4.7

6 4.8

7 4.3

7.8 4.33

10.95 5.69

13.05 5.85

Distance
from 1st
station

Waterline Stern

0 12.11

1 4.75

2 1.15

3 -2.59
 4 -5.49

5 -6.84

6 -7.17

7 -7.19

7.8 -7.18

Parent
ship
offset

SL/WL 0 0.5 1 2 3 4 5 6 6.2 7 7.8 10.95 13.05

0 0 0 0 0 0 0 6.63 7.93 8.08 8.51 8.80 0 0

0.5 0 0 0 0 0 5.04 7.96 8.72 8.81 8.98 9 0 0

1 0 0 0 0 2.03 6.58 8.37 8.90 8.96 9 9 0 0

1.5 0 0 0 1.94 4.69 7.70 8.71 9 9 9 9 0 0

2 0 0 2.08 4.77 7.42 8.54 8.94 9 9 9 9 0 0

3 0 3.20 5.28 7.64 8.71 8.95 9 9 9 9 9 0 0

4 2.37 6.77 7.87 8.86 9 9 9 9 9 9 9 0 0

5 6.62 8.43 8.86 9 9 9 9 9 9 9 9 0 0

6 7.84 8.78 8.98 9 9 9 9 9 9 9 9 0 0

7 7.84 8.78 8.98 9 9 9 9 9 9 9 9 0 0

8 7.84 8.78 8.98 9 9 9 9 9 9 9 9 0 0

9 7.84 8.78 8.98 9 9 9 9 9 9 9 9 0 0

10 7.84 8.78 8.98 9 9 9 9 9 9 9 9 0 0

11 7.68 8.66 8.90 9 9 9 9 9 9 9 9 0 0

12 7.02 8.24 8.65 8.97 9 9 9 9 9 9 9 0 0

13 6.00 7.59 8.15 8.70 8.93 8.93 9 9 9 9 9 0 0

 14 4.76 6.71 7.38 8.13 8.53 8.77 8.92 8.97 8.98 9 9 0 0

15 3.54 5.68 6.36 7.19 7.70 8.08 8.38 8.62 8.66 8.79 8.88 9 9

16 2.40 4.52 5.16 5.90 6.38 6.81 7.24 7.65 7.72 7.99 8.21 8.84 8.96

17 1.95 3.19 3.77 4.39 4.72 5.05 5.51 6.04 6.14 6.54 6.91 8.02 8.41

18 1.43 2.77 3.23 3.75 4.07 4.34 4.62 4.96 5.06 5.46 5.91 7.30 7.83

18.5 1.00 2.22 2.69 3.25 3.58 3.81 4.00 4.22 4.27 4.50 4.79 6.30 7.01

19 0.27 1.45 1.92 2.45 2.74 2.95 3.20 3.49 3.57 3.82 4.06 5.14 5.96

19.5 0.00 0.40 0.79 1.36 1.70 1.91 2.08 2.25 2.28 2.45 2.66 4.02 4.84

20 0.00 0.00 0.00 0.05 0.13 0.21 0.21 0.36 0.43 0.52 0.65 2.04 3.06

(Table 5.1 Parent ship offset)

5.3 FAIRED OFFSET

Sl/WL 0 1 2 3 4 4.5 5 6 6.2 8 10.5

0 0 0 0 5.75 7.66 8.05 8.27 8.4 8.4 0 0

1 0 0 4.51 7.14 8.03 8.24 8.35 8.4 8.4 0 0

2 0 0.67 6.14 7.71 8.29 8.38 8.4 8.4 8.4 0 0

3 0 4.62 7.09 8.01 8.35 8.39 8.4 8.4 8.4 0 0

4 1.36 6.86 7.92 8.32 8.4 8.4 8.4 8.4 8.4 0 0

5 2.21 7.92 8.36 8.4 8.4 8.4 8.4 8.4 8.4 0 0

6 6.18 8.35 8.4 8.4 8.4 8.4 8.4 8.4 8.4 0 0

7 7.32 8.39 8.4 8.4 8.4 8.4 8.4 8.4 8.4 0 0

8 7.32 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 0 0

9 7.32 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 0 0

10 7.32 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 0 0

11 7.32 8.39 8.4 8.4 8.4 8.4 8.4 8.4 8.4 0 0

12 7.17 8.37 8.4 8.4 8.4 8.4 8.4 8.4 8.4 0 0

13 6.55 8.19 8.4 8.4 8.4 8.4 8.4 8.4 8.4 0 0

14 5.6 7.78 8.26 8.39 8.4 8.4 8.4 8.4 8.4 0 0

15 4.44 7.12 7.81 8.14 8.33 8.36 8.39 8.4 8.4 0 0

16 3.3 6.18 6.98 7.47 7.83 7.98 8.1 8.27 8.29 8.4 8.4

17 2.24 5.03 5.78 6.35 6.81 7.03 7.23 7.6 7.66 8.12 8.36

18 1.82 3.71 4.27 4.65 5.16 5.47 5.77 6.34 6.45 7.23 7.85

18.5 1.33 3.17 3.67 3.99 4.32 4.52 4.76 5.39 5.52 6.39 7.16

19 0.93 2.68 3.21 3.51 3.74 3.86 4.01 4.42 4.53 5.52 6.34

19.5 0.25 1.95 2.44 2.73 2.99 3.1 3.21 3.49 3.57 4.46 5.41

20 0 0.69 1.46 1.74 1.95 2.05 2.14 2.42 2.48 3.35 4.33

(Table 5.2 Faired offset)

 CHAPTER 6

HYDROSTATICS AND BONJEAN CALCULATION

6.1 BONJEAN CURVES

Three sets of curves are to be drawn. First set for Bonjean curves sets, representing the

sectional area up to the given water line and second set represents the first moment this area

about the base line plotted at each station. The third is the sectional area curve upto LWL and

is drawn by plotting the sectional area till LWL at each station.

