TABLE OF CONTENTS 1. INTRODUCTION 6 2. BARGE PARTICULARS & DIMENSIONS 8 3. SCANTLING CALCULATIONS 9 4. SCANTLING OF BARGE 13 5. DESIGN OF BARGE 15 6. CONCLUSION 16

1.INTRODUCTION

A barge is a shoal-draft flat-bottomed boat,[built mainly for river and canal transport of bulk goods. Originally barges were towed by draft horses on an adjacent towpath.

Today, barges may be self-propelled, usually with a slow-revving diesel engine and a large-diameter fixed-pitch propeller. Otherwise, "dumb barges" must be towed by tugs, or pushed by pusher boats. Compared to a towed barge, a pusher system has improved handling and is more efficient, as the pushing tug becomes "part of the unit" and it contributes to the momentum of the whole.

A barge is a typically non-self-propelled, flat-bottomed vessel used initially for river or canal transportation of heavy goods. Although other means of transportation have been developed since their introduction, barges are still used all over the world as a low-cost solution for carrying either low-value or heavy and bulky items.

Although a barge is very simplistic compared to most of its waterborne brethren, it still presents ample opportunity to experiment with balanced designs. A customer may desire to carry as much payload as possible to gain efficiencies in their transportation costs, but maximizing these payloads must be balanced by engineers to operate within the laws of physics (including stability, buoyancy, powering, resistance, structures, etc.) and balanced by financiers to operate within a customer’s allowable limits of cost. These two very obvious considerations alone can create quite a complex balancing act, since these forces

- requirements, feasibility, and cost - tend to oppose each other.

Barge view

DESIGN AND CALCULATION OF BARGE USING MS excel

2. BARGE particulars and dimension

PARTICULARS SYMBOL UNITS VAL UE

LENGTH OVERALL L.O.A m 80

LENGTH BETWEEN PERPENDICULAR L.B.P m 80

LENGTH WATER LINE L.W.L m 80

RULE LENGTH L2 m 77.6

BREADTH B m 30

DEPTH D m 6

DRAFT T m 4.5

3. Scantling calculation of barge- Plating:

- Minimum thickness requirements The net thickness of plating, in mm, shall comply with the minimum thickness requirement

Element Location a b Keel 5.0 0.05

Bottom and bilge 4.5 0.035

Side shell From upper end of bilge plating to TSC + 4.6m 0.035 Shell From TSC + 4.6m to TSC + 6.9m 4.0 0.025

Elsewhere 0.01 Sea chest boundaries 4.5 0.05

Weather deck1),2),3),4), strength deck2),3) and platform deck in machinery space 0.02

Deck Boundary for cargo tanks, water ballast tanks and hold intended for cargo in bulk 4.5 0.015

Other decks3),4),5) 0.01

Cargo spaces loaded through cargo hatches except container holds 5.5 0.025 Inner bottom Other spaces 4.5 0.02

Bulkheads for cargo tanks, water ballast tanks and hold intended for cargo in bulk 0.015 Peak bulkheads and machinery space end bulkheads 4.5

Bulkheads Watertight bulkheads and other tanks bulkheads 0.01

Non-tight bulkheads in tanks 0.005 5.0 Other non-tight bulkheads 0

Element a b

given by:

MINIMUM THICKNESS THE NET THICKNESS OF THE PLATE t =a+b*L2√k

SPACING (550+2*LBP) = 710mm =0.9m

k = 0.66

S.NO ELEMENT LOCATION a b t corrosion Corrected thickness thickness

1 shell 1.keel 5 0.05 8.15 0.41 8.559

2.bottom and bilge 4.5 0.03 6.71 0.34 7.04 5 3. side shell and superstructure side 4 0.03 9.1 0.46 9.555 Tsc + 4.6m 5

4.sea chest boundaries 4.5 0.05 4.68 0.23 4.916

2 Deck 1.weather deck and strength deck 4.5 0.02 6.86 0.34 7.207

2.boundary for cargo tank, water ballast 4.5 0.01 5.66 0.28 5.947 tank intended for cargo in bulk 5

3.other deck 4.5 0.01 5.26 0.26 5.539

3 Inner 1.cargo space loading tougher cargo 5.5 0.02 7.44 0.37 7.812 bottom hatches except container holds 5

2.other space 4.5 0.02 6.05 0.30 6.3546

4 Bulkhead 1.bulkheads for cargo tank ,water ballast 4.5 0.01 5.66 0.28 5.947 s tank and hold intended for cargo in bulk 5

2.peak bulkheads 4.5 0.01 4.95 0.25 5.197 5 3.watertight bulkheads and other tank 4.5 1.01 34.8 1.74 36.54 bulkheads

4.Non-tight bulkheads in tank 4.5 0.00 5.39 0.27 5.657 5 5.other non-tight bulkheads 5 0 5 0.25 5.252

- Stiffeners and tripping brackets

- Minimum thickness requirements The net thickness of the web and face plate, if any, of stiffeners and tripping brackets in mm, shall comply with the minimum net thickness. In addition, the net thickness of the web of stiffeners and tripping brackets, in mm, shall be

Element Location Net thickness

Tank boundary 3.0 + 0.015 L2 Structures in deckhouse and superstructure and decks for

Stiffeners and attached end brackets vessels with more than 2 continuous decks above 0.7 D from baseline 4.0

Other structure 3.5 + 0.010 L2

Tripping brackets 3.0 + 0.015 L2

— not less than 40% of the net required thickness of the attached plating, to be determined .

Minimum net thickness for stiffeners and tripping brackets s.no MINIMUM location value THICKNESS

1 stiffeners Tank boundary 5.276 and attached end brackets

Structure in deckhouse and superstructure and deck for vessels with 4 more than 2 continuous deck above 0.7D from baseline 3.other deck 4.888

2 tripping 5.276 brackets

- Primary supporting members

- Minimum thickness requirements The net thickness of web plating and flange of primary supporting members in mm, shall comply with the appropriate minimum thickness requirements given by:

Minimum net thickness for primary supporting members

Element a b

Bottom centerline girder and lower strake of centerline wash bulkhead 5.0 0.03

Other bottom girders 5.0 0.017

Floors 5.0 0.015 Floors in peak tanks 5.0 0.0251)

PSM supporting side shell, ballast tank, cargo tank and hold intended for cargo in bulk2),3), 4.5 0.015

Other PSM 4.5 0.01

1) The value of bL2 does not need to be greater than 5.0.

2) For stringers in double side next to dry space not intended for cargo in bulk, the value of bL2 does not need to be taken greater than 2.5. 3) Other specific requirements related to ship types are given in Pt.5.

s.no ELEMENT a b t corrosion Corrected thickness thickness

1 Bottom centreline girder and lower strake of 5 0.03 6.89 0.34 7.235 centreline wash bulkhead 2 Other bottom girders 5 0.017 6.07 0.30 6.375 3 Floors 5 0.015 5.95 0.30 6.242 4 Floors in peak tanks 4.5 0.01 5.13 0.26 5.386 5 PSM supporting side shell, ballast tank, cargo tank 4.5 0.01 5.13 0.26 5.386

and hold intended for cargo in bulk2),3), 6 Other PSM 5 0.025 6.58 0.33 6.904

4. Scantling of barge

BILGE PLATE CALCULATIONS

RADIUS {r} 1.1 (m) AREA (A) pi*r*h/2 0.015077 ( m^2) Lever abt keel (y) r-(2r/pi) 0.387382 (m) 2 nd MOM (I own) pi*r^3*h/4 0.001619 (m^4)

Calculation has to be done:

1) Unit area = breadth * height

2) Total area = quantity of the material

*(breadth*height)

3) Lever = height/2

4) 1st moment = total area * lever

5) 2nd moment = 1st moment * lever

6) Moment of inertia = (b*h)^3/12

7) Total moment of inertia = moment of inertia

* quantity of the material

8) Ykeel = ∑ total area/∑ 1st moment

9) Ydeck = draft - Ykeel

nd 10) Itotal = 2 moment +total moment

11) INA = Itotal – total area*(Ykeel)^2

12) Zkeel = INA/ Ykeel

5. Design of barge

6.Conclusion and recommendation

This section summarizes the most significant conclusions of the design of barge and gives recommendations for further practical and experimental work. Conclusions regarding specific design/analysis.

Design/ analysis procedures for low-pressure, tanks for service on rivers are well established. A survey of designers, regulatory bodies, builders, surveyors, and operators. In view of the excellent operating history and record of river tank barges, the design procedures for river barge tanks of up to 20 feet in diameter for river barge application are considered adequate. In many cases operators specify structural strength in excess of regulatory body requirements.

Design procedures for river barges are generally applicable for determining the basic configuration larger tanks contemplated for ocean service. This conclusion is based on the good agreement between stability and momentum calculated by the established procedure and a more sophisticated computer analysis.

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CONTENTS

S.NO TOPIC PG.NO 1.0 INTRODUCTION 6 2.0 MIDSHIP SECTION DRAWING 6 3.0 GENERAL ARRANGEMENT 7 PLAN 4.0 SCANTLING 10 5.0 EQUIPMENT NUMBER 12 6.0 CAPACITY CALCULATION 14

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1.0 INTRODUCTION

Report includes the structural design of a Tuna longliner of 120 CuM fish hold capacity. GA plan, scantling calculation, capacity calculation, equipment number calculation and midship section of the vessel are incorporated.

Main dimensions were selected from an existing vessel. Similar model was exported from Delft ship. It was then re-created in Rhinoceros software. Thus the midship of the vessel was obtained.

MAIN PARTICULARS:

TYPE TUNA LONGLINER LENGTH 24 m BREADTH 7.4 m DEPTH 2.83 m DRAFT 1.75 m SPEED 6.8 knots FISH HOLD 120 CuM ENGINE POWER 418 KW CREW 8 -

2.0 MIDSHIP SECTION

Fig 1: Midship section of the vessel from software

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3.0 GENERAL ARRANGEMENT PLAN

The general arrangement drawings (GA’s) present the overall composition of a vessel. Depending on the complexity of the vessel, this is likely to require a number of different projections, such as plans, sections and half breadth, and may be spread across several different drawings. General arrangement drawings are likely to be prepared at each stage of development of a vessel design, showing the overall relationship between the main elements and key dimensions. The level of detail will increase as the project progresses and they may need to be supplemented by more detailed drawings, showing specific elements and assemblies. On very simple projects these may be included on the general arrangement drawings themselves, but generally, separate drawings will be required. The preparation of general arrangement for vessels constructed from fiber reinforced plastic is done by referring rules for High Speed Craft & Light Craft Rules 2016 from Indian Register of Shipping.

Lines plan was generated from an existing vessel’s plan from delft software by importing a model. Frame spacing (Sr) is obtained for the vessel is based on general rule for the transverse frame spacing from Indian Register of Shipping for vessels less than 100 metres.

Sr = 350 + 5L (mm) = 350+5*24 = 470 (Obtained) = 470 mm (Taken)

Collision bulkhead position (XC), from the forward perpendicular to the collision bulkhead is,

XC = 0.08 LL - XR (m)

= 0.08 *24– 0 = 1.92m

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Fig 2: Frame spacing

Fig 3: Collision bulkhead

3 The fish hold capacity is 120 m . The dimension of the hold is 10*6*2. The SWT (sewage water tank) and FWT (fresh water tank) are placed corresponding to their location. Hatch covers are provided for accessing the steering room, fishing gear, storage and anti-room. The length and breadth of the hatch is 0.8 and 1.0 respectively.

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Fig 4: GA plan

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4.0 SCANTLING

The hull is prepared from fiber composite and sandwich construction. The scantlings are obtained from the Indian Register of Shipping, rules for high speed craft and light craft, July 2016. Dimensions of all the structural members of the ship (plates, stiffeners, girders, beams, pillars, etc.) are collectively called scantlings. The loads calculated from the classification rule book are used to find the thickness of various structural members.

Fibre-reinforced plastics (FRP) - Heterogeneous materials, consisting of a thermosetting resin as the matrix and an embedded reinforcing material.

Thermosetting resin -Two-component mixture consisting of resin and hardener as well as possible additives.

Reinforcing materials -Material generally in the form of fibre products which are embedded in a matrix in order to improve certain properties. In doing so, fibres of different materials displaying isotropic or anisotropic properties are processed in the form of semi-finished textile products (mats, roving, fabrics, non-woven). For special requirements, mixtures of different fibre materials are also used (hybrids).

Prepreg -Reinforcing material which is pre-impregnated with a thermosetting resin which can be processed without any further addition of resin or hardener.

Laminate -A moulded part which is manufactured by placing layers of reinforcing material on top of each other together with the thermosetting resin.

Sandwich laminate -Two laminate layers connected together by means of an intermediate core of a lighter material.

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Additives - Catalysts, which initiate the hardening process, and accelerators, which control the working time (pot life, gel-time) and the cure time, shall be used in accordance with the processing guidelines provided by the manufacturer. For cold-setting systems, catalysts shall be proportioned in such a way that complete curing is ensured between temperatures of 16 °C and 25 °C. Cold- setting systems that are to cure at temperatures outside of this range, as well as warm curing systems, may be used after consultation with GL Head Office (GL- HO).

Fig 5: The basic frame spacing

Fig 6: Scantling done for certain structures

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Fig 7: Midship section with stiffeners

5.0 EQUIPMENT NUMBER

The equipment number is used to decide the size of anchor, chains, winches etc. The arrangements of anchoring and mooring and Equipment Number calculations are to be submitted for approval.

Fig 8: Equations of calculation

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Fig 9: Table to calculate number of equipment based on equipment number

Fig 10: Equipment number calculation of the vessel

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6.0 CAPACITY CALCULATION

A basic characteristic of any ship is the size of the load that it is able to carry. Under considerations of capacity are included the volume of all cargo spaces, store rooms and tanks. This information is needed to check the adequacy of the vessel's size, and to determine its trim and stability characteristics. The calculations are called capacity calculations and lead to capacity curves and plans.

Fig 11: Engine specifications

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Fig 12: Fuel capacity

Fig 13: Propulsion power capacity, Fresh water capacity, Sewage water capacity

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Fig 14: Lube oil and cargo capacity

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AMET ACADEMY OF MARITIME EDUCATION AND TRAINING ANT DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956))

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMETD (Declared as Deemed to be University u/s 3 of UGC Act 1956) EAST 135, COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA

Structural Design of 2800TEU Container Ship Home Based Internship Report

In Department of Naval Architecture and Offshore Engineering

MAY 2020

Submitted By Abhraham Noel ANA17009

(Signatüre of HoD) BONAFIDE CERTIFICATE

This is to certify that the Home based Internship entitled "Structural Design of 2800TEU Container Ship" submitted by Mr. Abhraham Noel to the Department of Naval Architecture & Offshore Engineering, AMET, India for the award of degree of Bachelor of Enginering is a Bonafide record of technical work carried out by him under my supervision. The contents of this Internship, in full or in parts, have not been submitted to any other institute or university for the award of any degree or diploma.

Signature Signature (Mentor) (HOD) Mr. Gopi Krishna Mr. MSP Raju

Assistant Professor Associate Professor

Department of Naval Architecture & Department of Naval Architecture & Offshore Engineering Offshore Engineering ACADEMY AMETOF MARITIME EDUCATION AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP ALLOCAION REPORT2019-20 Name of the Department: .hoxal.balsla.lm..dlhhat..hot,

(In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak)

Name of the Programme K.LAlA2.J. o*e *ssaess*e sseses***** Year of study and Batch/Group A.ty.aY..ssse*****s4e*** Name of the Mentor mafi...avahn... Title of the assigned internship

ructure Denin o9800TeU orainer lip

Nature of Internship Individual/Group Reg No of Students who are assigned with this internship: ArvA 1700 9

Total No. of Hours Required to complete the Internship: 60

Signature of the Mentor Signature of the Internal Signature of HoD/Programme Head K Examinern AMET ACADEMY OF MARITIME EDUCATION AND TRAINING AAT DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP Name of the Department:EVALUATION ..na.Ast.ka.la..un....hlhaik..f- REPPRT 2019-20 Y (in view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student Abhraha N0.4 Register No and Roll No Programme of study R:£(Na)-) Year and Batch/Group Semester /IV VIl Title of Internship Skuu nhn o 28coTEU Cetaint Shie

Duration of Internship ..HOurs Mentor of the Student Gropi Ivmlna Evaluation by theDepartment SI Criterion Max. Marks Marks No. Allotted Regularity in maintenance of the diary. 10 2 Adequacy& quality of information recorded 10 Drawings, sketches and data recorded 10 Thought process and recording techniques used 5 Organization of the information Originality of the Internship Report 20 18 Adequacy and purposeful write-up of the Internship 10 Report Organization, format, drawings, sketches, style, language 10 etc. of the Internship Report 9 9 Practical applications, relationships with basic theory and 10 concepts 8 10 Presentation Skills 10 Total 100

Signature of the Mentor Signature of the Internal Signature of HoD/Programme Examiner Head Contents

Day Title Page No. 1. Outlining the Midship section and General Arrangement 1 Calculating thickness of Structural members and marking of 2. 2 Bulkheads Calculating thickness of Stiffeners and drawing Main deck 3. 4 plan Calculating Section Modulus, selection of stiffeners and 4. 5 drawing Poop deck plan Calculating minimum Section Modulus of midship section 5. 7 and drawing 1st Accommodation Deck Updating structural members in midship section drawing and 6. 9 drawing 2nd Accommodation Deck Updating Longitudinals in midship section drawing and 7. 10 drawing 3rd Accommodation Deck Labelling midship section drawing and drawing 4th 8. 11 Accommodation Deck Calculating MOI of structural members and drawing Bridge 9. 12 Deck Calculating Section Modulus of midship section and 10. 13 updating Accommodation Deck in profile view 11. Drawing Forecastle deck 15 12. Drawing Container arrangement 15 13. Drawing Cranes 16 14. Adding minor details in GA plan 16 15. Equipment Number Calculation 17 16. Bilge and HFO Capacity Calculation 17 Diesel Tank, Lube Oil and Purifier Pump Capacity 17. 18 Calculation Drain and leakage, Sludge, Provision and Ballast Water 18. 18 Capacity Calculation Day 1: April 11, 2020

Referred all the previous works related to scantling. Started by writing all the basic values in the excel sheet like LBP, breadth, draft, depth, block coefficient, DWT, etc. Considered DNV as the rule book and calculated the longitudinal frame spacing, transverse frame spacing and rule length. Rule length is 97% of LBP. Most importantly calculated the double bottom distance and material factor. First and foremost, midship section was made using BSRA with all values mentioned in the excel sheet.