6.2 HYDROSTATIC CURVES

Volume of displacement, mass displacement, longitudinal and vertical center of buoyancy,

center of floatation, metacentric height , the form coefficients, MCT1cm , TPC, IL, IT, BML, KMT

are calculated for different waterlines parallel to the base line and spaced normally about 1m

apart. The results so obtained are plotted in a diagram with draught on the Y- Axis. The
curves drawn in this way are called hydrostatic curves.
 CHAPTER 7

RESISTANCE AND PROPULSION

7.1 CALCULATION OF RESISTANCE USING HOLTROP-MENNEN

METHOD

The resistance prediction by Holtrop and Mennen method is done with the following

parameters. This method is more accurate than Guldhammer method since it uses actual
values of ship rather than using any reference of graphs of tanker ships like Guldhammer
method

Length on waterline L 60.532 m

Length between perpendiculars Lbp 54 m

Breadth moulded B 9.24 m

Draught moulded on FP Tf 5.16 m

Draught moulded on AP Ta 5.16 m

Displacement volume moulded V 2019.898 mᶾ

Longitudinal centre of buoayancy 0.5% of L -1

Transverse bulb area ABT 2.38392 m²

Centre of bulbarea above keel line Hb 2.322 m

Midship section coefficient Cm 0.994

Waterplane area coefficient Cwp 0.858

Transom area At 0.953568 m²

Wetted area appendages Sapp 11.46931281 m²

 Stern shape parameter Cstern 10

Propeller diameter D m

Number of propeller blades Z

Clearance propeller with keel line m

Ship speed V 12 knotts

Block coefficient Cb 0.699

Prismatic coefficient Cp 0.703219316

1+k₂eq 1.431372549

Area of midship section Am 47.6784

(Table 7.1 Main particulars)

Total resistance

Rtotal RF*(1+k1)+RAPP+RW+RB+RTR+RA

> Frictional Resistance (using ITTC formula)

RF= (1/2)*ρ*S*(V^2)*CF

S= L*(2T+B)*(CM^(1/2))*(0.453+0.4425*CB-0.2862*CM- 0.003467*(B/T)+0.3696*CW)+
2.38*(ABT/CB)

CF= 0.075/(log10 Rn-2)^2

Rn= V*L/Ṽ
 RF = 32.58752524 kn

> Form factor

1+k1 = C13*(0.93+C12*((B/LR)^0.92497)*((0.95-Cp)^(-0.521448))*

(1-Cp+0.0225*lcb)^0.6906)

C13 = 1+0.003*Cstern

C12 = (T/L)^0.2228446

T/L 0.095555556

>0.07

LR = (1-Cp+0.06*Cp*lcb/(4*Cp-1))*L

Cp = CB/CM

c13 = 1.03

c12 = 0.704897289

Lr = 16.9081057

C12(B/Lr)^0.92497 = 0.403081117

(0.95-Cp)^-0.521448 = 2.074331337

(1-Cp+0.0225lcb)^0.6906 = 0.415055614

prdt of above 3 = 0.347037874

(1+k₁) = 1.31534901

> Appendage resistance

RAPP = 0.5*ρ*(V^2)*SAPP*(1+k2)eq*CF
 (1+k2)eq = Σ(1+k2)*SAPP/ΣSAPP

> Wave resistance

Rw = C1*C2*C5*∇*ρ*g*exp(m1*(Fn^d)+m2*cos(λ*(Fn^-2)))

C1 = 2223105*(C7^3.78613)*((T/B)^1.07961)*(90-IE)^(-1.37565)

C7 = B/L

C2 = exp(-1.89*(C3^(1/2)))

C5 = 1-0.8*AT/(B*T*CM)

C3 = 0.56*(ABT^1.5)/(B*T*0.31*(ABT^(1/2))+T-Hb)

IE = 1+89*exp(-((L/B)^0.80856)*((1-Cw)^0.30484)*((1-Cp-
0.0225*lcb)^0.6367)*

((LR/B)^0.34574)*((100*∇/(L^3))^0.16302))

m1 = 0.0140407*(L/T)-1.75254*(∇^(1/3))/L-4.79323*(B/L)-C16

C16 = 8.07981*Cp-13.8673*(Cp^2)+6.984388*(Cp^3)

C15 = (-1.69385)+((L/∇)^(1/3)-0.8)/2.36

Fn = V/(g*L)^(1/2)
 m2 = C15*(Cp^2)*exp(-0.1*(Fn^-2))

λ = 1.446*Cp-0.03*(L/B)

L/B<12 6.551082251

C7 = 0.152646534

(L/B)^0.80856 = 4.571282715

(1-Cwp)^0.30484 = 0.551548336

(1-Cp-0.0225*lcb)^0.6367 = 0.483400086

(Lr/B)^0.34574 = 1.232338799

(100 del/L^3)^0.16302 = 0.984866147

exp(-prdt of above 5) = 0.22781303

Ie = 21.27535965

C1 = 2.856955589

C3 = 0.013034841

C2 = 0.805911186

C5 = 0.983903421

C16 = 1.253107439

m1 = -2.186047547

C15 = -1.69385

m2 = -0.176293122

lambda = 0.820322663

d = -0.9

m1*Fnᵈ = -7.522633993

m2*cos(ʎ*Fn^-2) = -0.172126244
 Rw = 20.9446711

> Immersed transom stern resistance

RTR = 0.5*ρ*(V^2)*AT*C6

FnT = V/(2*g*AT/(B+B*Cw))^(1/2)

C6 = 0.2*(1-0.2*FnT)

> Model-ship correlation resistance

RA = 0.5*ρ*(V^2)*S*CA

CA = 0.006*((L+100)^-0.16)-0.00205+0.003*((L/7.5)^(1/2))*(CB^4)*C2*(0.04-C4)

C4 0.04

CA 0.000612327

RA 11.36737288

Total resistance, RT = RF*(1+k1)+RAPP+RW+RB+RTR+RA

RT = 75.74567773 KN

7.2 CALCULATION OF POWER

The resistance at service speed has to be overcome by the power delivered by the engine

with maximum possible efficiency. Powering, propeller design and engine selection are
interrelated and cannot be worked out independently. The derivation of the engine power
starts from resistance at service speed

V (knotts) Rt Pe

1 0.854241105 0.439421624

2 3.231250742 3.324310763

3 7.043885805 10.87012457

4 12.24411608 25.19349326

5 18.7982119 48.34900102

6 26.69904228 82.4039241

7 36.02029772 129.701888

8 47.31858341 194.7254344

9 61.00398597 282.4240534

10 76.37554592 392.8758082

11 100.6678606 569.6190221

12 121.1407737 747.7777677

13 160.585811 1073.869436

14 214.7461409 1546.515808
 (Fig 7.1 Graph speed vs resistance)

(Fig 7.2 Graph speed vs power)

7.3 PREDICTION OF PROPULSIVE FACTORS

> Wake fraction

w = 1.33*(CB^2)-0.797*CB+0.215

w = 0.30773633
> Thrust deduction factor

t = 0.0665+0.62833*w

t = 0.259859968

> Advance velocity

Va = V*(1-w)

Va = 8.30716404 Knots

> Thrust

Tt = RT/(1-t)

Tt = 101.4207384 kN

> Maximum propeller diameter

Dmax = 0.5*T

Dmax = 2.25 m

> Minimum expanded blade area ratio

(AE/Ao)min = ((1.3+0.32*Z)*Tt/2)/((Patm+ρ*g*h-Pv)*(Dmax^2))+k

Patm = 101.325 kN/m2

Pv = 1.704 kN/m2

H = 2.25

K = 0.1 (for twin screw vessels)

(AE/Ao)min = 0.3381992 0.55

Nearest table is for

0.55

ie; Ka 4.55 Kaplan series

So after taking an allowance AE/A0 was fixed at 0.55 ( The standard Kaplan 4-55series

is selected for our vessel).The number of blades was selected as 4 since keeping all

other parameters constant the 4 bladed propeller gives the maximum efficiency
7.4 FREE RUNNING CONDITION

KT/(J^2) = (Tt/2)/(ρ*(VA^2)*(Dmax^2))

KT/(J^2) = 0.7175137

(Table 7.3 Ka 4.55 series)

KT, KQ Polynomials

Total Thrust Coefficient, KT = ∑ij CT(i,j)*((P/D)^i)*(J^j)

 Torque Coefficient, KQ = ∑ij CQ(i,j)*((P/D)^i)*(J^j)

Duct Thrust Coefficient, KTD = ∑ij CTD(i,j)*((P/D)^i)*(J^j)

For Ka series the range is

P/D = 0.6 - 1.4

J = 0-1

7.5 ENGINE SELECTION

The resistance at service speed has to be overcome by the power delivered by the engine

with maximum possible efficiency. Powering, propeller design and engine selection are

interrelated and cannot be worked out independently. The derivation of the engine power
starts from resistance at service speed

rps

n = Va/(J*Dmax) rotations/sec

Torque

Q = KQ*ρ*(n^2)*(Dmax^5) kNm

Open water efficiency

Ηo = (KT/KQ)*(J/2π)

Delivered power

PD = 2πnQ kW

Break power

PB = PD/ηs kW
ηs=Shaft efficiency 0.97 (assumed)

P/D J KT KQ n(rps) Q(kNm) ηo PD(kW) PB(kW)

0.6 0.334 0.111 0.0127 5.955 26.539 0.467 993.363 1024.086

0.7 0.378 0.142 0.0169 5.264 27.608 0.508 913.482 941.734

0.8 0.420 0.175 0.0218 4.746 29.034 0.535 866.153 892.942

0.9 0.460 0.210 0.0278 4.328 30.791 0.553 837.708 863.617

1 0.500 0.248 0.0350 3.982 32.774 0.565 820.238 845.606

1.1 0.540 0.289 0.0433 3.692 34.881 0.573 809.379 834.412

1.2 0.577 0.331 0.0527 3.449 37.037 0.577 803.048 827.884

1.3 0.613 0.373 0.0629 3.248 39.208 0.579 800.458 825.215

1.4 0.647 0.415 0.0738 3.080 41.384 0.579 801.300 826.083

(Table 7.4 Power calculation)

> Power and rpm

PB 825.215 kW (by taking power with maximum open water efficiency)

PB(derated) 948.997 kW (PB*1.15)

rps 3.24798

rpm 194.879

ENGINE MAN 6L21/31

Cycle 4 strokes

Bore 210 mm

Stroke 310 mm

Number of cylinders 7 units

Power 1320 kW

Speed 1000 rpm

SFOC 189 g/kWh

Power to weight ratio 20.5 kg/kW

7.6 PROPULSION SYSTEM

Propulsion system used in this ship is Diesel – Electric system. It is the latest technology

applied in OSV in order to reduce pollution and to increase fuel efficiency. Here fixed pitch

steerable thruster system are used as propeller.

Advantages of diesel-electric propulsion

Due to different and individual types, purposes and operational profiles of dieselelectric driven

vessels the design of a diesel-electric propulsion plant differs a lot and has to be evaluate case
by case. All the following is for information purpose only and without obligation. In general the

advantages of diesel-electric propulsion can be summarized as follows:

• Lower fuel consumption and emissions due to the possibility to optimize the loading of
diesel engines / gensets. The gensets in operation can run on high loads with high efficiency.
This applies especially to vessels which have a large variation in load demand, for example for
an offshore supply vessel, which divides its time between transit and station-keeping (DP)
operation.

• High reliability, due to multiple engine redundancy. Even if an engine / genset malfunctions,

there will be sufficient power to operate the vessel safely. Reduced vulnerability to single point

of failure providing the basis to fulfill high redundancy requirements.

• Reduced life cycle cost, resulting from lower operational and maintenance costs.

• Improved manoeuvrability and station-keeping ability, by deploying special propulsors such

as azimuth thrusters or pods. Precise control of the electrical propulsion motors controlled by

frequency converters.

• Increased payload, as diesel-electric propulsion plants take less space.

• More flexibility in location of diesel engine / gensets and propulsors. The propulsors are

supplied with electric power through cables. They do not need to be adjacent to the diesel

engines / gensets.

• Low propulsion noise and reduced vibrations. For example a slow speed E-motors allows to

avoid gearboxes and propulsors like pods keep most of the structure bore noise outside of the

hull.