Figure 1: Scantling with basic information

Figure 2: Midship section made using BSRA

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Later as part of the General Arrangement Plan, basic boxes of Body Plan, Half-breadth Plan and Profile Plan were made using main particulars such as Length between perpendiculars (LBP), Beam, Depth and Draft. Various outlines such as that of midship section, profile line and deck line or last waterline were taken from the lines plan of the ship and drawn to set as boundaries for the General Arrangement of the ship. The profile line includes the stern and stem profile of the ship. On the basis of rules provided by the Indian Register of Shipping, The Frame Spacing of the ship was fixed as follows, The normal frame spacing between aft peak and 0.2L from F.P. may be taken as: Transverse Frame Spacing = 450 + 2 x 194 = 838 mm (Taken from Indian Register of Shipping, Section 1.3.1) Frame spaces were marked and numbered, basic markings were marked such as the centre-line marking and midship marking as shown in the below figure.

Figure 3: Boundary lines in each plan

Day 2: April 12, 2020

Marked the double bottom in the midship section. Now, started with tabulating the minimum thickness required for all the structural members which are in the midship section, in order to find the section modulus.

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In the rule book, PART 3, CHAPTER 6, SECTION 3, minimum thickness section plating values are noted according to the requirements mentioned. Selected all the elements required according to midship, like keel plate, bottom plate, bilge plate, side shell plate, deck plate, other decks and inner bottom. Formula was used according to the rule book to find the thickness, t=a+bL2(sqrt)k a and b are given in the table L = rule length for aluminum alloys, material k may be taken as 1

Corrosion allowance was calculated as 5% of t and later it was added with the calculated t. According to the thickness, plates available in market were chosen. More thickness was taken in order to give more sustainability for the ship.

Later, steps for drawing the GA plan were continued. Using the rules mentioned by Indian Register of Shipping, positions of various major bulkheads were found out. These bulkheads include collision bulkhead, aft-peak bulkhead and engine room bulkhead. The distance of collision bulkhead is given as, For ships other than passenger ships, the distance from the forward perpendicular to the collision bulkhead is to be between the following limits:

min Xc = 0.05LL - XR (for L < 200 m) = 0.05 x 194 – 2.91 = 6.79 m

max Xc = 0.08 LL - XR = 0.08 x 194 – 2.91 = 12.61 m For ships with ordinary bow shape,

XR = 0 For ships having any part of the underwater body extending forward of the forward perpendicular e.g., a bulbous bow;

XR = the least of: - G/2 = 6.2652/2 = 3.1326 m - 0.015 x L = 0.015 x 194 = 2.91 m - 3.0 m where, G = the distance from forward perpendicular to the forward end of the protruded part = 6.2652 m The height of double bottom is also found out using the rules. d = 250 +20 x B + 50 x T = 250 + 20 x 32.2 + 50 x 12 = 1494 mm (Taken from Indian Register of Shipping, Section 2.2.2) They are marked as shown in the figure below.

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Figure 4: Bulkheads in the Profile Plan

Day 3: April 13, 2020

The second part of section 3 is stiffeners and tripping brackets, the basic thickness of the stiffeners was calculated. It is done in a similar manner as the previous calculation, considering the corrosion allowance. Later the primary supporting members like centerline girder, bottom girders and floors thickness were determined. From the rule book, PART 3, CHAPTER 3, SECTION 5, the keel plating was calculated with the formula,

"Keel plating shall extend over the bottom for the full length of the ship the width of the keel strake, in m, shall not less than 0.8+L/200, but not be taken greater than 2.3m." the length of the single side plate was calculated by (keel plating/2).

Later, for the GA plan, Main Deck of the ship was drawn, keeping in mind the various rules and regulations that must be followed when allotting spaces for various rooms. Main deck of the ship was drawn as shown in the figure below.

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Figure 5: Main Deck

Day 4: April 14, 2020

The main part of scantling is determining the section modulus of stiffeners. In rule book, PART 3, CHAPTER 6, SECTION 3, formula to calculate sectional modulus of stiffener (Z stiff):

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P = 25 N/mm2 S =transverse framing 2 L bdg = 3*s ReH = 235.000 mpa Cs=Cs-max, longitudinal member

After performing this calculation, the Z stiff was compared with the available Z stiffener values in the catalogue and selected a stiffener which has a higher Z value than calculated.

Figure 6: Section modulus of stiffener As L profile is considered in the calculation, this profile with equal leg angles is taken into account. The proper stiffener is selected.

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Sectional Modulus of stiffeners selected from standard data

Dimensions cm 15 x 15 x 1.6 Unit Area cm2 45.43 Z cm3 87.7

Figure 7 & 8: Images from the catalogue for Equal Leg angle

Later, for the GA plan, Poop Deck of the ship was drawn as shown in the figure below.

Figure 9: Poop Deck

Day 5: April 15, 2020

Started the day by calculating the section modulus of midship according to the rule book. In the rule book, PART 3, CHAPTER 5, SECTION 2, L= length 1.5 Cw =10.75*(300-L/100) k = k is taken as 1 B = breadth fr = 1 is for service area notation R0(no reduction)

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Figure 10: Sectional modulus of Midship

Later, for the GA plan, 1st Accommodation Deck of the ship was drawn as shown in the figure below.

Figure 11: 1st Accommodation Deck

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Day 6: April 16, 2020

According to the thickness selected, the midship drawing was updated.

Figure 12: Midship section with some members

Here are some members like keel plate, center girder, bottom side girders, lightning hole, manhole and inner side shell. The inner side shell was marked with respect to a rough container arrangement plan. The bottom girders are placed according to the transverse frame spacing. The bottom girders are placed after every 3 frames along with its thickness. Later, for the GA plan, 2nd Accommodation Deck of the ship was drawn as shown in the figure below.

Figure 13: 2nd Accommodation Deck 9 | P a g e

Day 7: April 17, 2020

The rest of the structural members were marked. Mainly the bottom longitudinal, inner bottom longitudinal, the platforms with the longitudinal, side shell longitudinal, inner shell longitudinal, bilge longitudinal, side girder plates, sheer strake and the hatch coaming.

Figure 14: Structural members in Midship section

All the vertical longitudinal were placed according to the longitudinal spacing but near the sheer strake the spacing is a bit nearer to give more stiffness. These stiffeners were marked according to the section which was selected during the calculations. Later, for the GA plan, 3rd Accommodation Deck of the ship was drawn as shown in the figure below.

Figure 15: 3rd Accommodation Deck

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Day 8: April 18, 2020

Mentioned all the names and respective thickness in the midship drawing.

Figure 16: Stiffeners and other Structural members in Midship section

Later, for the GA plan, 4th Accommodation Deck of the ship was drawn as shown in the figure below.

Figure 17: 4th Accommodation Deck

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Day 9: April 19, 2020

To determine the sectional modulus of the midship, calculation of moment of inertia of all the members were done. So, a table was prepared:

Figure 18: MOI of structural members Levers for all the members especially for the longitudinals were determined by using the function MASSPROP from AutoCAD and noting the centroid values. There are separate calculations for the bilge keel area, bilge keel lever and MOI of bilge keel. They are as follows: 휋푟 h • Bilge 2 keel area: r is the breadth h is the height

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• Bilge keel lever: (r-(2*r/π)

휋푟3ℎ 2푟 2 • MOI of bilge keel: − A ( ) 4 휋

Later, for the GA plan, Bridge Deck of the ship was drawn as shown in the figure below.

Figure 19: Bridge Deck

Day 10: April 20, 2020

The distance of the neutral axis was determined by the following formals: ST YKEEL= Σ1 moment about keel/ Σ total area YDECK= Depth - YKEEL ND ITOTAL= Σ Total moment of inertia+ Σ 2 moment of inertia INA= ITOTAL- Σ total area*(YKEEL^2)

Figure 20: Distance to Neutral axis from Keel

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The main part of the scantling is to find the sectional modulus of keel and deck. The formulas are as follows:

ZKEEL=ITOTOAL / YKEEL ZDECK= ITOTAL / YDECK

Figure 21: Comparison of Sectional modulus

Later, for the GA plan, the Accommodation deck was drawn in the Profile Plan as shown in the figure below.

Figure 22: GA Plan updated with Accommodation decks

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Day 11: April 21, 2020

The measurements for the Forecastle of the ship was found using certain rules and was drawn as shown in the figure below.

Figure 23: GA Plan updated with Forecastle

Day 12: April 22, 2020

It was calculated that this container ship can carry 2800 TEU containers. The placement of containers was done keeping in mind the IMO visibility line constraints. Arrangement of containers was done and the Accommodation deck in the Fore view was updated as shown in the figure below.

Figure 24: GA Plan updated with containers 15 | P a g e

Day 13: April 23, 2020

Cranes were added to the General Arrangement Plan as shown in the figure below.

Figure 25: GA Plan updated with Cranes

Day 14: April 24, 2020

Other minor details were added to the GA Plan by taking reference from other container ship GA plans.

Figure 26: Complete General Arrangement Plan 16 | P a g e

Day 15: April 25, 2020

Area of hull above the summer load line including the area of superstructure was found. Equipment number was found by using the formula as shown in the figure below.

Figure 27: Equipment Number Calculation

Day 16: April 26, 2020

Considering the margin, endurance was found. Later the Bilge capacity and HFO Capacity were calculated using formulae.

Figure 28: Bilge and HFO Capacity Calculation 17 | P a g e

Day 17: April 27, 2020

Fresh water capacity, diesel tank capacity, Lube oil capacity and purifier pump capacity were found.

Figure 29: Diesel Tank, Lube Oil and Purifier Pump Capacity Calculation

Day 18: April 28, 2020

Drain and leakage capacity, Sludge capacity, Provision capacities, Ballast Water capacity were found.

Figure 30: Drain and leakage, Sludge, Provision and Ballast Water Capacity Calculation

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AMET ACADEMY OF MARITIME EDUCATION AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956)

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET) (Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST cOAST ROAD, KANATHUR, CHENNAI 603 112. TAMILNADU, INDIA

Safety Plan of an LNG Carrier

Home Based Internship Report

In

Department of Naval Architecture and Offshore Engineering

MAY 2020

Submitted By Balachandar B ANA17022

uKy' (Siguatére of Hoby BONAFIDE CERTIFICATE

This is to certify that the Home based Internship entitled "Safety plan of an LNG Carrier" submitted by Mr. Balachandar B to the Department of Naval Architecture & Offshore Engineering, AMET, India for the award of degree of Bachelor of Engineering is a Bonafide record of technical work carried out by him under my supervision. The contents of this Internship, in full or in parts, have not been submitted to any other institute or university for the award of any degree or diploma.

Signature Signature (Mentor) (HOD) Mr. Gopi Krishna Mr. MSP Raju

Assistant Professor Associate Professor Department of Naval Architecture & Department of Naval Architecture& Offshore Engineering Offshore Engineering ACADEMY OFAMET MARITIME EDUCATION AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIPALLOCATION REPORT 2019-20 Name of the Department:..tNeNal..Ahululadm.d.lfplas.. (In view of advisory from the AlCTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak)

Name of the Programme W.naloedsoneohobee**eereoresnesesens*voacosee e* Year of study and Batch/Group . n.t.Lh.d. esa sueesse********** Name of the Mentor napi..ahna...a**es******** Title of the assigned internship

Nature of Internship Individual/Group Reg No of Students who are assigned with this internship: ANAI70 22

Total No. of Hours Required to complete the Internship:0

Signature of the Mentor Signature of the Internal Signature of HoD/Programmne Examine Head AMET ACADEMY OF MARITIME EDUCATION AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP EVALUATION REPORT, 2019-20 Name of the Department:.AAaua.eloilkal.h.bhss.. (in view of advisory from the AlCTE, internships for the yeor 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to CoVID-19 outbreak) Name of the Student A.Balachadat 2 Register No and Roll No AMAinn22 NÅ1ob1 Programme of study Rp CaA) Year and Batch/Group Semester N/v/y ViI Title of Internship Skty Plon an lnG Cavrier

Duration of Internship ********Hours Mentor of the Student 4.bcpi Krn kns Evaluation by the Department SI Criterion Max. Marks Marks No. Allotted Regularity in maintenance of the diary. 10 2 Adequacy& quality of informationrecorded 10 Drawings,sketches and data recorded 10 Thought process and recording techniques used 5 Organization of the information 5 Originality of the Internship Report 20 12 Adequacy and purposeful write-up of the Internship 10 Report 8 Organization, format, drawings, sketches, style, language 10 etc. of the Internship Report 8 9 Practical applications, relationships with basic theory and 10 concepts 10 Presentation Skills 10 Total 100

Signature of the Mentor Signature of the Internal Signature of HoD/Programme Examine Head ABSTRACT

Lifesaving appliances are used around the world every day by a large number of individuals who work or travel over open water. Personnel rely on these lifesaving appliances to help provide protection from harsh environments, and reduce the risk of injury or death in the event of a marine accident. Due to their importance in helping to save lives at sea, lifesaving appliances are built and tested according to specific standards and regulations to ensure that they provide the level of performance required. The Canadian regulation: “Life Saving Equipment Regulations” C.R.C., c. 1436 was reviewed and possible knowledge gaps with respect to human factors were identified. The goals and requirements for life saving appliances in the regulation were compared against existing work done in the area of marine safety to determine if what was prescribed adequately reflected what could be found during a marine accident. There were many gaps identified in the regulation, commonly caused by prescriptive wording specifying conditions not commonly found during a marine accident. These knowledge gaps will widen as conditions become more severe than what is prescribed in the regulations possibly leading to even further decrease in life saving appliance performance than what is already measured.

OWNERS REQUIREMENT

Type of Vessel Liquified Natural Gas (LNG) Carrier

Capacity 35700 cubic meters

Speed 15 knots

Range 6163.64 miles

Endurance 17 days

Route Lake Charles, USA to Port of Incheon, South Korea

CONTENTS

ACKNOWLEDGEMENTS ...... 3

ABSTRACT ...... 4

LIST OF FIGURES ...... 6

LIST OF TABLES ...... 7

CHAPTER 1 – SPECIALISATION TOPIC (SAFETY EQUIPMENT PLAN) ...... 8

1.1 INTRODUCTION ...... 8

1.2. LIFE SAVING APPLIANCES (LSA) ...... 9

1.3. LIFE SAVING APPLIANCES (LSA) PLAN ...... 10

1.4. MERCHANT SHIPPING (LIFE SAVING APPLIANCES) ...... 17

CHAPTER 2 - CONCLUSION ...... 20

2.1. CONCLUSION ...... 20

REFERENCES ...... 21

LIST OF FIGURES

S.NO. TITLE PAGE NO.

1 Lifesaving accessories manufactured by SHM group 12

2 Safety Plan of an LNG Carrier 13

3 Profile View 14

4 A-Deck Top View 14

5 B-Deck Top View 15

6 C-Deck Top View 16

7 Navigation Bridge Top View 16

8 Top Deck View 17

9 Rear View 17

LIST OF TABLES

S.NO. TITLE PAGE NO.

1 Owners Requirement 4

2 List of Lifesaving Appliances 19

CHAPTER 1

SPECIALISATION TOPIC - SAFETY EQUIPMENT PLAN

(LIFE SAVING APPLIANCES AND SAFETY PLAN)

1.1 INTRODUCTION

For the Specialization Topic the plan selected was SAFETY EQUIPMENT PLAN. This safety equipment plan it is divided in into two parts, LIFE SAVING APPLIANCES PLAN and FIRE CONTROL SAFETY PLAN. As this Tugboat comes under class XII type B vessel, SOLAS (Safety of Life at Sea) and DIRECTORATE GENERAL OF SHIPPING was followed. INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA (SOLAS) ADOPTION: 1st November 1974; ENTRY INTO FORCE: 25th May 1980 The SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties concerning the safety of merchant ships. The first version was adopted in 1914, in response to the titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960. The 1974 version includes the tactic acceptance procedure which provides that an amendment shall enter into force on a specified date unless, before that date, objections to the amendment are receivedfrom an agreed number of Parties.

FROM SOLAS CHAPTER 2 THE FIRE SAFETY EQUIPMENT PLAN IS DONE BASED ON THE RULES PROVIDED. CHAPTER 2 – FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION:  Includes detailed fire safety provisions for all ships and specific measures for Tugboats.  They include the following principles : division of the ship into main and vertical zones by thermal and structural boundaries: separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries: restricted use of combustible materials: detection of any fire in the zone of origin: containment and extinction of any fire in the space of origin: protection of the means of escape or of access for firefighting purpose: ready availability of fire extinguishing appliances: minimization of the possibility of ignition of flammable cargo vapor.

1.2. LIFE SAVING APPLIANCES (LSA) LIFE SAVING APPLIANCES ACCORDING TO THE SOLAS (NOTES)

 Equipment’s provided on the vessel complies with the requirements of DGS order (18- 2013).

 As fitted lifesaving appliances plan shall be permanently exhibited for the guidance of the Master, Officers and also placed outside the accommodation on the open deck in a watertight/weathertight enclosure.

 Posters or signs clearly depicting the operating instructions controls is to be provide in the vicinity if survival crafts.

 These are to be seen under emergency lighting conditions as per rules.

 Radio communication equipment’s such as Emergency VHF Radiotelephone Apparatus, Class-B AIS, NAVITEX, AND MF/HF Radio Installation area to be provided in accordance with rules.

 Generally – all Life Saving Appliances are to be approved type (SOLAS).

 Arrangement of life saving equipment’s subject to the satisfaction of the attending surveyor.

 Lifeboats, Life rafts and other lifesaving equipment shall have the ships name and port of registry.

 General emergency light and alarm system is to be provided and the same shall be capable of operation from the navigation bridge or control station as appropriate and to be audible throughout all accommodation and normal working spaces in accordance of rules.

1.3. LIFE SAVING APPLIANCES (LSA) PLAN

In the SOLAS Convention and other maritime related standards, the safety of human life is paramount. Ships and other watercraft carry lifesaving appliances including lifeboats, lifebuoys, life-jackets, life raft and many others. Passengers and crew are informed of their availability in case of emergency. Life-saving appliances are mandatory as per chapter 3 of the SOLAS Convention. The International Life-Saving Appliance (LSA) Code gives specific technical requirements for the manufacture, maintenance and record keeping of life-saving appliances. The number and type of life-saving appliances differ from vessel to vessel, and the code gives a minimum requirement to comply in order to make a ship seaworthy.

Several personal life-saving appliances are used on ships to protect the lives of all sailors on board. These include:

 SAFETY HELMET

Safety helmets or hard hats are the first line-of-defence against head injuries your brain can face injury due to falling objects, colliding with the low roofs, trips, and falls. A durable and strong safety helmet protects your brain from such injuries.

 SAFETY SHOES

Emergencies or even adverse weather conditions can make moving around the ship difficult. Safety shoes come into play by preventing Slips and Falls, protecting feet from punctures, falling objects, electrical hazards and cold or wet floors.

 SAFETY HAND GLOVES

The crew uses various types of gloves while maintaining machinery and handling cargo on ships. The crew has to protect their hands from hot and rough surfaces, chemicals, abrasive material, and other substances. This requires gloves with insulation, chemical resistance, and fire-resistance.

 GOGGLES

Ship maintenance includes various processes such as welding, machining, etc. Also, the constant reflective glare from the sea can damage the eyes. Hence, different types of goggles protect the crew members’ eyes from damage.

 EAR MUFFS/PLUGS

The engine of large ships and cargo carriers produce high levels of sound (approx 110-120 dB). Constant exposure to this kind of noise level can permanently damage the hearing of sailors. Therefore, seamen must wear earmuffs or earplugs to protect themselves from auditory damage.

 SAFETY HARNESS

The safety harness is used to strap the crew member in safely, as routine ship inspection and maintenance measures are carried out at elevated heights. The harness is tied to a fixed point at one end and is used in conjunction with shock absorbers to reduce the impact if necessary.

 FIRE AND IMMERSION SUIT

As the name suggests, fire and immersion suits protect the wearer in case of fires at sea. Immersion suits are generally made completely of rubber, specifically neoprene and help the person stay afloat without exposing any part of the person’s body to the sea. They are also bright in colour, fluorescent reds and oranges making it easy to spot them from a distance.

 LIFE RAFTS

Life rafts are primary life-saving devices mandated on ships. With an expectant accommodation capacity of 120% of the ship’s passengers, they are useful when the ship capsizes or for short journeys away from ships. They are mostly self-inflatable and easy to launch in case of an emergency.

 LIFEBUOYS

A lifebuoy is usually a ring-shaped personal safety device which protects a person from drowning at sea. Made of rubber, the personal flotation device is bright in colour and available in different sizes for different age groups.

 LIFE JACKETS

Life jackets are an important personal life-saving device that has been used by seafarers since ages. The design of lifejackets has developed over the years, with the current design being polyester stuffed with foam cubes. Life jackets fit the wearer snugly and prevent him/her from drowning when inflated, based on the principle of buoyancy.

 MARINE DISTRESS SIGNALS

Marine distress signals include line throwers, man-overboard light and smoke signals, parachute rockets, and other buoyant smoke signals. These signals indicate that the person or the ship require external aid.

These are 11 principal personal life-saving appliances that are essential for ships. Ship and lifejacket manufacturers and life raft service providers in India, like SHM Ship care, provide quality life-saving devices, to make safe seas and safe shores a reality.

Fig 1: Lifesaving accessories manufactured by SHM Group

Fig 2: Safety plan of an LNG Carrier

Fig 3: Profile View

Fig 4: A-Deck Top View

Fig 5: B-Deck Top View

Fig 6: C-Deck Top View

Fig 7: Navigation Bridge Top View

Fig 8: Top Deck View

Fig 9: Rear View

1.4. MERCHANT SHIPPING (LIFE SAVING APPLIANCES)

 “EMERGENCY POSITION INDICATING RADIO BECON” (EPIRB) means a station in the mobile service, the omissions of which are intended to facilitate search and rescue operations complying with the requirements.

 “IMMERSION SUIT” means a protective suit which reduce body head loss of a person wearing it in cold water complying with therequirements.

 “THERMAL PROTECTIVE AID” means a bag (or) suit mode of underproof material with a low thermal conductivity.

 Every ship shall carry, for each lifeboat at least 3 immersion suits and a thermal protective aid for every passenger.

 Every vessel, in addition to the immersion suits specified as equipment in lifeboats, carry at least 3 immersion suits.

 Either an approved Radar Transponder (SART) with means to secure them in the operating position.

 Communication and rescue equipment, every ship shall carry, 2-way VHF Radio telephone. And one radar transponder (SART) for every survival craft (life raft, lifeboat).

 Every life raft shall stow with a hydrostatic release unit. In addition, every life raft shall be stowed to permit release of the same manually from its securing arrangement.

 On every ship where a lifeboat is required to carry a two-way radio telephone apparatus or a radar transponder, a person capable of operating such equipment shall be assigned to such lifeboats.

 At every muster station, passenger spaces and cabins illustrations and instructions at least in known languages shall be pasted to inform the crew and passenger of the muster station, the essential action they must take in an emergency and method of donning life jacket.

 On every ship posters or signs shall be provided on or in the vicinity of survival craft and their launching craft. The posters which illustrate the purpose of controls and procedures for operating the appliances with relevant instructions and warning where necessary be easily seen under emergency lighting conditions.

 Life jackets for all persons on board. In every ship class I to XII life jackets carried on board for the crew shall be fitted with the requirements as specified. Every such light shall be inspected by a competent person at intervals of not more than 15 months.

 Every ship shall carry 6 or 12 parachute distress signals. All pyrotechnic/distress signals shall be packed in a watertight container and shall be clearly and indelibly labelled to indicate their operation.

 The visible colors of distress signals. High visible colors as red, orange and also red hand flares and orange smoke signals are used.

Table 2: List of Life saving appliances

CHAPTER 2

2.1. CONCLUSION

This excellent safety record is a result of the LNG industry’s stringent design practices and diligent operating standards, enhanced and supported by strong regulatory oversight. In that specific regard, a graphic illustration of these “Multiple Safety Layers” is reflected in the figure below. These “safety layers” include several key components of the industry’s Risk Management framework. Included among them are Primary and Secondary Containment, Control Systems which promote Operational Integrity; Protocols, Operator Knowledge and Experience (which are reinforced by comprehensive and ongoing training). A protective umbrella of Safeguard Systems, Separation Distances, and Contingency Planning further enhances the safe management of LNG.

REFERENCES

 CGSB. Immersion suit systems. Canadian General Standards Board; 2005.  Golden FSC, Tipton MJ. Essentials of Sea Survival. Windsor, ON, Canada: Human Kinetics; 2002.  Kennedy A, Gallagher J, Aylward K. Evaluating exposure time until recovery by location. National Research Council of Canada, 2013. Report No: OCRE-TR-2013-036.  McCance R, Ungley C, Crossfil J, Widdowson E. The hazards to men in ships lost at sea. Medical Research Council, 1956. Report No: Special Report Series No. 291.  Petrie L. The effects of towing on human performance in a life raft. St. John's: Memorial University; 2007.  Power J, Monk J. Clothing recommendations for surviving prolonged periods in the Arctic. National Research Council of Canada, 2012. Report No: OCRE-TR-2012-12.  Power J, Simoes Ré A. Human thermal responses in extreme conditions. National Research Council of Canada, 2011. Report No: TR-2011-14.  Power J, Simoes Ré A. Assessment of Life Saving Appliances Regulatory Requirements. National Research Council of Canada, 2014. Report No: OCRE-TR-2014-010.  Power J, Simoes Ré A, Tipton M. The effect of water leakage on human thermoregulatory responses in varying weather states. National Research Council of Canada, 2011. Report No: TR-2011-03.  Reilly T, Kozey J, Brooks C. Structural anthropometric measurement of Atlantic offshore workers. Occupational Ergonomics. 2005; 5:111 - 20.  Smith S. Evacuation times for marine evacuation systems in varying weather conditions. National Research Council of Canada, 2008.  Tikuisis P. Prediction of survival time at sea based on observed body cooling rates. Aviat Space Environ Med. 1997 May;68(5):441-8.  Tipton MJ. Immersion fatalities: hazardous responses and dangerous discrepancies. J R Nav Med Serv. 1995 Summer;81(2):101-7.

ACADEMYAMET OF MARITIME EDUCATION AND TRAINING AML DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET) (Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA

Structural Design of 80000DWT Bulk Carrier

Home Based Internship Report

In

Department of Naval Architecture and Offshore Engineering

MAY 2020

Submitted By Chandrasekar ANA17026

(Signarare of Hop) BONAFIDE CERTIFICATE

This is to certify that the Home based Internship entitled "Structural Design of 80000DWVT Bulk Carrier" submitted by Mr. Chandrasekar to the Department of Naval Architecture & Ofshore Engineering, AMET, India for the award of degree of Bachelor of Engineering is a Bonafide record of technical work carried out by him under my supervision. The contents of this Internship, in full or in parts, have not been submitted to any other institute or university for the award of any degree or diploma.

Signature Signature (Mentor) (HOD) Mr. Gopi Krishna Mr. MSP Raju

Assistant Professor Associate Professor

Department of Naval Architecture & Department of Naval Architecture & Offshore Engineering Offshore Engineering DU AMET ACADEMY OF MARITIME EDUCATION AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP 2019-20 Name of the Department:ALLOCATINRER ...Mava....rm.halcctid.k. ed. o

(in view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak)

Name of the Programme E.MA..faes********s*****.e***n******u Year of study and Batch/Group Name of the Mentor ...kaoAi...aa aas.. Title of the assigned internship

SueaaDesign 80,000 DT Kulr lasoues

Nature of Internship Individual/Group Reg No of Students who are assigned with this internship AnA17026, NAI073

Total No. of Hours Required to complete the Internship: 60

Signature of the Mentor Signature of the Internal | Signature of HoD/Programme Examiner Head (upil ma) AMET ACADEMY OF MARITIME EDUCATION AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP EVALUATION REPQRT, 2019-20 Name of the Department:...Naua).Aahile.lust.f..phstk...hoy of advisory from the AlCTE, internships for the year 2019-20 are offered by the Deportment itself to facilitate the students to take up required work from their home itself during the lock down period due to covID-19 outbreak) Nameof the Student NchanduaAela Register No and Roll No AnuA10g 6ndloq2 Programme of study eaia)- Year and Batch/Group Semester /VAVY Vil Title of Internship wutare 0enlgn 9oo0o D Bulx Cavnic)

Duration of Internship .Hours Mentor of the Student Y-Cuopi Kmhna Evaluation by the Department SI Criterion Max. Marks Marks No. Allotted Regularity in maintenance of the diary. 10 Adequacy &quality of information recorded 10 3 Drawings, sketches and data recorded 10 4 Thought process and recording techniques used 5 5 Organization of the information 6 Originality of the Internship Report 20 Adequacy and purposeful write-up of the Internship 10 Report 8 Organization, format, drawings, sketches, style, language 10 etc. of the Internship Report 8 9 Practical applications, relationships with basic theory and 10 concepts 10 Presentation Skills 10 Total 100

Signature of the Mentor Signature of the Internal Signature of HoD/Programme Examiner Head kumeumay

ABSTRACT A bulk carrier is a merchant ship specially designed to transport unpacked bulk cargo. Such as grains, coal, ore and cement in its cargo hold. The main aim of this Internship is to Structural Design of a Bulk Carrier with 80,000 DWT and to make sure the ship is having good Strength and Capacity. This describes the Scantling and Capacity calculation. Ship dimensions are obtained from the previous ship data. The lines plan was generated by BSRA series With the Exerting ships CB. Then the GA plan made with the help of Lines Plan.

TABLE OF CONTENTS

ABSTRACT...... ……….... .2 TABLE OF CONTENTS ...... …….... 3 LIST OF TABLES ………………………………………………………………….. 4 LIST OF FIGURES…………………………………………………………..…….. 5 NOMENCLATURE………………………………………………………………… 6

CHAPTER 1 INTRODUCTION S.NO TITLE PAGE.NO 1.1 BULK CARRIER…………………………..……………………..…....7 1.2 TYPE OF BULK CARRIER………………..………………….……....8 1.3 SIZE OF BULK CARRIER…………………..…………….…….……9 1.4 DESIGN FEATURES…………………………..………...……………10

CHAPTER 2 LINES PLAN AND GA PLAN S.NO TITLE PAGE.NO 2.1 INTRODUCTION TO LINES PLAIN………………….……… ……11 2.2 INTRODUCTION TO GA PLAIN……………..………………….….11

CHAPTER 3 SCANTLING CALCULATON S.NO TITLE PAGE.NO 3.1 INTRODUCTION…………………….………………………………12 3.2 SCANTLING CALCULATION………………………………………13

CHAPTER 4 MIDSHIP SECTION INCLUDES ALL STIFFENERS S.NO TITLE PAGE.NO 4.1 INTRODUCTION………………………..…………………………….16 4.2 MIDSHIP SECTION………………….…...………………..………….17

CHAPTER 5 EQUIPMENT NUMBER CALCULATION S.NO TITLE PAGE.NO 5.1 EQUIPMENT NUMBER CALCULATION……………………….….18 5.2 ANCHOR MATERIAL SELECTION AND TOUGHNESS…………..20 5.3 CHAIN CABLES FOR BOWER ANCHORS…………………………20

CHAPTER 6 CAPACITY CALCULATION S.NO TITLE PAGE.NO 6.1 INTRODUCTION……..……………………………………….………21 6.2 CAPACITY CALCULATION……………………………………..…..21

CONCLUSION………………………..…………..…………………..……….25

REFERENCE……………………..………………..…………………..……...26

LIST OF TABLE S NO. TITLE PAGE NO. 1.1 SIZES OF BULK CARRIERS…………………………………...... ….. 9 2.1 OFFSET TABLE 12

LIST OF FIGURES CHA.NO TITLE PAGE NO. 2 LINES PLAN………………………………………………………… 13 2 GENERAL ARRANGEMENT PLAN…………..…………………... 14

NOMENCLATURE: List of Symbols DWT: Deadweight △ : Displacement L: Length between perpendiculars V: Service speed g: Acceleration due to gravity B: Moulded Breadth D: Moulded Depth T: Moulded Draft

C B: Block coefficient

Fn : Froude’s Number

PD : Delivered Power E: Equipment Number Aw: Area water plane Am: Area of Midship CB: Block Coefficient CG: Centre of Gravity CM: Midship Area Coefficient CP: Prismatic Coefficient CW: Waterplane Area Coefficient GM: Distance from Centre of Gravity to Metacentre

GM0 : Initial Metacentric Height GZ: Righting Arm

CHAPTER 1

INTRODUCTION

1.1 INTRODUCTION:

BULK CARRIER was developed in the 1950s to carry a large quantity of non-packed commodities such as grains, coal and iron ore. Some 5,000 bulk carriers trade around the world, providing a crucial service to world commodities, transportation. Before this modern concept, the double bottom structure was adopted for single-deck ships in 1890.

A bulk carrier is a merchant ship specially designed to transport unpackaged bulk carrier was built in 1852, economic forces have fueled the development of these ships, causing them to grow both in size and sophistication. Today’s buskers are specially designed to maximize capacity, safety, efficiency and to be able to withstand the rigours of their work.

The idea of a bulk carrier to transport import food, grains, ores and minerals dates back to the 1850s. However, there have been several noteworthy advancements in the construction and utilization of the vessel type in the years following. The construction developments have ensured that the bulk carrier vessels remain an indispensable and integral cog in the merchant maritime domain. The developments also enhanced the safety of bulk carriers.

CHAPTER 1

1.2 TYPES OF BULK CARRIERS:

Geared bulk carrier’s: are typically in the handy size to handymax size range although there are a small number of geared Panamax vessels, like all bulkers they feature a series of holds covered by prominent hatch covers. They have cranes, derricks or conveyors that allow them to load or discharge cargo in ports without shore-based equipment. This gives geared bulkers flexibility in the cargoes they can carry and the routes they can travel.

Gearless carrier’s: are bulkers without cranes or conveyors. These ships depend on shore-based equipment at their ports of call for loading and discharging. They range across all sizes, the large bulk carriers (VLOCs) can only dock at the largest ports, some of these are designed with a single port-to-port trade in mind. The use of gearless bulkers avoids the costs of installing, operating and maintaining cranes.

Self-discharge’s: are bulkers with conveyor belts, or with the use of an excavator that is fitted on a traverse running over the vessel’s entire hatch and that is able to move sideways as well. This allows them to discharge their cargo quickly and efficiently.

Lakers: are the bulkers prominent on the great lakes, often identifiable by having a forward house that helps in transiting lock. Operation in freshwater, these ships suffer much less corrosion damage and have a much longer lifespan than saltwater ships. As of 2005, there were 98lakers of 10,000 DWT or over.

BIBO or “Bulk In, Bags out”: bulkers are equipped to bag cargo as it is unloaded. In one hour, this ship can unload 300 tons of bulk sugar and package it into 50kg sacks. This kind of bulkers streamlines the loaded bulk cargo in the vessel by sacking the same into the smaller quantities. Since the process occurs simultaneously, while the cargo is loaded onto the ship, these vessels command unique respect amongst the other existing vessel kings.

CONVENTIONAL BULKERS: A conventional bulker is a vessel that is built with hatchways. Alongside, the vessel is also equipped with cranes and transporters to facilitate ease in the loading and unloading processes. These vessels enjoy much better tractability in terms of their cargo loads and this navigational routes.