• Efficient performance and high motor torques, as the system can provide maximum torque

also at slow speeds, which gives advantages for example in icy conditions.
 CHAPTER 8

PROPELLER GEOMETRY

8.1 KAPLAN MARINE PROPELLERS

MARIN developed a special screw series known as Ka series for the use in nozzles 19A, 22
and 24. The Kaplan (Ka) propeller series is the recognized standard in shrouded propellers
being extremely popular for trawlers, tugs and other vessels requiring high towing or bollard
pull thrust. The propeller and nozzle both contribute to the efficiency of the installation. Ka
screw series have relatively wide blade tips, uniform pitch and flat faced sections. The Kaplan
propeller is designed to operate in a nozzle and has excellent thrust characteristics in low speed

applications. The Kaplan propeller has a combination of aerofoil sections at the inner radii and

flat faced segmental sections towards the tip. The blade contour has a wide tip that is accurately

machined to run with a close fit to the inside of the nozzle.

8.2 DUCTED PROPELLERS

A ducted propeller consists of a combination of an annular aerofoil and an impeller, acting as a

propulsion unit. A schematic view of a ducted propeller is given in Fig. 4.6. The axial force

acting on the impeller of a ducted propeller usually differs from the net thrust of the system. A

positive or negative force may act on the nozzle depending on the nozzle shape and the
operating condition. Due to the nozzle action the velocity at the impeller plane can be either
less than or greater than the velocity at the propeller plane of a conventional screw with the
same diameter and speed of advance. The ducted propeller with the accelerating flow type of
nozzle is now used extensively in cases where the ship screw is heavily loaded or where the
screw is limited in diameter. The accelerating nozzle offers a means of increasing the efficiency
of heavily loaded propellers. The nozzle itself produces a positive thrust. In the case of the
decelerating flow type of nozzle, the nozzle is used to increase the static pressure at the impeller.
This ducted propeller system is the so called pump jet. The duct will produce a negative thrust.
This nozzle may be used if retardation of propeller cavitation is desired. For naval ships a
reduction in noise level can be obtained which may be of importance for tactical reasons.
 From the theoretical calculations it was concluded that the use of an
accelerating nozzle leads to an increase of efficiency at higher screw loads, In addition, at higher
screw loadings a long nozzle is advisable, while at light screw loadings a short nozzle should be
used. At high screw loads, however, the nozzle must not have a larger L/D ratio than about 1.
Above this value the loss in efficiency due to the frictional nozzle drag will still be larger than
the gain in ideal efficiency which can be obtained by application of a nozzle

8.3 PROPELLER DESIGN

Length of blade section at 0.6R = 1.969*(D/Z)*(AE/Ao)

0.852823 m

Maximum thickness at centre of shaf t = 0.049*D

0.15435 m

(Table 8.1 Dimensions of Ka screw series)

(Table 8.2 Ordinates of Ka screw series)
 CHAPTER 9

GENERAL ARRANGEMENT

9.1 INTERNAL SUBDIVISION

The aim of this chapter is to serve as a prologue for the general arrangement finalization in

locating the main spaces and their boundaries within the ship’s hull and superstructure.

The volume below deck is subdivided into:

• Machinery Space

• Tanks for liquid cargo

• Cement Tanks

The requirements that must be met are:

• Volume requirements

• Adequate trim and stability

• Structural integrity

• Watertight subdivision and integrity

9.1.1 FRAME SPACING

The bottom shell, inner bottom and side shell are transversely framed. The transverse
bulkheads have vertical stiffeners. Longitudinal framing is adopted for the deck. Frame spacing
is given by DNV rules.

s = 0.48 + 0.002Lm

s = 616 mm
Therefore 620 mm is selected as basic frame spacing

9.2 NUMBER & DISPOSITION OF BULKHEAD

The hull was subdivided according to the recommendations laid down by DNVGL. The

minimum requirement was 4. The numbers of transverse watertight bulkheads provided

were 8.

9.2.1 POSITION OF COLLISION BULKHEAD

Cargo ships the distance Xc from the forward perpendicular to the collision bulkhead is to be

taken between the following limits. For ships without bulbous bow,Xf=0

Xc-min 0.05*LLL-Xf

Xc-max 0.05*LLL+3-Xf

LLL = length of the ship as defined in the International Convention of Load Lines. The length

shall be taken as 96 per cent of the total length on a waterline at 85 percent of the least
moulded depth measured from the top of the keel, or as the length from the fore side of the
stem to the axis of the rudder stock on that waterline, if that be greater.

Therefore, the bulkhead should lie in between 3.46 and 6.46 m from FPLL. Thus the

collision bulkhead was fixed at web frame 100 at a distance 3.5 m from FPLL.

9.2.2 LENGTH OF ENGINE ROOM AND DISPOSITION OF BULKHEAD

The length of engine room is determined by the power of engine, type and speed
etc.Normally OSV‟s have high speeded four stroke marine diesel engines coupled with
reduction gears.

Engine Room length:

LE = 15% of L

LE = 10.2 m

Thus based on the data we fix the engine room bulkhead on web frame 65 and web frame 85.

9.2.3 AFT PEAK BULKHEAD

All ships should have one aft peak bulkhead generally enclosing the stern and the rudder post.

5% of L from AP to FP = 3.4 m

9.2.4 HEIGHT OF WATER TIGHT BULKHEAD

The watertight bulkheads are in general to extend to the freeboard deck. Aft peak bulkheads

may, however, terminate at the first watertight deck above the waterline at draught(T).

(Table 9.1 Bulkhead disposition)

9.3 ARRANGEMENT OF SPACES BELOW MAIN DECK
9.3.1 DISTRIBUTION OF CARGO TANKS

The distribution of cargo tanks in this type of vessels is very complex, the reason being the
large number of cargo tanks. Moreover, the type of cargo carried is varied. Adding to this ,
not all of the cargo is carried on each sort to the rig. The arrangement of the cargo tanks was
analysed from the general Arrangements of the Offshore Supply Vessels. The other guideline
was the thumb rules about the arrangement of offshore supply vessels. These rules are given
below:

i. The Bulk Mud/ Cement tanks are to be arranged aft of the engine room along the centerline
of the vessel.

ii. The wing tanks are to be arranged along the side shell from the engine room to the forward,
to prevent damage to these areas when the vessel approaches the oilrig in rough weather.
These wing tanks are generally Drill water/ Ballast tanks.

iii. The fuel and lube oil tanks are generally arranged in the double bottom below of engine

room. However based on the requirement more tanks may be provided elsewhere.

iv. Fore peak and aft peak tanks are provided for Ballast/Drill water to cope up with the trim

problems.