1.3 SIZES OF BULK CARRIERS:

Name Size in DWT Ships Traffic

Handysize 10,000 to 35,000 34.00% 18.00%

Handymax 35,000 to 59,000 37.00% 18.00%

Panamax 60,000 to 80,000 19.00% 20.00%

Capesize 80,000 and Over 10.00% 62.00%

Table1.1

Bulk carriers come in all sizes from the smallest ships of only a few hundred tons deadweight to the largest over 360,000 tons, 340 meters or more in length, 63 meters in beam and with draft of 23 meters. Many of the problems relating to hold preparation are common to all bulk carriers. However, the size of holds in Capesize, Panamax and handysize bulk carriers do present problems when changing cargoes.

“HANDYSIZE” are the medium bulk carriers of between 24000-35000 DWT (130-150 m length and 10 m draft). They can carry cargoes to a large number of ports, may carry considerably variety and quantity of bulk cargoes.

“HANDYMAX” bulk carriers of between 35000 and 50000 tones deadweight (150-200 m length and 11-12 m draft). These bulkers are well suited for small ports with length and draught restrictions. Primarily used for carrying dry cargo such as iron ore, coal, cement, grains etc.

One very important size is the ‘SUPRAMAX” a type which became more &more popular since 2001. These vessels are ranging between 50000dwt and 61000 DWT, have usually live cargo holds and deck cranes with lifting capacity between 25mt and 40mt with most vessels being fitted with own grabs . A fairly big number are constructed as double-hull vessels. Supramax vessels are very popular among dry cargo shippers due to their larger cargo carrying capacities and onboard cargo handling facilities as well as flexibility. Their favourable size allows them to trade in a much wider range of world ports and terminals.

The term “PANAMAX” (length 200-230m, draft l3-15m) refers to design size limitations imposed by the Panama Canal locks and adopted by the international shipping community: beam must not exceed 106 feet (322m), fully loaded vessels must not exceed 80000tons DWT. Generally carry grain, coal, and iron ore from US ports.

1.4 DESIGN FEATURES:

Some of the important factors that play when the design of the bulk carrier is done are as follows:

Stowage factor

It is defined as a space occupied by cargo in cubic meter per ton. This is the inverse of the average density of the cargo (ton/cubic meter). The designer has to note that when the ship is designed to carry heavy cargoes like (iron, ore) the cargo volume is not the primary design criteria and conversely when the ship is designed to carry the light load (like; grain) the cargo volume is a primary design criterion.

CHAPTER 2

LINES PLAIN & GA PLAN

2.1 LINES PLAN:

The lines plan (lines drawing) consists of projections of the hull with a series of planes. The planes are equally spaced in each of three dimensions. These set of planes are mutually perpendicular or orthogonal in nature.

⮚ BODY PLAN ⮚ HALF BREADTH PLAN ⮚ SHEER PLAN

2.1 GA PLAN:

A GA=General Arrangement of a typical bulk carrier shows a clear deck with machinery aft. Large hatches with steel covers are designed to facilitate rapid loading and discharge of the cargo. Since the bulk carrier makes many voyages in ballast a large ballast capacity is provided to give adequate immersion of the propeller.

The general-purpose bulk carrier, in which usually the central hold section only is used for cargo. The partitioned tanks which surround it are used for ballast purposes either on ballast voyages or in the case of the saddle tanks, to raise the ship's centre of gravity when a low-density cargo is carried. Some of the double-bottom tanks may be used for fuel oil and freshwater.

CHAPTER 2

S.NO> 0 1 2 3 4 5 6 7 8 9 10 Water> 0 A B C D E F G H J K Station 0 0 0 0 0 0 0 0 3.7377 6.1271 7.4342 8.1 0.25 0 1.0027 1.1873 0.8496 0.6727 1.167 3.24 7.0121 8.9922 10.129 10.88 0.5 0 1.4 1.9392 2.267 2.9413 4.32 6.7143 9.6011 11.219 12.167 12.81 0.75 0 2.8176 3.7234 4.1072 4.9686 6.7806 9.0248 11.172 12.972 14.250 15.12 1 0 4.4494 5.5798 6.5386 7.8401 9.4156 11.126 13.040 14.58 15.683 16.38 1.5 0 7.6502 9.5814 11.050 12.377 13.624 14.780 15.731 16.541 17.130 17.64 2 8.046 11.916 13.497 14.711 15.638 16.506 17.110 17.463 17.661 17.857 18 2.5 11.72 15.045 15.998 16.761 17.303 17.699 17.943 18 18 18 18 3 13.85 16.611 17.177 17.570 17.856 17.978 18 18 18 18 18 3.5 14.45 17.301 17.819 17.977 18 18 18 18 18 18 18 4 15.57 17.697 17.944 18 18 18 18 18 18 18 18 5 15.57 17.697 17.944 18 18 18 18 18 18 18 18 6 15.57 17.697 17.944 18 18 18 18 18 18 18 18 6.5 15.57 17.697 17.944 18 18 18 18 18 18 18 18 7 15.57 17.697 17.944 18 18 18 18 18 18 18 18 7.5 15.57 17.697 17.944 18 18 18 18 18 18 18 18 8 13.98 17.249 17.792 17.969 18 18 18 18 18 18 18 8.5 10.84 15.66 16.756 17.194 17.316 17.288 17.379 17.55 17.725 17.882 18 9 7.397 12.087 13.802 14.547 14.792 14.94 15.016 15.253 15.783 16.506 17.28 9.25 3.098 9 10.542 11.312 11.821 12.037 12.24 12.777 13.671 14.791 16.02 9.5 0 5.94 7.5903 8.475 8.7415 8.7734 8.898 9.4639 10.44 11.652 12.96 9.75 0 3.0626 4.6963 5.3701 5.4706 5.2183 4.9538 4.9647 5.5159 6.6599 8.099 10 0 2.0425 3.1487 3.4338 3.2359 2.4214 1.3872 0.3466 0 0.36 1.439

Table 2.1 Offset table

CHAPTER 3

SCANTLING CALCULATION

3.1 INTRODUCTION

Ship structural scantlings are a contract design level task. They form the general plan for the material thicknesses and section profiles on a vessel. This is starting to form the major details. After the ship scantlings get calculated, you have a good idea of the structural arrangement, the ship structural weight, and any major challenges.

Ship structural scantlings are a contract design level task. They form the general plan for the material thicknesses and section profiles on a vessel. This is starting to form the major details. After the ship scantlings get calculated, you have a good idea of the structural arrangement, the ship structural weight, and any major challenges. If the engineer has scantling calculations already developed for your vessel, or if they will need to be developed from scratch. Rules already developed are a lot faster to reapply than to create from scratch. Also, ask to see an example of the scantling rules. See what level of quality and what type of presentation you are getting.

3.2 SCANTLING CALCULATION S.NO. PARTICULARS SYMBOL VALUE UNITS 1 Length overall LOA 236 m 2 Length between perpendiculars LBP 287.00 m 3 Length at waterline LWL 231 m

4 Rule Length L,L 1,L 2, 224.07 5 Breadth B 36.00 m 6 Depth D 20.00 m 7 Draft T 14.00 m 8 Block coeffecient CB 0.83 - 9 Speed V 12.5 knots 10 Dead Weight DWT 80,000 T

PLATING THICKNESS K=1 MEMBERS a b THICKNESS (t) CORROSION ALLOWANCE t' FINAL t UNITS KEEL 5.00 0.05 16.20 0.81 17.01 14.00 mm BOTTOM PLATE 4.50 0.04 12.34 0.62 12.96 11.00 mm SIDE SHELL (1.1) 4.00 0.04 11.84 0.59 12.43 10.00 mm Shell SIDE SHELL (1.2) 4.00 0.03 9.60 0.48 10.08 10.00 mm SIDE SHELL (1.3)EW 4.00 0.01 6.24 0.31 6.55 6.00 mm Sea Chest Boundaries 4.00 0.05 15.20 0.76 15.96 14.00 mm Deck in Machinery 4.00 0.02 8.48 0.42 8.91 8.00 mm Deck HOLD INTENDED FOR CARGO IN BULK 4.50 0.02 7.86 0.39 8.25 8.00 mm Other Decks 4.50 0.01 6.74 0.34 7.08 8.00 mm CARGO SPACES LOADED THROUGH CARGO HATCHES EXCEPT CONTAINER 5.50 0.03 11.10 0.56 11.66 10.00 mm Inner Bottom HOLDS Other Spaces 4.50 0.02 8.98 0.45 9.43 8.00 mm Peak Bulkheads 4.50 0.02 7.86 0.39 8.25 8.00 mm Watertight Bulkheads 4.50 0.01 6.74 0.34 7.08 8.00 mm Bulkheads Non-Watertight Bulkheads 5.00 0.05 16.20 0.81 17.01 15.00 mm Other Non-Watertight Bulkheads 5.00 0.00 5.00 0.25 5.25 6.00 mm

Place MEMBERS THICKNESS (t) CORROSION ALLOWANCE t' FINAL t UNITS Tank Boundary 6.74 0.34 7.08 6.00 mm Stiffeners Other Structures 5.62 0.28 5.90 6.00 mm Brackets Brackets 6.74 0.34 7.08 6.00 mm

PRIMARY SUPPORTING MEMBERS MEMBERS a b THICKNESS (t) CORROSION ALLOWANCE t' FINAL t UNITS Bottom center Girder 5.00 0.03 11.72 0.59 12.31 11.00 mm Other Bottom Girder 5.00 0.02 8.81 0.44 9.25 8.00 mm Floors 5.00 0.02 8.36 0.42 8.78 8.00 mm S.NO. PARTICULARS FORMULA VALUES UNITS 1 Longitudinal Framing 550+2L 1006.00 mm 2 Transverse Framing 450+2L 906.00 mm 3 DB B/15 2.40 m 1.94 m 4 Keel platewidth 0.8 + L/200 0.97 80.00 cm 5 Area of Bilge Keel π
/2 h 170.97 cm 6 Bilge Keel lever r- (2r/ π) 35.94 cm

7 MOI od Bilge Keel (π
^3 ℎ)/4 −A (2
/π) ^2 158025.86 cm

Required Sectional Modulus of stiffeners Elements Units Values fu - 1.15 P N/mm 2 25.00 s mm 900.00

lbdg mm 2700.00

fbdg - 8.00

Cs - 0.85 2 ReH N/mm 235.00 3 Zstiffeners mm 118040519.40 3 Zstiffeners cm 118.04 s = Frame Spacing

l = 3 * fram spacing Sectional Modulus of stiffeners Dimensionsselected from standard cm data 20 x 20 x 2.0 Unit Area cm 2 76 Z cm 3 197 Required Sectional Modulus of Midship S.NO. DESCRIPTION QUANTITY BREADTH HEIGHT UNIT AREA TOTAL AREA LEVER 1st MOMENT 2nd MOMENT MOI TOTAL MOI UNITS cm cm cm 2 cm 2 cm cm 3 cm 4 cm 4 cm 4 1 Keel Plate 2.00 80.00 1.40 112.00 224.00 0.70 156.80 109.76 18.29 36.59 3 Bilge Plate 2.00 99.00 1.10 170.97 341.95 35.94 12290.45 441751.80 158025.86 316051.72 4 Side shell 2.00 1240.00 1.00 1240.00 2480.00 800.00 1984000.00 1587200000.00 158885333.33 317770666.67 5 Deck plate 2.00 1350.00 0.80 1080.00 2160.00 1420.40 3068064.00 4357878105.60 57.60 115.20 7 Tween Deck Plate 2.00 600.00 0.80 480.00 960.00 180.40 173184.00 31242393.60 25.60 51.20 8 Bottom Longitudinals 2.00 20.00 2.00 76.00 152.00 6.56 997.12 6541.11 2820.00 5640.00 9 Inner Bottom Longitudinals 2.00 20.00 2.00 76.00 152.00 178.90 27192.80 4864791.92 2820.00 5640.00 10 Deck Longitudinals 2.00 20.00 2.00 76.00 152.00 1405.20 213590.40 300137230.08 2820.00 5640.00 11 Tween Deck Longitudinals 6.00 20.00 2.00 76.00 456.00 942.87 429948.72 405385749.63 2820.00 16920.00 12 Side Longitudinal 1 2.00 20.00 2.00 76.00 152.00 90.00 13680.00 1231200.00 2820.00 5640.00 13 Side Longitudinal 2 2.00 20.00 2.00 76.00 152.00 270.00 41040.00 11080800.00 2820.00 5640.00 14 Side Longitudinal 3 2.00 20.00 2.00 76.00 152.00 360.00 54720.00 19699200.00 2820.00 5640.00 15 Side Longitudinal 4 2.00 20.00 2.00 76.00 152.00 450.00 68400.00 30780000.00 2820.00 5640.00 16 Side Longitudinal 5 2.00 20.00 2.00 76.00 152.00 540.00 82080.00 44323200.00 2820.00 5640.00 17 Side Longitudinal 6 2.00 20.00 2.00 76.00 152.00 630.00 95760.00 60328800.00 2820.00 5640.00 18 Side Longitudinal 7 2.00 20.00 2.00 76.00 152.00 720.00 109440.00 78796800.00 2820.00 5640.00 19 Side Longitudinal 8 2.00 20.00 2.00 76.00 152.00 810.00 123120.00 99727200.00 2820.00 5640.00 20 Side Longitudinal 9 2.00 20.00 2.00 76.00 152.00 900.00 136800.00 123120000.00 2820.00 5640.00 21 Side Longitudinal 10 2.00 20.00 2.00 76.00 152.00 990.00 150480.00 148975200.00 2820.00 5640.00 22 Side Longitudinal 11 2.00 20.00 2.00 76.00 152.00 1080.00 164160.00 177292800.00 2820.00 5640.00 23 Side Longitudinal 12 2.00 20.00 2.00 76.00 152.00 1170.00 177840.00 208072800.00 2820.00 5640.00 24 Side Longitudinal 13 2.00 20.00 2.00 76.00 152.00 1260.00 191520.00 241315200.00 2820.00 5640.00 25 Side Longitudinal 14 2.00 20.00 2.00 76.00 152.00 1350.00 205200.00 277020000.00 2820.00 5640.00 26 Bottom Centre Girder 1.00 1.10 178.00 195.80 195.80 90.40 17700.32 1600108.93 19.74 19.74 27 Bottom Side Girder 8.00 8.00 176.00 1408.00 11264.00 89.10 1003622.40 89422755.84 7509.33 60074.67 SUM 26381.94 9082730.92 8396760527.41 318260392.17

Distance to Neutral Axis from Keel

YKEEL 344.28 cm 3.44 m

YDECK 10.76 m 3 ITotal 8715020919.58 cm 87.15 m3 I at Neutral Axis 5588033253.85 cm 3 55.88 m3

Required section modulus of midship 3 Z KEEL 25.31 m 3 ZDECK 8.10 m

Minimum section modulus midship k 1.000 - fr 0.700 -

CW0 10.088 - L2 50207.365 m2 B 36.000 m

CB 0.800 - 3 ZR-gr 23.25 m CHAPTER 4

MIDSHIP SECTION INCLUDES ALL STIFFENERS

4.1 INTRODUCTION

Midship The Midship section part is the overall area section of the ship. So, In the most area, the midship show the overall ship strength also. Sometimes it shows the capacity and the other most useable information on the ship. Then the cross-section of a ship amidships showing details of frames, beams, and other structural parts.

Stiffeners Stiffeners are secondary plates or sections which are attached to beam webs or flanges to stiffen them against out of plane deformations. Almost all main bridge beams will have stiffeners. However, most will only have transverse web stiffeners, i.e. vertical stiffeners attached to the web. Deep beams sometimes also have longitudinal web stiffeners. Flange stiffeners may be used on large span box girder bridges but are unlikely to be encountered

4.2 MIDSHIP SECTION PRODUCED BY AN AUTODESK STUDENT VERSION

Navigational signals raddar

radio signals antenna for communication PRODUCED BY AN AUTODESK STUDENT VERSION

PRODUCED BY AN AUTODESK STUDENT VERSION PRODUCED BY AN AUTODESK STUDENT VERSION STUDENT AUTODESK AN BY PRODUCED CHAPTER 5

EQUIPMENT NUMBER CALCULATION

5.1 Equipment Number Calculation

Anchors and chains are, the quantity, mass and sizes of these are to be determined by the equipment number (EN).

2/3 EN= Δ +2Bhd k +0.1A.

EN=109567

Design of the anchoring equipment

The anchoring equipment required herewith is intended for temporary mooring of a vessel within a harbour or sheltered area when the vessel is awaiting berth, tide, etc.

The equipment is therefore not designed to hold a ship off fully exposed coasts in rough weather or to stop a ship which is moving or drifting. In this condition, the loads on the anchoring equipment increase to such a degree that its components may be damaged or lost owing to the high energy forces generated, particularly in large ships.

The anchoring equipment presently required herewith is designed to hold a ship in good holding ground in conditions such as to avoid dragging of the anchor. In the poor holding ground, the holding power of the anchors will be significantly reduced.

The Equipment Numeral (EN) formula for anchoring equipment required hereunder is based on an assumed current speed of 2.5 m/sec, wind speed of 25 m/sec and scope of chain cable between 6 and 10, the scope being the ratio between the length of chain paid out and water depth.

It is assumed that under normal circumstances a ship will use only one bow anchor and chain cable at a time.

Manufacture of anchors and anchor chain cables is to be in accordance with UR W29 and UR W18.

CHAPTER 5

Super high holding power (SHHP) anchors (a) Definition A super high holding power anchor is an anchor with a holding power of at least four times that of an ordinary stockless anchor of the same mass. A super high holding power anchor is suitable for restricted service vessels’ use and does not require prior adjustment or special placement on the sea bed. (b) Limitations to Usage The use of SHHP anchors is limited to restricted service vessels as defined by the individual classification society. The SHHP anchor mass should generally not exceed 1500kg.

(c) Application The unified requirement for the design of SHHP anchors applies down to EN ≥ 205. For EN < 205 the design criteria for SHHP anchors apply to the anchor mass given in Recommendation 10 for ordinary stockless anchors, CHAPTER 5

5.2 Anchor Material Selection and Toughness

Welded Steel Anchors: UR W11 Normal and Higher Strength Hull Structural Steel

Anchor Design i) Anchor Use A super high holding power anchor is to be suitable for vessels in restricted service and is not to require prior adjustment or special placement on the sea bed. ii)Anchor Mass When super high holding power anchors of the proven holding power given in e) below are used as bower anchors, the mass of each such anchor may be reduced to not less than 50% of the mass required for ordinary stockless anchors

5.3 Chain cables for bower anchors

CHAPTER 6

CAPACITY CALCULATION

6.1 INTRODUCTION

The Capacity Calculation is one of the very important for the travel area and distance. In the design area, the capacity calculation going to a major power. Because of that, only going to travel on the sea. According to that, the ship going to have the fule capacity on the ship and the freshwater capacity on the ship. The freshwater tank, lube-oil tank, fuel oil tank, sewage and ballast water are going to store according to the ship travel distance and how many people are going to travel onboard. The capacity will be calculated and arranged in the ship area for the allocate.

6.1 CAPACITY CALCULATION

MAIN PARTICULARS

Lbp 236 m

RULE LENGTH 228.92 m

B 36 m

D 20 m

T 14 m

DWT 80,000 T

Cb 0.83 -

SHIP TYPE Bulk Carrier

FUEL CAPACITY CALCULATIONS

ROUTE : PORT OF MANGALORE ( INDIA) TO PORT OF RAS TANURA (SAUDI ARABIA ) CHAPTER 6

RANGE : 2037 nm

3772524 m

SPEED : 12.5 knots

6.43 m/s

TIME : 586706.6874 s

DAYS : 6.79058666 days

CONSIDERING MARGIN : 8 days 192 hours

CAPACITY FOR PROPULSION POWER :

SFC : 170 g/kWh

MASS OF THE FUEL CONSUMED PER HOUR : 1734000 GRAMS

MASS OF FUEL CONSUMED IN 192 HOURS : 332928000 GRAMS

332928 KG

VOLUME REQUIRED : 401.1180723 m3

CHAPTER 6

CAPACITY FOR FRESHWATER :

CONSIDERING 50 LITRES PER PERSON PER DAY

LITRES CONSUMED BY 20 PERSON PER DAY : 1000 LITRES

1 LITRES CONSUMED BY 20 PERSON 8 DAYS : 8000 LITRES 1 LITRE= KG

8 m3

CAPACITY REQUIRED : 8000 KG

SEWAGE WATER CAPACITY :

LITRES PER PERSON PER DAY : 15 LITRES

0.72 LITRES FOR 20 PERSONS PER DAY : 300 LITRES 1 LITRE= KG

LITRES FOR 20 PERSONS FOR 8 DAYS : 2400 LITRES

1728 KG

CAPACITY REQUIRED : 1.234285714 m3

BALLAST WATER CAPACITY :

BETWEEN (2/3) AND (3/4) OF FUEL AND FRESHWATER CAPACITY

0.708333333 CHAPTER 6

FRESHWATER CAPACITY : 8 m3

401.1180 FUEL CAPACITY : 723 m3

LUBE OIL CAPACITY :

Lubricating oil usage for the main engine crankcase and cylinders plus that used in generators and other machinery can be approximated to 35 litres per day per 1000 KW of main engine power.

1000 kw: 35 litres

1 kw: 0.035 litres

10200 kw: 357 litres/per day

FOR 8 DAYS : 2856 litres

CONCLUSION:

The initial ship design Internship has been completed successfully In the following titles

CHAPTER 1 INTRODUCTION

CHAPTER 2 LINES PLAN AND GA PLAN

CHAPTER 3 SCANTLING CALCULATION

CHAPTER 4 MIDSHIP SECTION INCLUDES ALL STIFFENERS

CHAPTER 5 EQUIPMENT NUMBER CALCULATION

CHAPTER 6 CAPACITY CALCULATION

REFERENCES:

✔ www.marinetraffic.com. ✔ www.dnvgl.com ✔ www.port.com ✔ BSRA series\ ✔ INA ✔ The principal of naval architecture ✔ Ship design and construction by ROBERT TAGGART ✔ Ship construction by D.J.EYRES ✔ www.google.com ✔ www.bing.com

AMET ACADEMY0F MARITIME EDUCATION AND TRAINING ANTRE DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET) (Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA

Structural Design of 16m Yatch

Home Based Internship Report

In Department of Naval Architecture and Offshore Engineering

MAY 2020

Submitted By Christan Britto ANA17027

(Sighatitre of Hob BONAEIDE CERTIFICATE

This is to certify that the Home based Internship entitled "Structural Design of 16m Yatch" submitted by Mr. Christan Britto to the Department of Naval Architecture & Offshore Engineering, AMET, India for the award of degree of Bachelor of Engineering is a Bonafide record of technical work carried out by him under my supervision. The contents of this Internship, in full or in parts, have not been submitted to any other institute or university for the award of any degree or diploma.

Signature Signature (Mentor) (HOD) Mr. Gopi Krishna Mr. MSP Raju

Assistant Professor Associate Professor

Department of Naval Architecture & Department of Naval Architecture & Offshore Engineering Offshore Engineering AMET ACADEMY OF MARITIME EDUCATION AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP ALLOCATIQN REPORT 2019-200 Name of the Department:..AMad...Aatbi.lk.clhnt.d.lakert...h.a.MI. (in view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak)

Name of the Programme ******s*e******** ***s** Year of study and Batch/Group Name of the Mentor .La..A.. eAi..Kaahn.a.. s*** Title of the assigned internship ShurtuDesi 16m Yatek

Nature of Internship : Individual/Group

Reg No of Students who are assigned with this internship: ANAI7027

Total No. of Hours Required to complete the Internship: bo

Signature of the Mentor Signature of the Internal Signature of HoD/Programme Examiner Head lwmn ny ACADEMY OFAMET MARITIME EDUCATION AND TRAINING AM DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP EVALUATION REPORT 2019-20 n Name of the Department: ..auak.A.las.t.akas....aau.. hn. (tn view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student MChulaa Biddo- Register No and Roll No ANATO21,NA 0y Programme of study ReA)11 Year and Batch/Group Semester l/IV VI/ vii Title of Internship Stuttar Dexhn l6wm ystel Duration of Internship Hours Mentor of the Student Y6api V»nhre Evaluation by the Department SI Criterion Max. Marks Marks No. Allotted Regularity in maintenance of the diary. 10 Adequacy &quality of information recorded 10 Drawings, sketches and data recorded 10 Thought process and recording techniques used Organization of the information 5 Originality of the Internship Report 20 Adequacy and purposeful write-up of the Internship 10 7 Report Organization, format, drawings, sketches, style, language 10 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 concepts 10 Presentation Skills 10 & Total 100

Signature of the Mentor Signature of the Internal Signature of HoD/Programme Examiner Head u uma

CONTENTS

S.NO TOPIC PG.NO

1. INTRODUCTION & MIDSHIP 1 SECTION DRAWING

2. GENERAL ARRANGEMENT PLAN 2

3. SCANTLING 4

4. EQUIPMENT NUMBER 11

5. CAPACITY CALCULATION 12

6. CONCLUSION 13

1. INTRODUCTION

Report includes the structural design of a YATCH of 16 M. GA plan, scantling calculation, capacity calculation, equipment number calculation and midship section of the vessel are incorporated.

Main dimensions were selected from an existing vessel. Similar model was exported from other vessels. It was then re-created in parent analysis method. Thus the midship of the vessel was obtained.

MAIN PARTICULARS:

TYPE TUNA LONGLINER LENGTH 16 m BREADTH 7 m DEPTH 1.6 m DRAFT 0.7 m SPEED 20 knots ENGINE POWER 82 KW CREW 6 -

MIDSHIP SECTION

2.GENERAL ARRANGEMENT PLAN

The general arrangement drawings (GA’s) present the overall composition of a vessel. Depending on the complexity of the vessel, this is likely to require a number of different projections, such as plans, sections and half breadth, and may be spread across several different drawings.

 General arrangement drawings are likely to be prepared at each stage of development of a vessel design, showing the overall relationship between the main elements and key dimensions.

 The level of detail will increase as the project progresses and they may need to be supplemented by more detailed drawings, showing specific elements and assemblies.

 On very simple projects these may be included on the general arrangement drawings themselves, but generally, separate drawings will be required.  The preparation of general arrangement for vessels constructed from fiber reinforced plastic is done by referring rules for High Speed Craft & Light Craft Rules 2016 from Indian Register of Shipping.

 Lines plan was generated from an existing vessel’s plan from software by importing a model.

 Frame spacing (Sr) is obtained for the vessel is based on general rule for the transverse frame spacing from Indian Register of Shipping for vessels less than 100 metres.

 General Arrangement plan is used in allocating proper spaces according to the requirements of the owner and functionality of the ship.

 And mainly general arrangement consists of galley,deck interiors,crew cabin,open sky lounge in the yatch general arrangement.

3.SCANTLING

The hull is prepared from fiber composite and sandwich construction. The scantlings are obtained from the Indian Register of Shipping, rules for high speed craft and light craft, July 2016. Dimensions of all the structural members of the ship (plates, stiffeners, girders, beams, pillars, etc.) are collectively called scantlings. The loads calculated from the classification rule book are used to find the thickness of various structural members.

Fibre-reinforced plastics (FRP) - Heterogeneous materials, consisting of a thermosetting resin as the matrix and an embedded reinforcing material.

Thermosetting resin - Two-component mixture consisting of resin and hardener as well as possible additives.

Reinforcing materials -Material generally in the form of fibre products which are embedded in a matrix in order to improve certain properties. In doing so, fibres of different materials displaying isotropic or anisotropic properties are processed in the form of semi-finished textile products (mats, roving, fabrics, non-woven). For special requirements, mixtures of different fibre materials are also used (hybrids).

Prepreg - Reinforcing material which is pre-impregnated with a thermosetting resin which can be processed without any further addition of resin or hardener.

Laminate -A moulded part which is manufactured by placing layers of reinforcing material on top of each other together with the thermosetting resin.

Sandwich laminate -Two laminate layers connected together by means of an intermediate core of a lighter material.

Additives:

Catalysts, which initiate the hardening process, and accelerators, which control the working time (pot life, gel-time) and the cure time, shall be used in accordance with the processing guidelines provided by the manufacturer. For cold-setting systems, catalysts shall be proportioned in such a way that complete curing is ensured between temperatures of 16 °C and 25 °C. Cold- setting systems that are to cure at temperatures outside of this range, as well as warm curing systems, may be used after consultation with GL Head Office (GL- HO).

THICKNESS OF PLATE :

Panels Values Units

For Hull Bottom 11.32 mm

For Hull Side 10.82 mm

Passenger Deck 8.58 mm

Super structure tp 3.15 mm

AFT BULKHEAD 7.48 mm

Forward BULKHEAD 7.48 mm

PRESSURE ON THE VESSEL :

 Design pressure is the pressure used in the design of a vessel component for the purpose of determining the acceptable thickness and inherent details of the component.

 Therefore, estimating design pressure for each and every place acting on the vessel is an important component and it is also directly proportional to the thickness of the material.

 The design pressure acting on each element is estimated by the formulas given by the classification society.

Panels Values Units For Hull Bottom 75 Kn/m^2

Side 28.08 Kn/m^2

Fwd Bulkhead and Tank 10.8 Kn/m^2

Aft Bhk 5.4 Kn/m^2

Deck house 4.6 Kn/m^2

DIMENSION OF STIFFNESS :

h 75 mm BOTTOM STIFFNER (TRANSVERSE) b 100 mm

h 75 mm SIDE SHEEL STIFFNER(TRANSVERSE) b 100 mm

h 50 mm b 65 mm BOTTOM STIFFNER (LONG) h 50 mm SIDE SHEEL STIFFNER(LONG) b 65 mm

h 50 mm DECK SHEEL STIFFNER b 65 mm

h 25 mm SUPERSTRUCTURE STIFFNER b 36 mm

STIFFENING MEMBERS OF THE VESSEL :

 Stiffening members in a vessel is used as an additional strength for a panel to avoid bending due to loads acting from one direction.  The dimension of the stiffener members is based on the minimum required section modulus and moment of inertia provided by the class rules.

Midship section with stiffeners :

Displacement :

Displacement = lightship weight + dead weight

Displacement Lightship weight 15000 kg Deadweight 3100 kg 18100 kg Displacement 18.1 t 4.EQUIPMENT NUMBER :

 The equipment number is used to decide the size of anchor, chains, winches etc. The arrangements of anchoring and mooring and Equipment Number calculations are to be submitted for approval.

 Equipment number is a dimensionless parameter used to determine the size and number of anchors and chain cables for a new vessel.

 The equipment number is calculated as per DNV rules. Based on the equipment number which is found out to be 67, the anchor and chain cable specifications are found out which are as follows,

 Mass of anchor – 171 kg  Length of stud chain cables – 130 m  Diameter of the cable 14 mm  Minimum breaking strength of rope – 82 kN

WEIGHT OF THE CABINS 1 CABIN 2000 Kg EQUPIMENT WEIGHT ASSUMTION S.NO NAME WEIGHT UNIT 1 Equipment assume 100 Kg 2 Anchor weight 114 Kg

NAVIGATION WEIGHT ASSUMTION S.NO NAME WEIGHT UNIT 1 Navigation weight 100 Kg

5.CAPACITY CALCULATION

 A basic characteristic of any ship is the size of the load that it is able to carry. Under considerations of capacity are included the volume of all cargo spaces, store rooms and tanks.

 This information is needed to check the adequacy of the vessel's size, and to determine its trim and stability characteristics. The calculations are called capacity calculations and lead to capacity curves and plans.

FRESH WATER TANKS sea day 1 day No of crews 6+2 8 liter per person 80 lit total 640 lit/m^3 volume 0.64 m^3 L 1 B 1 H 0.64

SEWAGE CALCULATION No of crews 6+2 8 sea day 1 day liter per person 40 lit total 320 lit/m^3 tank 1 160 lit/m^3 tank 2 160 lit/m^3 volume 0.16 m^3 L 1 B 1 H 0.16

FUEL TANK Fuel Type Diesel Engine speed, rpm 3500 fuel per hour 57 litter per hour No of days 1 days No of hours 24 hours No of hours engine gonna run 15 hours total Fuel Tank 1710 tank 1 855 tank 2 855 volume 0.855 m^3

5.Conclusion :

 This project contains the detailed study about the general arrangement of the vessel. And also it includes the calculation of the vessel such as scantling calculation, equipment calculation, mid ship section, displacement, capacity calculation.

 The same process also can be applied to design other vessels. And this can be also further continued for the detailed design process.

AMET ACADEMY OF MARITIME EDUCATION AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET) (Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI- 603 112. TAMILNADU, INDIA

Design of 220m° Hold Wetfish Trawler

Home Based Internship Report

In

Department of Naval Architecture and Offshore Engineering

MAY 2020

Submitted By Mohamed Nooh ANA17034

(Signataror thop BONAFIDE CERTIFICATE

of 220m' Hold Wetfish This is to certify that the Home based Internship entitled "Design Architecture& Trawler" submitted by Mr. Mohammed Nooh to the Department of Naval of Bachelor of is a Offshore Engineering, AMET, India for the award of degree Engineering Bonafide record of technical work carried out by him under my supervision. The contents of this Internship, in full or in parts, have not been submitted to any other institute or university for the award of any degree or diploma.

Signature Signature (Mentor) (HOD) Mr. Gopi Krishna Mr. MSP Raju

Assistant Professor Associate Professor

Department of Naval Architecture & Department of Naval Architecture & Offshore Engineering Offshore Engineering AMET ACADEMY OF MARITIME EDUCATION AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP ALLOCATION REPORT 2019-29 Name ofthe Department:..Att...tauaad.c.bn..aka.

view of advisory from the AICTE, internships for the year 2019-20 are offered byt Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak)

Name of the Programme a.. eosdve**e*****e**o *************se ** Year of study and Batch/Group Name of the Mentor lnaAa..Lonseshk... Title of the assigned internship

Dexig 920 1ld wet l rasen

Nature of lInternship :Individual/Group Reg No of Students who are assigned with this internship: AA 17034

Total No. of Hours Required to complete the Internship: 0

Signature of the Mentor Signature of the Internal Signature of HoD/Programme Examiner Head . AMET ACADEMY OF MARITIME EDUCATION AND TRAINING AMEL DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP EVALUATION REPORT 2019-20 M Name of the Department: ..Malal..ddahatz.lama.h..aka M (in view of advisory from the AICTE, internships for the year 2019-2d are offered by the Department itself to facilitate the students to take up required work from their home itself duringthe lock down period due to CoVID-19 outbreak) Name of the Student Ha Mehame d nonk Register No and Roll No A 03 NAo8) Programme of study Be(va)-11 Year and Batch/Group Semester N/V/V/ viu Title of Internship

Duration of Internship w.2..Hours Mentor of the Student YGep: nhns Evaluation by the Department SI Criterion Max. Marks Marks No. Allotted 1 Regularity in maintenance of the diary. 10 2 Adequacy &quality of information recorded 10 Drawings, sketches and data recorded 10 Thought process and recording techniques used 5 5 Organization of the information 5 Originality of the Internship Report 20 Adequacy and purposeful write-up of the Internship 10 Report 8 Organization, format, drawings, sketches, style, language 10 etc. of the lInternship Report 8 9 Practical applications, relationships with basictheory and 10 concepts 8 10 Presentation Skills 10 Total 100

Signature of the Mentor Signature of the Internal Signature of HoD/Programme Examiner Head

PRPHO

ABSTRACT

The aim of this project is to design a Fishing trawler having a fish hold capacity of 220m3 with a service speed of 10knots. The vessel is designed as per the IRS-Classification society (INDIAN REGISTER OF SHIPPING).