9.3.2 DISTRIBUTION OF PEAK TANKS

The forepeak and aft peak bulkhead forms forepeak tank and aft peak tank. Fuel oil or

combustible products are not to be carried in these tanks.

9.4 ARRANGEMENTS OF SPACES ABOVE MAIN DECK

9.4.1 PLATFORM SUPPLY

The main deck at the aft is open area for the carriage of deck cargo. The cargo area for the

carriage of items such as drill pipe, casing etc is reinforced for 5 t/m2. Except for an area right

aft, this deck has been covered with wooden planking, to prevent the cargo movements in a

seaway. Cargo rails 1.5m high have been provided on both sides of the sheathed deck, for the
same purpose- these precautions are necessary in such a ship, because the maintaining the
center of gravity is critical in rough weather.

9.4.2 TOWING MACHINERY

The towing winch is in the forward part of the main deck. The towing winch is also mounted

with accessories for handling permanent wires or storage.

9.4.3 SUPERSTRUCTURE

The superstructure in these type of vessels is at the forward, ahead of amidships. External

bulkheads and decks of superstructure and deckhouse are of steel construction. Navigation

bridge wings are extended to the full breadth at amidships of the vessel. The bridge of the
vessel has a specialty that it has bridge windows both facing forward and aft. The aft bridge
windows are required to monitor towing functions. Funnel has sufficient height to prevent
smoke nuisance at bridge wings and accommodation areas. The funnel is sufficiently
insulated to prevent the escape of heat and noise to the accommodation spaces.

9.5 COMPLEMENT SELECTION

Complement is estimated as per the Owners requirement and considering the basic
requirements of the ship, and referring to the guidelines provided by the Director General of
Shipping, India for ships servicing in Indian coastal waters.

GT = K1*V

K1 = 0.2+(0.2*log10(V))

V = 3891.463 m3

K1 = 0.271802258

GT = 1057.708431 t
Therefore crew required are:-

Deck side No Engine side No

Master 1 MEO class 2 1

Mate 1 MEO class 3 1

GMDSS operator 1 Rating 2

Rating 2

Cook 1

Passengers 5

Total persons onboard = 15

9.6 DESIGN OF ACCOMODATION SPACE

Design of accommodation spaces is in accordance with Maritime Law of India and IMO rules

and based on analysis from different parent ship designs.

1. Crew accommodation forward.

2. Height from top of beam to top of crown should be greater than 7‟

3. Clear head room of 6‟3‟‟

4. All bulkheads should be of steel. If in contact with weather they have to be gas tight and

watertight. Means for closing the opening should be provided.

5. Bulkheads connecting crew space with store, cargo spaced tanks etc should be watertight,

gastight.

6. Bulkheads connecting two galleys, sanitary space, laundry etc should be gas tight and
 watertight up to a certain height.

7. Floors to be properly covered.

8. Protection:

a. Protection of crew against injury

b. Protection of crew against weather

c. Insulation from heat and cold

d. Protection from moisture

e. Protection from effluent originating in various compartments.

f . Protection from noise.

9. No direct opening between accommodation and stores.

10. Side scuttles can be opened in sleeping rooms, mess rooms, smoking rooms and
recreation rooms.

11. Separate sleeping rooms for officers, petty officers, apprentices etc.

12. Mess room should able to accommodate all officers at the same time

13. Recreation room should accommodate 1/3rd of the officers.

14. Recreation area on open deck.

9.6.1 ILO CONVENTIONS -ACCOMMODATION OF CREW CONVENTION, 1949

9.6.1.1 ARTICLE 1

1) This convention applies to every sea going mechanically propelled vessel, whether
publicly or privately owned, which is engaged in the transport of cargo or passengers for the
purpose of trade and is registered in a territory for which this convention is in force.

2) This convention apply to:-

(a) Vessels of less than 500 tons:

 (b) Vessels primarily propelled by sail but having auxiliary engines;

(c) Vessels engaged in fishing or in whaling or in similar engines;

(d) Tug

Crew accommodation requirements-

1) There shall be no direct openings into sleeping rooms from spaces for cargo and
machinery or from galley, lamp and paint rooms or from engine , deck and other bulk
storerooms, drying rooms, common wash places or water closets.

2) External bulkheads of sleeping rooms and mess rooms shall be adequately insulated.

3) Sufficient drainage shall be provided.

4) Subject to such special arrangements as may be permitted in passenger ships, sleeping

rooms and mess rooms shall be properly lighted by natural light and shall be provided with
adequate artificial light.

5) Sleeping rooms shall be situated above the load line amidships or aft.

6) Permit the location of the sleeping rooms in the fore part of the ships, but in no case
forward of the collision bulkhead.

7) The floor area per person of sleeping rooms intended for ratings shall be not less than

• 25 sq.ft or 2.35 sq.m in vessels of 800 tons or over, but under 3000 tons

8) Minimum floor area of sleeping rooms is not less than

• 18 sq.ft (1.67 sq.m) per person in ships under 3000 tons.

• Single berth seafarer sleeping rooms the floor area shall not be less than 4.5 sq.m in

ships less than 3000 GT

• seafarer less than 3000gt in less than 7 sq.m sleeping room

9) Accommodation of member whom are not performing duties of ship

• 7.5 sq.m not less than in room accommodating two person

• 11.5 sq.m for 3 person

• 14.5 sq.m for 4 person

• 3.6 sq.m for 4 person in SPS

• junior officer floor arealess than 7.5 sq.m

• senior officer floor area less than 8.5 sq.m

10) Master, chief engineer, navigational chief, officers are should be provided with sleeping

room, adjoining room, day room.

11) The minimum inside dimensions of a berth shall be 6 ft.3 ins. By 2 ft.3ins (198cm by
80cm). Lower berth not less than 30cm above the floor.

12) The furniture shall include a clothes locker for each occupant. The clothes lockers shall
be not less than 5 ft.(152cm) in height and of a cross section area of 300 sq.in(19.30 sq.
decimeters) and shall be fitted with a self and a hasp for a padlock. The padlock shall be
provided by the occupant.

13) Each sleeping room shall be provided with a table or desk, which may be of the fixed,
dropleaf or slide out type and with comfortable seating accommodation as necessary.

9.6.1.2 CREW ACCOMMODATION PLAN

These plans are the arrangements for providing accommodation area for the crew as well as
the passengers. They provide:

• Toilet and bathing arrangements

• Table, sofa and chair

• Sleeping arrangements(bed)

• Locker

• Galley

• Hospital

• Entertainment rooms

• Office rooms

• Crew cabins

9.6.1.3 ILO 92 ARTICLE 13

1) Sufficient sanitary accommodation, including wash basins and tub and /or shower baths,
shall be provided in all ships.

2) The following minimum number of separate water closets shall be provided

(a) In ships of under 800tons: three;

(b) In ships of 800 tons or over, but under 3000 tons: four;
 (c) In ships of 3000 tons or over: six;

(d) In ships where the radio officers or operators are accommodated in an isolated position,

sanitary facilities near or adjacent thereto shall be provided.

3) Sanitary facilities for all members of the crew who do not occupy rooms to which private

facilities are attached shall be provided for each group of the crew on the following scale:

(a) One tub and/or shower bath for every eight persons or less:

(b) One water closet for every eight persons or less:

(c) One wash basin for every six persons or less:

4) Wash basins and tub baths shall be of adequate size and constructed of approved material
with a smooth surface not liable to crack, flake or corrode.

5) All water closets shall have ventilation to the open air, independently of any other part of
the accommodation.

6) All water closets shall be of an approved pattern and provided with an ample flush of
water, available at all times.

7) In all ships facilities for washing and drying clothes shall be provided on a scale
appropriate to the size of the crew and the normal duration of the voyage.

8) The facilities for washing clothes shall include suitable sinks, which may be installed in
wash rooms, if separate laundry accommodation is not reasonably practicable, with an
adequate supply of cold fresh water and hot fresh water or means of heating water. The
facilities for drying clothes shall be provided in a compartment separate from sleeping rooms
and mess rooms, adequately ventilated and heated and equipped with lines or other fitting.

9.6.1.4 ARTICLE 14

A. Hospital facilities

1) The hospital accommodation shall be suitably situated, so that it is easy of access and so
that the occupants may be comfortably housed and may receive proper attention in all
weathers.

2) The number of hospital berths required shall be prescribed by the competent authority

3) Hospital accommodation shall not be used for other than medical purposes.

4) Approved medicine chest with readily understandable instructions shall be carried in every

ship does not carry a doctor.

B. Mess room

1) Adequate mess room accommodation shall be provided in all ships either by the provision
of separate mess rooms for each group of the crew or a single combined mess room for all
members of the crew.

2) The dimensions and equipment of each mess room shall be sufficient for the number of

persons likely to use it at any one time.

3) Mess rooms shall be equipped with tables and seats of an approved type, sufficient for the

number of persons likely to use them at any one time.

4) The Director may permit such exceptions to this regulation concerning mess room

accommodation as may be necessary to meet the special conditions in passenger ships.

5) Mess rooms shall be located apart from the sleeping rooms and as close as practicable to
the galley.

6) Where available pantries are not accessible to mess rooms, adequate lockers for mess
utensils and proper facilities for washing utensils shall be provided.

7) The tops of tables and seats shall be of damp-resisting material, without cracks and capable
of being easily cleaned.

8) Mess room floor area not less than 1.5 sqm per person

9) separate mess room should be provided for master and officers, petty officers ,other
seafarer

Tier Height

Main deck 2.4 m

Forecastle deck 2.4 m

Upper forecastle deck 2.4 m

Navigation bridge 2.4 m

(Table 9.3 Accomodation tier)

9.7 ANCHOR AND MOORING LINES DESIGN

Anchors, mooring lines and towlines were selected according to the specifications laid down
by DNVGL. The detailed procedure of the design has been described below:-

The equipment number is given by the formula:

EN = ∆^(2/3) + 2 B H + 0.1 A

∆ = Mass displacement

B = maximum breadth

H = a + Σh

a = distance in m from summer load waterline amidships to the upper deck at side

hi = height in m on the center line of each tier of houses having a breadth greater

than B/4. For the lowest tier, this is to be measured at center line from the upper deck, or
from a notional deck line where there is local discontinuity in the upper deck

A = area in m² in profile view of the hull, superstructures and houses

above the summer load waterline, which is within L of the ship. Houses of breadth less than
B/4 are to be disregarded

En = Δ^(2/3)+2*B*H+0.1*A

H = a+Σhi

a = 1.7 m

Σhi = 9.6 m

A= 297.555 m2

B = 16.8 m

∆ = 2200 t
H = 11.3 m

En= 578.6

Equipment letter= p

Corresponding to the equipment number, the following anchors and accessories were selected

Number 2 units

Mass per anchor 1740 kg

Chain length 440 m

Chain diameter 42 mm

Material Mild steel

(Table 9.4 Anchor details)

Corresponding to the equipment number, the following towline were selected:-

Minimum length 190 m

Minimum breaking strength 338 kN

(Table 9.5 Towline details)

Corresponding to the equipment number, the following mooring lines were selected:-

Number 4 units

Length of each 160 m

Minimum breaking strength 143 kN

(Table 9.6 mooring line details)

9.8 STEERING GEAR

9.8.1 INTRODUCTION

At present there is insufficient data to make reliable predictions of the vessels maneuvering
characteristics from the lines plan alone. There are of course many guidelines and ‘rules of

thumb’ for deciding on suitable rudder areas. Many of which work well on the safer side and

work out well in practice. With PSV’s, however the problem is different. Experience has
shown that in majority of the vessels the rudder has given a satisfactory control at free
running speed.