This project is done with the help of different empirical formulas and computer software’s. The main dimension are obtained using parent ship analysis, the parent ship data were collected from

Damen data bank and from Aqualis Braemar Company. Using the main dimension CM is calculated and sectional area curve were drawn. Body plan is drawn using the sectional area curve, from the body plan offset of the Wet fish trawler is generated and the half breadth, profile is created with the help of offset. The 3D model is generated using Bentley Maxsurf.

IRS classification society rule is taken for preliminary general arrangement and scantling calculation. Propeller and Rudder calculation and design done in this project. Tonnage calculation is done using international convention of tonnage measurement of ship 1969.

2

TABLE OF CONTENTS:

ACKNOWLEDGEMENT...... i

ABSTRACT...... iii

TABLE OF CONTENTS...... iv

LIST OF TABLES………………………… …………………………………………..vii

LIST OF FIGURES………………………………..….…………………………...... x

CHAPTER 1 INTRODUCTION, OBJECTIVE AND LITERATURE SURVEY

1.1 Introduction……………...... 02

1.2 Objective……………...... 04

1.3 Literature survey……………...... 05

CHAPTER 2 DETERMINATION OF PRINCIPAL DIMENSIONS

2.1 Introduction...... 06

2.2 Parent ship analysis ...... 07

2.3 Empirical formula ...... 09

2.4 Estimation Of Block Coefficient,Midship Coefficient And Waterplane Area Coefficient……………………….……………………………………………10

2.5 Deadweight Estimation……………………………………………….11

2.6 Lightship Weight Estimation………………………………………...12

2.7 Main Parameters...... 13

3

CHAPTER 3 LINES PLAN AND 3D MODEL

3.1 Introduction...... 14

3.2 Lines Plan………………...... 14

3.3 3D Model……………………………………………..….…………...16

3.4 Bonjeans Curve…………………………………………………...... 18

CHAPTER 4 HYDROSTATICS CALCULATION&STABILITY

4.1 Introduction...... 20

4.2 Hydrostatics ...... 20

4.3 GZ & KN Curves…………………………………………………...…21

CHAPTER 5 RESISTANCE, POWERING CALCULATION& ENGINE SELECTION

5.1 Introduction……………………………………………….……...... 26

5.2 Resistance calculation...... 26

5.3 Power calculation…………………………………….…………….…29

5.4 Electric load calculation………………...... 33

CHAPTER 6 CAPACITY CALCULATION & VOLUME CHECK

6.1 Introduction...... 36

6.2 Capacity calculation...... 36

CHAPTER 7 SCANTLING

7.1 Introduction...... 39

7.1 Scantling...... 40

4

CHAPTER 8 GENERAL ARRANGEMENT

8.1 Introduction…………...... 44

8.2 General Arrangement………………………………………………….47

CHAPTER 9 TONNAGE CALCULATION AND DEAD WEIGHT CHECK

9.1 Introduction...... 46

9.2 Gross Tonnage………………………………………..…….…………47

9.3 Net Tonnage……………………………………………..…………….48

9.4 Dead Weight check……………………………………………………49

CHAPTER 10 RUDDER AND PROPELLER CALCULATION

10.1 Introduction…...... 57

10.2 Rudder Design……………………………..……....……....…….…….57

10.3 Propeller Design……………………………..……….…….….………58

CHAPTER 11 EQUIPMENT NUMBERING & TECHNICAL SPECIFICATION

11.1 Introduction…...... 59

12.2 Equipment Numbering…….………………………..……....…………59

12.3 Technical Specification.……………………....……...... …………..…60

CHAPTER 12 CONCLUSION

12.1 Conclution…...... 61

REFERENCES...... 62

5

LIST OF TABLES S.NO TITLE TABLE PAGE NUMBER NUMBER

1 Operation of fishing vessels 1 1 2 Owners requirement 2 2 3 Parent ship analysis 3 3 4 Coefficient values 4 10 5 Faired offset values 5 14 6 Bonjean offset 6 18 7 Hydrostatics 7 23 8 KN Values 8 25 9 Calculation of GZ 8 25 10 IMO Criteria 9 26 11 Power and Resistance 10 29 12 Main Engine specifications 11 33 13 Current load estimation 12 34 14 Main Parameters 13 39 15 Single plate panels 14 40 16 Stiffener size 15 41 17 Transverse strength 16 41 18 Top hat section parameters 17 42 19 Section modulus 18 42 20 Gross tonnage 19 47 21 Net tonnage 20 48 22 Dead weight 21 51 23 Rudder area 22 53 24 Propeller clearance 23 56

1

25 Anchoring parameter 24 57 26 Anchoring equipment 25 58 27 Mooring lines 26 58

2

LIST OF FIGURES S.NO TITLE FIGURE PAGE NUMBER NUMBER 1 Wet fishing trawler 2

2 Net Equipments 3 3 F/H vs. LBP 6 4 F/H vs. L/B 6 5 F/H vs. B/T 7 6 F/H vs. T/D 7 7 F/H vs. B/D 8 8 Lines Plan 15 9 Aft view 16 10 Fwd view 16 11 Hull view 17 12 Bonjeans Curve 18

13 Hydrostatic curve 22 14 Cross Curves (KN) 24 15 GZ Curve 25 16 Speed vs. Power 30 17 Main Engine 32 18 Auxiliary Engine 35 19 Midship Section 43 20 General Arrangement plan 46

CHAPTER 1 INTRODUCTION, OBJECTIVE&LITERATURE SURVEY

3

1.1 Introduction

Fishing in India is a major industry in its coastal states. India has 7,500 kilometres (4,700 mi) of marine coastline, 3,827 fishing villages and 1,914 traditional fish landing centres. India's fresh water resources consist of 195,210 kilometres (121,300 mi) of river and canals, 2.9 million hectares of minor and major reservoirs, 2.4 million hectares of ponds and lakes, and about 0.8 million hectares of flood plain wetlands and water bodies. The total coastline length is 8118km and it is spread over nine maritime states such as Gujarat, Maharashtra, Goa, Karnataka, Kerala, Tamil Nadu, Andhra Pradesh, Odisha and West Bengal. The figure 1.1 gives the extend of Exclusive Economic Zone (EEZ), which is covered over 2.02 million sq. km, which includes 0.5 million sq. km, continental shelf. There are 3432 marine fishing villages and 1535 marine fish landing centres which is spread over the entire coastal states.

There are total 1,99,141 fishing vessels in India. Table 1.1 gives the classification of fishing vessels used in various states in India. About 36.5% of the total vessel are mechanised vessel, 36.9% are motorised vessel and 26.6% are non-motorised vessel.

4

TABLE 1.1 FISHING VESSELS OPERATING ALONG INDIAN COASTAL

Based on the International Standard Classification of Fishing Vessels by Vessel Type (ISSCFV) of FAO are: PurseSeiners •Trawlers •Gillnetters •Longliners • Dolnetters

1.2 WET FISH TRAWLER:

Wet Fish Trawler is a type of fishing trawler, this type is distinguished by the way the catch is stored on board. The fish are stored in an insulated hold which is fixed at the forward of the fishing trawler. The fish are stored “Wet” or fresh, after sorting. This type of trawler normally operates on fishing voyage for 10 to 20 days. This vessel has ten different varieties of fishing nets are used for

catching fish. The nets can be deployed up to 70 meters depth. The nets are pulled along the bottom of the sea or in mid water at a specific depth.

There are many variants of trawling gear used in this vessel. According to the size of the net grid the catch is deciding. A pair of winch are fitted on board to which will helps to haul the net. A pair of Otter board is there made up of steel and rectangular in shape which is having two ends one is connected with the trawl and the other is connected with the cable which reeled over the winch drum, this will help to maintain the lateral spread during trawling. Fish finder is used on wheel house to detect the fish availably.

FIG 1.1 WET FISHING TRAWLER

2

1.1.1EQUIPMENTS USED IN WET FISH TRAWLER

Winches

Nets are fitted with trawl winches and equipment necessary to haul the net on board and the ‘cod end’ over the deck. A pair of winches are used at port and starboard side and the both end of the trawl is connected to the winches which will help to haul the both end of the net equally.

Trawl

Trawl is a conical shaped nets towed over the sea bed. Ten different types of nets are carrying at the aft side. Each net have different mesh this will determine type of fish. Each net will have average of 200kg

Otter board

One of pair of large, heavy, square of rectangular or board of metal or weighted wood attached to the trawl lines on each side of the mouth of a trawl net to maintain lateral spread during trawling. The otter board have two connecting end. One end is connect to net and the other to trawling cable.

FIG 1.2 NET EQUIPMENTS

3

1.2 OBJECTIVE

The objective of this project is to design a WET FISHING TRAWLER with owner’s requirements.

1.2.1 Owners Requirement The Owners requirement is formed based on the consultation with the guide and field survey in Port of Vadakara/Harbour.

Type WET FISH TRAWLER

Fish Hold 220m3

Speed 10 knots

Voyage 8days

No of Crew 10

TABLE 1.1 OWNERS REQUIREMENT

CHAPTER 2

DETERMINATION OF PRINCIPAL DIMENSIONS

2.1 Introduction

The principal dimension of the vessel is obtained on the basics of the owner’s requirement and the parent ship data. Cargo hold is taken as constant and plot graph with LBP, LOA. L/B, B/T and

4

B/T and find out the L, B, T, and D. Using empirical formula light ship weight, CB and Displacement were calculated.

2.2 Parent Ship Analysis

The existing data of Wet fishing trawlers were collected from the organization which I have done internship and Damen vessels.

TABLE2.2 PARENTSHIP ANALYSIS

F/H VS. LBP 50 45 40 35 30 25 F/H VS. LBP 20 Linear (F/H VS. LBP) 15 10 5 y = 0.065x + 21.889 0 0 100 200 300 400

5

FIG 2.1 F/H VS. LBP

F.H CAPACITY VS. L/B 6

5

4

3 F.H CAPACITY VS. L/B

2 Linear (F.H CAPACITY 1 VS. L/B)

0 0 100 200 300 400 fish holding y = 0.0005x + 3.9439

FIG2.2 F/H VS L/B

F.H CAPACITY VS. B/T 4.5 4 3.5 3 F.H CAPACITY VS. B/T 2.5 2 Linear (F.H CAPACITY 1.5 VS. B/T) 1 0.5 0 y = - 0.002 x + 2.9813 0 100 200 300 400

FIG2.3 F/H VS. B/T

6

F.H CAPACITY VS. T/D 0.74

0.72

0.7 F.H CAPACITY VS. T/D 0.68 Linear (F.H CAPACITY 0.66 VS. T/D)

0.64

0.62 y = 0.0003x + 0.6083 0 100 200 300 400

FIG2.4 F/H VS. T/D

F.H CAPACITY VS. B/D 3

2.5

2 F.H CAPACITY VS. B/D 1.5 Linear (F.H CAPACITY 1 VS. B/D)

0.5

0 y = -0.0006x + 1.8485 0 100 200 300 400

FIG2.4 F/H VS. B/D

2.4 Estimation Of Block Coefficient,Midship Coefficient And Waterplane Area

Coefficient

Block Coefficient Cm

7

Cb = 1.08 - 1.68*Fn 0.54

Practical 0.54

Midship Section Coefficient Cm

-3.5 CM (Kerlen) = 1.006 – 0.0056*Cb 0.95

3.5 CM (HSVA) = 1/ (1+(1-Cb) ) 0.93

Average 0.94

Practical 0.9

Waterline Area Coefficient Cw

CWL (Torroja) = 0.248+0.778*Cb 0.66

CWL (Schneekluth) = (1/3)*(1+2* Cb) 0.69

CWL (Parson) = Cb /(0.47+0.551* Cb) 0.7

Average 0.7

Practical 0.76

Prismatic Coefficient Cp

Cp = Cb/Cm 0.6

TABLE2.4COEEFICIENTVALUES 8

2.5 Deadweight Estimation

CARGO DWT Cargo hold volume 220 m^3 Stowage factor of fish in boxes,(sf) 2.2 m^3/t Weight of fish =(volume/SF) 88 t

Fuel oil Main engine power 600 hp sfc 0.24 kg/kwh voyage Duration 192 hour weight of fuel oil 17.18 t Allowance 10% 1.71 t weight of fuel oil with 18.89 t allowance

Lube Oil @ 3% of FO 0.6 t

Fresh Water

Washing water @60 l/person/day t 5.76 potable water @ 15 l/person/day t 1.44 Total 7.2 t Allowance 10% 0.72 t Weight FW 7.92 t

9

Provisions

Provisions @7kg/person/day 0.672 t Allowance 10% 0.0672 t Weight of provision 0.7392 t

Total DWT 126.1492 t

2.6 Lightship Weight Estimation ITEM WEIGHT

Structure 110.5t

Outfit 67 t

Machinery 7.1 t

184.6 t

Margin 5% 10.23

Total 214.33 t

2.7 MAIN DIMENSIONS

LBP 30 m

Breadth 7.5 m

Draft 2.7 m

Depth 4 m

Speed 10 knots

Fn .32

10

CHAPTER 3

LINES PLAN

3.1 Introduction

The hull form is portrayed graphically by the lines plan. The lines plan shows various curves of intersection hull and the three set of orthogonal planes. The curves showing the intersection of the vertical fore and aft planes are grouped in sheer profile, the waterlines are grouped in the half breadth plan, and the sections by transverse planes in the body plan.

3.2 Lines plan

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.

To visualize, place the ship in an imaginary rectangular box whose sides touch the keel and sides of the ship. The bottom, side and front of the box will serve as the basis for three orthogonal projection screens on which lines will be projected onto. The lines to be projected result from the intersection of the hull with planes that are parallel to each of the three orthogonal planes mentioned.

The lines plan (lines drawing) consist 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. 11

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.

To visualize, place the ship in an imaginary rectangular box whose sides touch the keel and sides of the ship. The bottom, side and front of the box will serve as the basis for three orthogonal projection screens on which lines will be projected onto. The lines to be projected result from the intersection of the hull with planes that are parallel to each of the three orthogonal planes mentioned.

The faired offsets values is used to draw the Lines plan using Autocad software.

STATION WL 0 WL 1 WL 2 WL 3 WL 4 WL 5 DWL WL 6 WL 7 WL 8

0 0 0 0 0 0 0.42 0.81 1.17 1.4 1.53

0.25 0 0 0 0 0.15 0.96 1.41 1.89 2.13 2.28

0.5 0 0.1 0.13 0.22 0.7 1.67 2.11 2.64 3.16 3.38

0.75 0 0.22 0.34 0.51 1.12 2.04 2.4 2.85 3.28 3.46

1 0 0.34 0.52 0.83 1.5 2.33 2.64 3.03 3.39 3.54

1.5 0 0.64 0.99 1.52 2.22 2.84 3.05 3.31 3.54 3.64

2 0 1.01 1.54 2.16 2.79 3.21 3.34 3.5 3.64 3.7

2.5 0 1.45 2.06 2.69 3.2 3.46 3.54 3.63 3.71 3.74

3 0 1.88 2.55 3.09 3.45 3.62 3.66 3.71 3.75 3.75

4 0 2.68 3.29 3.58 3.71 3.75 3.75 3.75 3.75 3.75

5 0 3.17 3.62 3.74 3.75 3.75 3.75 3.75 3.75 3.75

6 0 2.84 3.31 3.52 3.62 3.68 3.68 3.7 3.73 3.75

7 0 1.84 2.39 2.77 3.01 3.24 3.24 3.34 3.49 3.61

7.5 0 0.96 1.92 2.29 2.55 2.86 2.86 3.01 3.23 3.42

8 0 0.64 1.4 1.75 2.05 2.39 2.39 2.57 2.86 3.12

8.5 0 0.32 0.99 1.25 1.49 1.86 1.86 2.04 2.37 2.69

9 0 0.2 0.55 0.77 0.98 1.29 1.29 1.45 1.76 2.09

12

9.25 0 0 0.37 0.55 0.72 0.97 0.97 1.12 1.41 1.74

9.5 0 0 0.01 0.07 0.23 0.53 0.53 0.67 0.92 1.19

9.75 0 0 0 0 0 0.21 0.21 0.31 0.5 1.72

10 0 0 0 0 0 0 0 0 0.06 0.24 TABLE 3.1 FAIRED OFFSET VALUES

LINES PLAN

PROFILE PLAN BODY PLAN

BTK 1BTK 2BTK 3 BTK 3 BTK 2 BTK 1 BTK 3 BTK 2 BTK 1BTK 1 BTK 2 BTK 3

HALF BREADTH PLAN

BTK 3 BTK 2 BTK 1

STNSTN0.2STN0.STN0.7STN STN1. STN STN2. STN STN STN STN STN7. STN STN8. STN STN9.2STN9.STN9.7STN1 0 5 5 5 1 5 2 5 3 4 6 7 5 8 5 9 5 5 5 0 CL

ROLL NO NA997 TYPE OF Stern Trawler VESSEL 31.8 m LOA 30 m LBP 7.5 m B 4 m D FIG3.1 LINES PLAN

3.3 3D Modelling

The 3D modelling was done using the Maxsurf software.The offsets were generated and was copied by adding markers in maxsurf and then the Surface were created. The modeling is done by consideration of all the parameters and the lines plan. The station will create according to the offset.

The generation of the surface is the main important thing have to consider the surface should be smooth as well as same as the volume find out from the empirical formulas.

13

FIG3.2 AFT VIEW

FIG3.3 FWD VIEW

14

FIG3.4 SIDE VIEW

3.4 Bonjean Curves

• Bonjean Curves are simply plots of the sectional areas versus draft for different stations in the hull of a vessel • Bonjean curves are used in calculating the volume of displacement and the center of buoyancy at any waterline or angle of trim • Most often they are used in stability calculations, determining the capacity of the ship, or in launching calculations.