The critical regime for maneuvering PSV’s is at very low speed such as coming to or
alongside a rig. As bow thrusters are not employed at this speed, the rudder has to achieve the
required maneuvers.

9.8.2 STEERING GEAR COMPARTMENT

The steering gear compartment shall be readily accessible and separated from machinery
spaces. (SOLAS Reg. II-1/29.13.1)

9.8.3 WHEELHOUSE

The wheelhouse has been designed in such a way as to provide visibility all around. It has

windows facing all directions inclining upwards at 45deg. The windows facing aft have a

console behind, which is positioned for towing work. Upward visibility is vital while loading

unloading high platforms. Control of main machinery can be effected from either end of the

wheelhouse, while the anchor handling winches can be operated from a comprehensive aft
facing console.

9.9 NAVIGATIONAL LIGHTS

Navigation lights provided as per SOLAS requirements:-

1. Masthead light - One on forward mast and one on navigational mast; visibility over an

arc of horizon of 225

2. Side lights – Red light on port side and green light on starboard. Fitted on the sides of
the navigating bridge; visibility over an arc of horizon of 112.5 .

3. Anchor lights – All round white light at forward mast.

4. Stern light – White light at extreme aft having visibility over an arc of horizon of 135 .

5. Not under command light – Red light at aft navigating mast

6. Towing light – Yellow light at forward mast.

 CHAPTER 10

MIDSHIP DESIGN

10.1 GROSS SECTION MODULUS

10.1.1 VERTICAL STILL WATER BENDING IN SEAGOING CONDITION

> For Hogging condition

Msw-h fsw*(171*Cw*(L^2)*B*(CB+0.7)*(10^-3)-Mwv-h

min mid)

Mwv-

h 0.19*(fR/0.85)*fnl-vh*fm*fp*Cw*(L^2)*B*CB

Cw 0.0856*L

fsw 1

(for 0.3L=<x>=0.7L)

fnl-vh 1 (for strength)

fR 0.85 (for strength)

fp 1

fm 1

Cw 5.986008

Mwv-

h 71013.48
 Msw-h

min 51765.09 kNm

> For Sagging condition

Msw-s

min (-0.85)*fsw*(171*Cw*(L^2)*B*(CB+0.7)*(10^-3)+Mwv-smid)

Mwv-

s (-0.19)*(fR/0.85)*fnlvs*fm*fp*Cw*(L^2)*B*CB

fnl-vs 0.58*((CB+0.7)/CB)

fnl-vs 1.114211

Mwv- -79124

Msw-s

min -37106.4 kNm

10.2 VERTICAL WAVE BENDING MOMENT

> For Hogging condition

 Mwv-h 71013.48 kNm

> For Sagging condition

Mwv-s -79124 kNm

10.1.3 SECTION MODULUS

Z [Msw+Mwv]*(10^-3)/σperm

σperm 175/k (for 0.3=<x/L>=0.7)

k 1

σperm 175

Z 0.747938 m3

10.2 THICKNESS

> For plating

t a+b*L2*k^(1/2)

L = L1 = L2 69.93 m

k 1
Element a b t t

Keel 5 0.05 8.4965 9 mm

Bottom 4.5 0.035 6.94755 7 mm

Bilge 4.5 0.035 6.94755 7 mm

Side shell 4 0.035 6.44755 7 mm

Deck 4.5 0.02 5.8986 6 mm

Inner bottom 4.5 0.02 5.8986 6 mm

Peak bulkheads 4.5 0.015 5.54895 6 mm

Watertight bulkheads 4.5 0.01 5.1993 6 mm

Non-tight bulkheads 5 0.005 .34965 6 mm

Accomodation walls 4.5 0 4.5 5 mm

(Table 10.1 Plate thickness)

> For primary supporting members(PSM)

t a+b*L2*k^(1/2)
 (Table 10.2 PSM thickness)

10.3 STIFFENER SECTION MODULUS

> Outer bottom longitudinals

Z 83*(l^2)*s*p*wk/σ

p p1+p2

p2 g0*ρ*hs

p1 10*h0+pdp

pdp pl+135*(y/(B+75))-1.2*(T-z)

pl (ks*Cw+kf)*(0.8+0.15*(V/(L^(1/2))))

wk 1+0.06*tkw (for bulbs)

h0 1.7 m

ks 2

Cw 5.986008
pdp 21.07868 kN/m2

p1 38.07868

g0 9.81 m/s2

ρ 1.025 t/m3 (sea water ballast)

hs 6.2 m

p2 62.34255

p 100.4212 kN/m2

tkw 1.5 mm

l 3.1 m

s 0.62 m

wk 1.09

σ 160

Z 338.3181 cm3

> Inner bottom longitudinals

Z 83*(l^2)*s*p*wk/σ

p p4

p4 k*g0*ρ*hs

wk 1+0.06*tkw

k 1.3

g0 9.81 m/s
 ρ 1 t/m3

Hs 5.2 m

p4 66.3156 kN/m2

tkw 1.5 mm

L 3.1 m

S 0.62 m

wk 1.09

σ 160

Z 223.4166 cm3

> Side longitudinals

Z 83*(l^2)*s*p*wk/σ

p p3

p3 k*ρ*g0*hs

wk 1+0.06*tkw

k 1.3

Ρ 1 t/m3

g0 9.81 m/s2

Hs 2.6 m

p3 33.1578 kN/m2

tkw 1 mm

wk 1.06

L 3.1 m
 s 0.62 m

σ 160

Z 108.6337 cm3

> Deck longitudinals

Z 83*(l^2)*s*p*wk/σ

p p3

p3 k*ρ*g0*hs

wk 1+0.06*tkw

k 1.3

ρ 1.025 t/m3

g0 9.81 m/s2

hs 1m

p3 13.07183 kN/m2

tkw 1 mm

wk 1.06

l 3.1 m

s 0.62 m

σ 160

Z 42.82677 cm3

10.4 SCANTLINGS
 CHAPTER 11

TANK CAPACITY CALCULATION

11.1 INTRODUCTION

The capacity plan is necessary to represent the disposition and volume of tanks or spaces and
the positions of their centers of gravity. The capacity and LCG of the tanks are obtained by

integrating the sectional areas of the tanks and the moments of these areas about the reference

point. The VCG of the tank/hold are determined from the sectional areas and sectional
moments about the reference point. Throughout the calculation 98% of the moulded volume
is taken as the volume of the tank/hold and 2% deduction is given for the structural members
inside the tank.