STN/WL 1 2 3 4 5 6 7 8 0 0 0 0 0 0.065 0.4909 1.1442 1.8749 0.25 0 0 0 0.0054 0.2873 1.0247 2.0437 3.1463 0.5 0.035 0.0934 0.1735 0.3841 0.9568 3.5207 3.5207 5.1645 0.75 0.0661 0.2042 0.4105 0.793 1.5785 2.8132 4.3593 6.0529 1 0.1004 0.3125 0.6409 1.2073 2.164 3.5169 5.1352 6.8728 1.5 0.1896 0.5946 1.2106 2.1453 3.4151 4.9616 6.6846 8.4819 2 0.3004 0.9356 1.8551 3.0977 4.6065 6.2899 8.0794 9.9165 2.5 0.4321 1.3154 2.5027 3.9834 5.6537 7.4286 9.2667 11.1293 3 0.5826 1.6963 3.1134 4.7549 6.5268 8.3609 10.2261 12.0999

15

4 0.8906 2.4056 4.1341 5.9612 7.8271 9.702 11.577 13.4521 5 1.0863 2.802 4.6514 6.526 8.401 10.2761 12.1511 14.0262 6 0.9533 2.5116 4.2275 6.0175 7.8408 9.6815 11.5383 13.4065 7 0.6057 1.6757 2.972 4.4204 5.9662 7.5934 9.3038 11.0797 7.5 0.4336 1.2664 2.3235 3.5373 4.8666 6.3095 7.8703 9.5319 8 0.2906 0.8873 1.6768 2.6293 3.7142 4.9258 6.2818 7.7763 8.5 0.1803 0.594 1.154 1.8367 2.643 3.5878 4.6912 5.9575 9 0.0857 0.3045 0.6352 1.073 1.618 2.2777 3.0761 4.037 9.25 0.1887 0.1887 0.4202 0.7371 1.139 1.6378 2.2671 3.0535 9.5 0 0.0006 0.0164 0.0865 0.2532 0.5298 0.9261 1.454 9.75 0 0 0 0 0.0368 0.1501 0.3497 0.6516 10 0 0 0 0 0 0 0.0048 0.0771 TABLE 3.2 BONJEAN OFFSET

FIG-4.3 BONJEAN CURVE

16

CHAPTER 4

HYDROSTATICS CALCULATION&STABILITY

4.1 Introduction

The curves are obtained from maxsurf software using the stability module. The reference point is taken at the base of aft perpendicular. The draft range is start from 0 to 4m. The draft increment is taken as 0.5m from zero to the deck water line. The rented model is imported to the maxsurf modular and create the frame of reference. Using the maxsurf stability software the model hydrostatics values is calculated.

4.2 Hydrostatics

Hydrostatics curves is a set of curves which plot the hydrostatics quantities such as displacement, longitudinal centre of flotation , longitudinal centre of buoyancy, vertical centre of buoyancy, transverse metacentric radius, longitudinal metacentric radius, transverse height of metacentre, longitudinal height of metacentre, tonnes per centimetre immersion and moment to change trim by one centimeter for a range of water plane parallel to the design water plane and plot them against the draught, draught being measured vertically and the hull characteristics parameters are plotted in horizontal axis. Such set of the curve are called hydrostatics curves.

Hydrostatic curves are compilations in graphical form of various quantities of a vessel's hull. Like the Bonjean curves, these quantities are plotted versus the draft of the vessel. Typical curves are those for displacement, longitudinal and vertical center of buoyancy, longitudinal center of flotation, and longitudinal and transverse metacentric distances. Other quantities can be plotted, like the form coefficients (block, prismGMGMatic, and midship), or wetted surface area.

17

List of formulae used:

AWP = 2/3 h Σ f (area) in m2

∇ = 1/3 h Σ f (volume) in m3

Δ = ∇ * 1.025* 1.006 in tonnes

LCB = (2h/3*Σ f (longitudinal moment))/(2h/3*Σ f (volume)) in m (from ∅ )

VCB = Σ f (vertical moment about BL) / Σ f (volume) in m (from BL)

LCF = moment of area about midship / AWP in m

Mx = 2/3 h Σ f (1st moment) in m3

IT = (2h/9) Σ f (IT) in m4

ILCF = IL - AWP (LCF) 2 in m4

ILmidship= (2h/3) Σ f (IL) in m4

TPC = (AWP*1.025)/100 in tonnes

MCT 1cm= ΔGML / 100L in tonnes

BMT = IT/ ∇ in m

BML = IL/ ∇ in m

KMT = BMT +KB in m

KML = BML +KB in m

CB =∇/ LBPBT

CM = A∅ / BT

18

CW =AWP/ LB

CP =CB/ CM

Where,

Awp=area of water plane h

=spacing between two stations

A∅ =sectional area at midship

∇ =Volume of displacement

Δ = mass displacement ρ

=Mass density of seawater

Mx = moment of area about midship

LCF = longitudinal centre of floatation

LCB = longitudinal centre of buoyancy

KB = vertical centre of buoyancy

IL = longitudinal moment of inertia about centre of floatation

IT = transverse moment of inertia about centreline

BML = longitudinal metacentric radius

BMT = transverse metacentric radius

KML = longitudinal height of metacentre above keel

KMT = transverse height of metacentre above keel

GML = longitudinal metacentric height

TPC = tonnes per centimetre immersion

MCT 1cm = moment to change trim one centimetre 19

FIG4.2 HYDROSTATIC CURVE (MAXSURF)

Draft 0.000 0.500 1.000 1.500 2.000 2.500 3.000 3.500 4.000 Amidships m

Displacement t 0.0002 30.38 83.14 147.2 220.2 301.4 390.1 484.4 582.4 Waterpl. Area 0.677 88.591 115.148 134.121 150.407 166.107 179.430 188.040 0.000 m^2

20

Prismatic coeff. 0.059 0.485 0.523 0.555 0.563 0.575 0.594 0.614 0.000 (Cp) Block coeff. 0.029 0.353 0.415 0.464 0.494 0.518 0.544 0.570 0.000 (Cb) Max Sect. area 0.500 0.729 0.793 0.836 0.877 0.902 0.917 0.930 0.000 coeff. (Cm)

Waterpl. area 0.059 0.529 0.589 0.650 0.692 0.732 0.770 0.793 0.000 coeff. (Cwp)

LCB from zero 10.704 14.803 14.848 14.810 14.692 14.495 14.288 14.139 14.057 pt. (+ve fwd) m

LCF from zero 10.704 14.844 14.853 14.651 14.222 13.732 13.499 13.575 15.000 pt. (+ve fwd) m

KB m -0.891 0.303 0.593 0.882 1.172 1.464 1.757 2.048 2.335 KG m 2.335 2.335 2.335 2.335 2.335 2.335 2.335 2.335 2.335 BMt m 49.017 5.801 3.849 2.950 2.378 2.015 1.776 1.555 0.000 BML m 650.019 84.545 46.425 34.593 30.001 27.942 25.824 23.179 0.000 KMt m 48.126 6.103 4.443 3.832 3.549 3.478 3.534 3.603 2.335 KML m 649.128 84.848 47.018 35.476 31.173 29.405 27.581 25.227 2.335 Immersion 0.007 0.908 1.180 1.375 1.542 1.703 1.839 1.927 0.000 (TPc) tonne/cm

MTc tonne.m 0.000 0.836 1.238 1.626 2.117 2.719 3.283 3.696 0.000 TABLE-4.2 TABLE OF HYDROSTATIC (MAXSURF)

STABILITY

Here the Stability parameter KN and GZ are found. The Kn values are founf from the midship section.KN values are obtained in a matter of different heel angle.These values are thrn plotted in a graph against displacement. The formula used here is:

GZ=KN-KG*Sin ᵩ, where KN values are formed at draft.

21

With metacenter is considered as being a fixed point. The GZ lever can then be expressed in terms of the metacentric height, i.e. GZ-GMsinθ

GM = KM-KG

GMsinθ can be expressed as KN-KGsinθ. Initial stability is the stability of the vessel in her initial position and is expressed by the metacentric height. Any reduction in GM means a loss in the ship’s stability.

FIG4.3 CROSS CURVES (KN)

The KN were calculated using MAXSURF stability,where all the required inputs were given. Dis Draf Tri L T As KN KN KN KN KN KN KN plac t m C C su 0.0 10.0 deg. Starb. 20.0 30.0 40.0 50.0 60.0 eme Ami (+ve G G m deg. deg. deg. deg. deg. deg. nt dshi by m m ed Starb. Starb. Starb. Starb. Starb. (int ps ster V act) m n) C ton m G ne m 50.0 0.71 0.00 14 0. 0. 0.00 0.850 1.527 2.069 2.497 2.782 2.999 0 0 0 .8 0 00 0 27 0 0 0

22

161. 1.61 0.00 14 0. 0. 0.00 0.642 1.254 1.812 2.319 2.693 2.875 5 9 0 .8 0 00 0 00 0 0 0 273. 2.35 0.00 14 0. 0. 0.00 0.605 1.210 1.796 2.227 2.489 2.625 0 6 0 .5 0 00 0 92 0 0 0 384. 3.00 0.00 14 0. 0. 0.00 0.613 1.219 1.697 2.044 2.287 2.437 5 2 0 .3 0 00 0 30 0 0 0 496. 3.59 0.00 14 0. 0. 0.00 0.627 1.114 1.499 1.818 2.072 2.257 0 7 0 .1 0 00 0 47 0 0 0 TABLE 4.3 KN VALUES (MAXSURF) ф KN KG (m) GZ = KN-KG*sinф (Angle) (m) 0 0 2.97 0 10 0.597 2.97 0.081 20 1.187 2.97 0.170 30 1.704 2.97 0.217 40 2.083 2.97 0.172 50 2.355 2.97 0.077 60 2.531 2.97 -0.044 70 2.619 2.97 -0.175

80 2.623 2.97 -0.305

90 2.55 2.97 -0.423 TABLE 4.4 CALCULATION OF GZ CURVE GZ CALCULATION:

23

0.3

0.2 GZ curve 0.1 0 0 10 20 30 40 50 60 70 80 90 100 - 0.1 Series1 - 0.2 - 0.3 - 0.4 - 0.5 Angle of heel (degree)

FIG4.4 GZ CURVE

The IMO criteria for intact stability conditions have to be satisfied. The values are tabulated below in table no. 4.4

IMO Criteria Rule Value Actual Value Complied

GMt 0.35 0.48 YES Area upto 300 0.055 0.063 YES Area upto 400 0.09 0.099 YES Area b/w 300 & 400 0.03 0.036 YES

GZ @ 300 0.2 0.217 YES

Angle at GZmax 30 30 YES TABLE 4.5 IMO CRITERIA

CHAPTER 5

24

RESISTANCE, POWERING CALCULATION& ENGINE SELECTION

5.1 Introduction

Using the designed model in the Maxsurf software, the model is imported to Bentley maxsurf, the speed range and appropriate prediction method is given as input for the software. The prediction method opted was Van Oortmerssen, which is the most suitable method for finding the resistance

(RF), wave making resistance (RW), air resistance (RAIR) and correlation allowance resistance (RCOR). The total resistance does not include form factor (1+k) of the model, which is used to include the 3Dform effect of the hull.

5.2 Resistance Calculation

The resistance and powering are closely interdependent. The resistance determines the thrust requirement of the propulsive device.

The resistance force acting on a ship moving through water can be divided into two main components, Pressure force and shear Force. The pressure force is acting in a direction normal to the surface of the body and is mainly caused by the wave making of the hull. The sheer force often referred to a viscous resistance, is acting tangentially to the surface, that is, in the direction of local relative fluid motion. This force caused by the friction between the fluid and the body. In ship resistance theory, a common simplification is to divide the local resistance into wave making resistance and viscous resistance, under the assumption that these components are independent of each other.

The losses due to the wake, transmission, gear losses and are added to the effective power to obtain the desired brake power of the prime mover which is required to propel the ship at particular speed.

The result is then Copied to the Excel file where the graph is then obtained.

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

The power required to move the ship hull at a given speed is the Effective horse power. Normally Effective horse power can be calculated or determined from the towing tank experiments at various 25

speeds of model ship. The maximum continuous rating (MCR) of a diesel engine is the power the engine can develop for long periods.

VAN OOTMERSERN SPEED FROUDE NO.(LWL) FROUDE NO.(VOL) VAN OORTMERSEN POWER RESI

0 0 0 0 0

0.4 0.012 0.025 0 0.004

0.8 0.024 0.05 0.1 0.03

1.2 0.036 0.075 0.2 0.096

1.6 0.048 0.1 0.3 0.218

2 0.06 0.125 0.4 0.412

2.4 0.071 0.151 0.6 0.695

2.8 0.083 0.176 0.8 1.087

3.2 0.095 0.201 1 1.633

3.6 0.107 0.226 1.3 2.407

4 0.119 0.251 1.7 3.504

4.4 0.131 0.276 2.2 5.003

4.8 0.143 0.301 2.8 6.956

5.2 0.155 0.326 3.5 9.385

5.6 0.167 0.351 4.3 12.288

6 0.179 0.376 5.1 15.652

6.4 0.19 0.401 5.9 19.458

6.8 0.202 0.426 6.8 23.715

7.2 0.214 0.452 7.7 28.396

26

7.6 0.226 0.477 8.6 33.688

8 0.238 0.502 9.7 39.922

8.4 0.25 0.527 10.8 46.508

8.8 0.262 0.552 12 54.182

9.2 0.274 0.577 13.9 65.939

9.6 0.286 0.602 16.8 83.136

10 0.298 0.627 20.1 103.215

10.4 0.31 0.652 22.9 122.609

10.8 0.321 0.677 25.4 141.037

11.2 0.333 0.702 28.3 162.969

11.6 0.345 0.727 32.8 195.754

12 0.357 0.753 39.9 246.466

12.4 0.369 0.778 50.1 319.436

12.8 0.381 0.803 63.1 415.307

13.2 0.393 0.828 78.3 531.432

13.6 0.405 0.853 94.8 663.009

14 0.417 0.878 111.7 804.372

14.4 0.429 0.903 128.3 950.078

14.8 0.44 0.928 143.9 1095.621

15.2 0.452 0.953 158.3 1237.787

15.6 0.464 0.978 171.3 1374.715

16 0.476 1.003 182.9 1505.774 TABLE5.1 POWER AND RESISTANCE

27

SPEED VS. POWER 1600 1400 1200 1000 800 SPEED VS. POWER 600 400 200 0 0 5 10 15 20

FIG 5.2 SPEED VS. POWER

5.3 Power Calculation

. Effective power (PE) – Power required for the vessel to overcome the Resistance at a speed.

PE= RT x VS

= 103.40

. Quasi – propulsive Coefficient – The value of QPC taken as 0.55

. Shaft Transmission Efficiency – The ratio PD/PS is called shaft Transmission efficiency. The

shaft transmission loss is usually taken as about 2 percent.

PS = PD/0.98

28

PS = 191.84

. Gear Efficiency (ηG) – It permits the operation of engine and propeller at their most economical

speed with a power loss in the gear of only 2 to5 percent.

PG = PS/0.95

PG = 201.93

.Sea Margin – The resistance is calculated for calm Water. So to account for the effect of waves a

margin id added to the break power.

=PB/0.85

=188.004

. MCR = 279.49 KW

So the break power finally taken as 280KW

29

5.3.1 Main Engine Details

The engine selection is based on the power calculation, considering various losses and sea margin while obtaining useful power (PE) from expended power (PI) in carrying out the operation. Selected engine: ZHONGSHAN D1242 series, 400HP @ 2000rpm

FIG5.3.1 MAIN ENGINE

30

Model D1242 series

Type Vertical,in-line,Water-cooled, four strock, direct injection.

Rated power HP@Rated speed(rpm) 400@2000 rpm

Air inlet Turbocharged and intercooled

NO.of cylinder 6

Bore *Stroke 126 X155

NO.of valves/cylinder 4

Crankshaft rotation direction Clockwise

Displacement (L) 11.59L

Rated fuel consumption rate (g/KWh) 215

Maximum combustion pressure (Mpa) 16

Compression ratio 17:1

Oil fuel consumption ratio (%) 0.4

Starting Mode Electric starting

Charge ratio 1.85

Idle speed(r/min) 600(+/_)50

Crankshaft type Integral type

Net weight(Kg) 1200

Dimensions L*W*H (mm) 1751*947*1277

31

5.4 Electric Load Calculation The auxiliary engine is used for providing the energy to various electrical appliances. It is selected based on the electrical load calculation shown below. Electric load calculation necessary to do for selecting the auxiliary engine. SL NO ITEMS QUANTITY UNIT TOTAL UNIT CONSUMPTION 1 PUMP 1 0.7457 0.7457 KW 2 GPS 1 0.08 0.08 KW 3 RADAR 1 0.09 0.09 KW 4 RADIO TELE 1 0.06 0.06 KW 5 FISH FINDER 1 0.6 0.06 KW 6 NAVIGATION 4 0.06 0.24 KW LIGHT 7 ACCOMADATION 3 0.03 0.09 KW LIGHT 8 ENGINE ROOM 2 0.06 0.12 KW LIGHT 9 GALLEY LIGHT 2 0.03 0.009 KW 10 TOILET 1 0.03 0.03 KW 11 WINDLASS 1 2 2 KW 12 WHEEL HOUSE 1 0.03 0.03 KW LIGHT TOTAL 4.0866 KW TABLE5.4 CURRENTLOAD ESTIMATION

Total load = 4.0866 kVA

Selected Auxiliary Engine: 5EFKOD series 5kVA at 1500rpm

32

FIG5.3 AUXILILARY ENGINE SPECIFICATIONS

CHAPTER 6

33

CAPACITY CALCULATION

6.1 Introduction

A basic characteristic of any ship is the size of the load that It is able to carry. Under considerations of capacity are included the volume of all cargo space and tank and the location, vertically, longitudinally and transversely of the centroid of each such space to allow finding the weight of the variable weights or deadweight of the ship. This information needed to check the adequacy of the vessel’s size and to determine its trim and stability characteristics. The calculation are called capacity calculation and lead to capacity curve and plans

6.2 Capacity Calculation

The capacity calculation shows the amount of fuel, fresh water, lube oil, etc. required for the voyage of the trawler in real condition. It is also showing tank required and its VCG, TCG and LCG.