11.2 PROCEDURE

The capacity of the tanks was determined manually. First, the vessel was modelled in
AutoCAD and the tanks were arranged according to the following rules generally followed in
offshore Supply Vessels (Ref: Discussion in DNV).

1. The Bulk Mud/Cement tanks are to be arranged aft of the engine room along centreline of
the vessel.

2. The wing tanks are to be arranged along the side shell from the engine room to the forward,
to prevent the damage to the areas when the vessel approaches the oil rig in rough weather.

3. The fuel and lube oil tanks are generally arranged in the double bottom tanks

4. Fore peak and aft peak tanks are provided for Ballast/Drill water to cope up with the trim

problems.

5. Other tank arrangement are studied from parent ships general arrangement
 (Table 11.1 Material density)

After fixing the tank dimensions and locations of the tank, these were then modelled in both

Rhino and then Maxsurf. From there, more accurate capacities were found out and it is easy
to assess stability from these software.
11.3 TANK CAPACITIES

Total = 2485.77

(Table 11.2 Tank positions and capacities)

11.4 CONCLUSION

The capacity of various tanks is enlisted below :-

(Table 11.3 Tank capacities)
 CHAPTER 12
TRIM AND STABILITY

12.1 INTRODUCTION

Trim and stability calculation has to be examined for the following loading conditions :-

i. Lightship condition

ii. Fully loaded departure (cargo 100% (including deck cargo), fuel 100%, stores 100%,)

iii. Fully loaded arrival (cargo 100% (including deck cargo), fuel 10%, stores 10%, sewage

100%)

iv. Ballast departure ( cargo 0%,fuel 100 %, stores 100 %)

v. Ballast arrival (cargo 0%, fuel 10 %, stores 10 %)

12.2 STABILITY CRITERIA

MSC 267(85)

1). The area under the curve of righting levers (GZ curve) should not be less than 0.07 metre-
radians up to an angle of 15° when the maximum righting lever (GZ) occurs at 15° and 0.055
metre-radians up to an angle of 30° when the maximum righting lever (GZ) occurs at 30° or
above. Where the maximum righting lever (GZ) occurs at angles of between 15° and 30°, the
corresponding area under the righting lever curve should be: 0.055 + 0.00 I (30° -- <Pmax) metre-
radians

2). The area under the righting lever curve (GZ curve) between the angles of heel of 30° and 40°,
or between 30° and <pr if this angle is less than 40°, should be not less than 0.03 metre-radians

3). The righting lever (GZ) should be at least 0.2 m at an angle of heel equal to or greater than30°
4). The maximum righting lever (GZ) should occur at an angle of heel not less than 15°

5). The initial transverse metacentric height (GMo) should not be less than 0.15 m

12.3 LIGHTSHIP LCG & VCG

The VCG of the basic hull can be estimated using an equation proposed by Kupras,

VCG 0.01*D*(46.6+0.135*(0.81-CB)*(L/D)^2)+0.008*D*((L/B)-6.5) [for L<120m]

2.825 m

The longitudinal position of the basic hull weight will typically be slightly aft of the LCB

position. Watson gives the suggestion

LCG (-0.15)+LCB

33.15 m

12.4 LOADING CONDITIONS

12.4.1 LIGHTSHIP
12.4.2 FULLY LOADED DEPARTURE

12.4.3 FULLY LOADED ARRIVAL

12.4.4 FULLY BALLASTED DEPARTURE

12.4.5 FULLY BALLASTED ARRIVAL

12.5 TRIM ANALYSIS
 CHAPTER 13

OUTLINE SPECIFICATION

13.1 GENERAL REQUIREMENTS

The ship is a Platform Supply vessel designed to carry 1300 DWT. The vessel is designed to

operate at a cruising speed of 12 knots. The material of construction of the vessel is Steel
grade A. The vessel is designed to operate in the route of Nhava seva port to Mumbai high
fields. The aim of the design is to provide a support service to oil rigs in India.

13.2 CLASSIFICATION

The classification society is DNV-GL

13.3 MAIN PARTICULARS

LBP 54 m

B 9.24 m

D 6.44 m

T 5.16 m

Fn 0.3017
 CB 0.7254

CM 0.985089722

Cw 0.8562

Δ 1917.536578 t

ΔLS 866.2000219 t

DWT 1315.38 t

V 2686.420921 m3

Speed 12 knots

13.4 STRUCTURAL FEATURES

The ship is divided into 4 holds, Engine room, Aft Peak and Fore Peak. Double bottom height is
1m. The ship is transversly framed. The superstructure and engine room is on the forward part of
the vessel.

13.5 ENGINE PARTICULARS

MAN 6L21/31
13.6 PROPELLER DATA
 CONCLUSION

The preliminary design of 1300 DWT Platform Supply vessel with 12 knots service speed

has been completed. The main dimensions are estimated and preliminary checks are done by

using various calculated formulas. The design is formed under the rules of DNV-GL

classification society. The vessel is satisfied with various conventions of IMO. The scantlings

and stability calculations are done.

 REFERENCE

1. Ship Design For Efficiency & Economy –H Schneekluth

2. Ship Design and Construction, Vol II – Thomas Lamb, SNAME 2003

3. An approximate power prediction method- J.Holtrop and G.G.J Mennen RINA 1984

4. Basic Ship Propulsion – J P Ghose and B P Gokharn.

5. DNV-GL rules

6. Computational Ship Design-Myung il,Kyu Yeul Lee

7. Elements of Ship design-R.Munro Smith

8. Marine propellers and propulsion-J S Carlton Freng

 APPENDIX

• Lines plan

• Bonjean curve

• Hydrostatics curve

• Propeller geometry

• General arrangement

• Midship scantling
LINES PLAN
Bonjean curve
Hydrostatics curve
Propeller geometry
General arrangement
Midship scantling