Number of crew : - 10

Voyage : - 10days

Speed : -8 kn

SFOC : - 215 g/kw.h

Capacity of vessel can be measured in many ways depending upon the type of vessel. FUEL OIL

Distance for fishing area 280 NM/Trip

No.of .hours Distance/Speed

No.of .hours 28 Hours No.of .days/ Trip 10 Day Engine Power 280 KW Density of fuel 850.8 Kg/m3 Specific Fuel Consumption 219 g/KW Specific Fuel Consumption 0.219 Kg/KWh

34

Fuel Consumption 0.072073343 m3/h Fuel Consumption 72.07334274 l/h Fuel Consumption for the Trip 17297.60226 litres Volume of the fuel tank 55 m3

CATCH SPECS

No.of .hours Distance/Speed

No.of .hours 26.66666667 Hours No.of .days 1 Day Fishing days / Trip 10 Days Seadays/ Trip 11 Days Catch rate 1000

No.of.hooks 2000 hk Catch 20000 kg Bait 6400 kg Ice 50000

FRESHWATER FOR VOYAGE

No.of.Crew 7 Men Sea Days 11 Days Usage for 1 Day/ Person 10 Litres Usage for 1 Day/ 7 Person 70 Litres Usage of FW for the Trip 5390 Litres Volume 8 m3

PROVISIONS

No.of.Crew 7 Men Sea Days 11 Days Provisions / person 6 kg Provisions for trip 462 kg Provisions for trip 0.462 Tonnes

SEWAGE

35

No.o.Crew 7 Men Sea Days 11 Days Sewage for 1 Day/ Person 25 Litres Sewage for 1 Day/ 7 Person 175 Litres Sewage for trip 4375 Litres Volume 8.68 m3

HOLD CAPACITY

Fish storage 88 tonnes Fish storage 220 m3

Chapter 7

SCANTLING

7.1 Introduction

The hull is prepared from FRP (Fibre Composite). The scantling are obtained from the Indian register of Shipping, rules for fishing trawler and general rules. The dimensions of all the structural members of the ship (plates, stiffeners, girders, beams and floors, etc.) are collectively called scantling. The load calculated from the classification rule book is used to find the thickness of various structural member.

7.2 Scantling Calculation

Scantling Calculation is important in such a way that it defines the hull structural strength and to collect dimension of the framing to which planks or plates are attached to form the hull. We have used IRS Rules and regulations for construction and classification of the vessel .I have calculated the required section modulus of the hull and verified whether our hull section modulus is meeting the required section modulus. Parameters Values Units

36

LBP 30 m

B 7.5 m

T 2.75 m

D 4 m

LWL 27.33 m

LR 26.237 m

LL 24.52 m

K 1

Rs 1

V 10 Knots

Single skin laminate t= t0+cL Selected Laminate t0 c (mm) thickness(mm) comprising:

9 0.1 12.18 12 Stem and keel, for a distance of (100+8L) mm on either side of centre line

7 0.06 8.91 9 Chine and transom corners, for a distance of (10L) mm on either side of the corner 5 0.1 8.18 8 Hull below WL

5 0.05 6.59 7 Hull above WL, inner bottom, tank bulkheads 4.5 0.05 6.09 6 Weather deck 3.5 0.05 5.05 5 Other structures TABLE7.2 SINGLE PLATE PANELS Length of the span,l 1 M 37

Frame spacing,s 509 Mm Pressure,p 59.60376 Kn/m2 Allowable stress, sa 27.9 N/mm2 m(refer chapter 7, section 9.2) 12 SECTION MODULUS(Z) 90.6162 cm3 7.3 SECTION MODULUS

TOP HAT SECTION PARAMETERS

h 100 mm bb 150 mm bc 125 mm tp 5 mm Stiffener glass mass 2100 Kg/m2

Section modulus min 90.61 Cm3

Aw 12.3 Cm2

38

INA Cm4 7.4 SELECTED STIFFNER SIZE

HULL GIRDER STRENGTH: (Chapter 7,Section 6)

The resultant longitudinal bending tensile or compressive stress within any laminate is not to exceed the allowable hull girder bending stress. Ultimate tensile strength, u = 93 N/mm2

Allowable hull girdeer bending stress, a = 27.9N/mm2

TRANSVERSE STRENGTH OF TWIN HULLS: (Chapter 7,Section 6.6) Tensile or Compressive stress 0.25* u 6.975 N/mm2 TABLE7.4 TRANSVERSE STRENGTH

SELECTION OF STIFFENER:

Based on the section modulus of the stiffener parameters of the stiffeners are selected from ISO12215:5

h 100 mm

bb 150 mm

bc 105 mm

Plate thickness, tp 5 mm Stiffener glass mass, wf 2100 Kg/m2 Section modulus (min) 90.61 cm3 Aw 12.3 cm2

INA cm4 TABLE7.5 TOP HAT SECTION PARAMETERS

SECTION MODULUS:

Various scantlings selected are tabulated and section modulus calculation is done to check if the design has enough section modulus. The section modulus is found to be less and the scantlings to the upper side are increased to satisfy the rule section modulus.

39

First

S.No Component Qty Area(cm2) y(cm) moment(cm3) Iown NA(cm4) Ibaseline (cm4) 1 Bottom Plating 1 381.6 135 51516 120.026185 6954780.0

2 Side Plating 1 82.68 335 27697.8 4.4785 9278767.5 3 Deck plating 1 238.5 400 95400 149.0625 38160149.1 4 Bottom plating 18 200.34 44 8814.96 0.0000125 6981448.3 5 Side shell plating 6 66.78 330 22037.4 0.0000125 43634052.0 6 Deck plating 15 166.95 388 64776.6 0.0000125 376999812.0 Total 434.07 95628.96 427615312.3 TABLE7.5 SECTION MODULUS

Distance of NA from baseline, Y 220.30769 cm

3 INA 406547516.8 cm

3 Z = INA/Y 1845362.332 cm σ = M/Z M= Ms + Mw

Mw = 0.11 Cw L2 B (Cb + 0.7)(kN-m)

Ms =0.375 L2B [kN-m] Ms= 729.85 kN-m Mw =225.43 kN-m M = 955.28713 kN-m σ = 3985781.04 N/m2 σ = 3.985 N/mm2 σa = 27.9 N/mm2 σ < σa , Longitudinal bending stress criteria is satisfied.

40

FIG7.1 MIDSHIP SECTION CHAPTER 8 GENERAL ARRANGEMENT

8.1 Introduction

The general arrangement drawing (G.A) present the overall composition of a vessel. Depending on the complexity of the vessel, this is likely to require a number of different projections, such as plan, sections and half breadth, and may be spread across several different drawing. General Arrangement drawing are likely to be prepared at each stage of development of the vessel design, showing the overall relationship between the main elements and key dimensions. The level of details will increase as the project progresses and the may need to be supplemented by more detailed drawing, showing specific element and assemblies. On very simple projects these may be included on the general arrangement drawing themselves, but generally, separate drawing will be required.

Frame spacing is obtained for the vessel based on general rule for the transverse frame spacing from Indian register of shipping for the vessel less than 100 meters.

The view and section display include division into compartments such as tanks, engine room, holds, location of bulkheads location and arrangement of super structure.

41

The general arrangement includes locating the main spaces and their boundaries within the ship’s hull and superstructure. Basic data in the general arrangement plan mainly includes dimensions volumes of the hold’s tonnage deadweight engine power Class – registar, length of voyage, type of voyage.

The main terminology for design of ships are fore end forward, after end aft, midships part amidships, right side starboard s, left side port s, .in front of before / forward of behind abaft / aft of, across (the ship) athwartships, from stem to stern fore and aft.

Collision Bulkhead is a heavy-duty bulkhead in the forepart of the vessel to withstand damage after impact from collision.

There are three type of Hull framing system, Transverse Framing System, Longitudinal Framing System.

8.2 General Arrangement

A. Between aft peak and 0.2L from F.P

450 + 2L (mm)

= 500 mm

B. between collision bulkhead and 0.2L from F.P

700 (mm) or 450 + 2L (mm) whichever lesser

= 500 mm

C.in peaks

600(mm) or 450 + 2L (mm) whichever lesser

= 500 mm

42

FIG8.1 GENERAL ARRANGEMENT PLAN

43

CHAPTER 9 TONNAGE CALCULATION AND DEAD WEIGHT CHECK

9.1 Introduction

International Convention on tonnage measurement of ship was adopted by IMO in1969, was the first successful attempt to introduce a universal tonnage measurement system. The convention provide for gross and net tonnage, both which are calculated independently. This was intended to ensure that ship were given reasonable economic safeguard, since port and other dues are charged according to ship tonnage.

9.2 Gross Tonnage

The convention meant a transition from the traditionally used term gross register tons (grt) to gross tonnage (GT). GRT from the basics for manning regulations. Safety rules and registration fees. Gross are used to calculated port dues. The gross tonnage is a function of moulded volume of all enclosed spaces of the ship.

 Gross tonnage is the volume of all enclosed spaces of ships.

 Net tonnage is the volume of all cargo carrying space of ship.

SL.NO SYMBOL FORMULA VALUE UNITS

3 1 Gross Tonnage GT K1V 289.63 m

Total Volume of ALL Enclosed Space 2 V 511.1015 m3

3 K1 0.2+0.02*log10v 0.254784

TABLE9.1 GROSS TONNAGE

9.3 Net Tonnage The IMO convention also made a transition from the traditionally used term net resister tons (nrt) to net tonnage (NT). The net tonnage is produced by a formula which is a function of the moulded 44

volume of all cargo spaces of ship. The net tonnage shall not be taken as less than 30 percent of the gross tonnage. SL.NO item SYMBOL FORMULA VALUE UNITS

2 3 1 Net Tonnage NT K2*VC*4D /3D+K3(N1+(N2/10)) 130 m

Total Volume of Cargo Space 2 VC 220 m3

3 K2 0.2+0.02*log10v 0.2468

Molded depth at Amidships 4 D 4.00 m3

Molded draft at Amidships 5 d 2.76 m3

TABLE9.2 NET TONNAGE

9.4 Dead Weight check

The light weight ship is obtained from empirical formula and the weight of the machinery and equipment’s on board. The deadweight is obtained from the sum of fish, ice, lube oil, fuel, fresh water, portable water, crew and provision. Through this process the sum of the obtained light weight and deadweight is compared with the designed displacement.

9.4.1 Light ship weight

The Light ship weight WL is composed of steel weight + outfit weight + machinery weight + margin.

Cb1 = Cb+ (1-Cb)*(0.8D-T/3T)

45

= 0.54

E = L (B*T) +0.85L (D-T) +8.5∑I1h1+0.75∑I2h2

= 300.69

WS7 = K*E^1.36

= 80.54

WS = WS7*1+0.5*(Cb1-0.70)

Steel weight = 75 t (with 6% of margin)

Outfit weight

WO = (LBP X 0.004) + 0.18

= 0.3

Outfit weight = LBP x B x WO

= 67.5 t

SL NO Item Quantity Unit Weight Total Weight Units

1 MAIN ENGINE 1 2.74 2.71 t

AUXILIRY ENGINE 2 1 0.025 0.25 t

3 WINCHES 2 1.5 3 t

46

4 PUMP 1 0.0113 0.0113 t

5 WINDLASS 1 0.025 0.025 t

ANCHOR AND CHAIN 6 1 0.66 0.66 t

Total =6.65 t

Margin

The final item required to make up the light weight ship is margin. The purpose of margin is to ensure the attainment of specified deadweight even if there has been an underestimate of the light weight or overestimate the load displacement the margin is given as 6%.

Total light ship weight = steel weight + outfit weight + machinery weight + margin.

= 75 + 67.5 +6.65 + (0.06%)

= 148.8 t

9.4.2 Dead Weight Calculation

UNIT TOTAL WEIGHT WEIGHT SL.NO NAME QUANTITY UNITS

1 FUEL OIL 19 19 19 t

FRESH WATER 2 20 20 20 t

47

3 PROVISION 1 1 1 t

4 CREW 10 0.01 1 t

5 ICE 11.9 11.9 11.9 t

6 FISH 88 88 100 t

7 SEAWAGE 0.8 0.8 0.8 t

8 NETS 10 0.25 2.5 t

9 LUBE OIL 0.054 0.054 0.054 t

TABLE: 9.4 DEAD WEIGHT

TOTAL = 144.254 t

Light ship Weight 148.89 t

Deadweight 144.25 t Displacement 293.14

‘’The calculated displacement is 9% lesser than the actual displacement’’

CHAPTER 10

RUDDER & PROPELLER CALCULATION

48

10.1 Introduction

Various propeller and rudder are used in different ships, for the same purpose to steer and propel the ship. A propeller is a mechanics device which blades that spin around a shaft to produce necessary thrust to propel the ship. The propulsion system with shaft, propeller and engine moves a ship based on newton’s 3rd law of motion. The propeller pushes the water back ward while the water around pushes the ship forward with equal force.

10.2 Rudder Design

The Rudder design has been done in accordance with DNV-GL rule book Length WL 31.8m LBP 30m Breadth 7.5m Draft 2.75m No.Rudders 1

RUDDER AREA Calculated Total rudder area 2.10

Area of 1 rudder (m3) = Total 2.10 rudder area/ No.of rudder

Mean span (m) 1.68

49

Mean chord 1.26 Aspect ratio 1.33 Total wetted surface of rudder 4.20 Note: Where Area of rudder = Mean span * Mean chord

Mean chord = Area of rudder/ Mean span

10.3 Propeller Design

Wake Fraction

Cb = 0.54

CP =0.60

Velocity (V) =5.14 m/s

Draft (D) =2.75 m TAYLORS FORMULA

W = 0.22 0.5*Cb-0.05

HECKSHER FORMULA

W = 0.24 0.7*CP-0.18

B.S.R.A FORMULA 0.535*Cb-0.07 W = 0.2189

AVERAGE WAKE FRACTION

W = 0.2578

THRUST DEDUCTION FACTOR

50

K*W t= 0.1547

k =0.6

HECKSHER FORMULA

t = 0.18 0.5*CP-0.12 AVERAGE THRUST DEDUCTION FACTOR

t = 0.197325

VELOCITY OF ADVANCE (VA)

= 4.8545 m/s V (1-w)

THRUST = 25.6642kn R/ (1-t)

Total resistance (R)

= 20.10 KN

DIAMETER (D) = 1.09 m

n = 6.25

Rps = 375rpm

THRUST CO-EFFICIENT

= 0.22 Kt=T/ρn2D4=

Q = 0.80 PD/2πn

TORQUE CO-EFFICIENT

= 0.003 KQ=Q/ρn2D5

ADVANCED CO-EFFICIENT

J = 0.40 VA/nD

51

AE/Ao =0.3 From the B-series data

P/D = 0.8 From the B-series data

OPEN WATER EFFICIENCY

ηo =0.5 From the B-series data

HULL EFFICIENCY

ηh =1.03 (1-t)/(1-w)

RELATIVE ROTATIVE EFFICIENCY

ηR =1.02 0.9922−0.05908(AE/A0)+0.07424(CP−0.0225l.c.b.)

QPC=0.52 ηo*ηh*ηR

QPC TAKEN AS 0.5

MCR 280 KW

Chosen Engine power 298 KW

Propeller Diameter 1.09 m

Clearance of propeller- 5 % - 10 % of depth hull( Y) 5 % of depth 0.1875 m

10 % of depth 0.375 m

Clearances of 15 % - 25 % of depth propellerrudder(X) 15 % of depth 0.5625 m

52

25 % of depth 1 m

Clearance of Up to 5 % of depth propellerbase line(Z) 5 % of depth 0.1875 m

Chosen

X 0.5625 m

Y 0.1875 m

Z 0.1875 m

TABLE10.1 PROPELLER CLEARANCE

CHAPTER 11

EQUIPMENT NUMBERING & TECHNICAL SPECIFICATION

11.1 Introduction

The equipment number is used to decide the size of the anchor, chains, winches etc. The arrangement of anchoring, mooring and equipment number calculation are to be submitted for approval.

Technical specification provides the details of the all the equipment which is used in the fishing trawler.

11.2 Equipment Number

The equipment number is the product of equipment number coefficient (ENC) and factor for fishing vessel (K) LBP 30 m

BREADTH 7.5 m

53

DRAFT 2.75 m

CB 0.54

∆ 342.5716 t

A 37.581 m2

H 4.59 m

EN 300.955 TABLE: 11.1 ANCHORING PARAMETER

E.N. Stockless Bower Anchor Stud-Link Chain Cables

NO. Mass/Anchor Total Length Diameter and chain

grade CC2 - - Kg m CC1

Kg m mm mm

300.9 2 900 357.5 30 26

Table: 11.2 ANCHORING EQUIPMENT

E.N. Mooring line (Recommendation) Steel or natural fiber ropes Length NO Breaking strength (KN) (m)

236 3 140 74

54

TABLE: 11.3 MOORING LINES 11.3 Technical Specification

Pump

Manufacturer: Havel’s India Ltd

Capacity: 1hp

Dimension: 15.3 x 25.5 x 28.5 mm

Weight: 11.3KG

Material: Iron

Type: Centrifugal

Fish Finder Frequency: 50 - 200 KHz

Range Scale: 2-1200 m

Size: 270 x 233 x 188 mm Weight of the bracket mount 2.3 Kg Flush Mount: 1.6 Kg

Radar

Antenna

Frequency 9410 MHz

Display Size: 85.2 x 85.2 x 85.2 mm

Range Scale: 36 KN

55

Antenna rotation: 24rpm 6.5 Kg Weight:

Display

Size: 0.48 x 0.48 x 0.48 mm

Bracket mount: 2.2 Kg Flush Mount: 1.6 Kg 0.09 KW Power:

GPS

Screen size: 181 x 143 x 83 mm

Power supply: 0.8 KW

Range Scale: 320 Nm

Weight: 0.80 Kg

Receiving Frequency: 1575.42 MHz 500 m/sec Tracking Velocity:

Radio Telephone

Power: 0.06 KW

Frequency (T): 156.02-162 MHZ

Frequency Range (receiving): 155.5-163.27 MHz

Size: 0.24 x 0.12 x 0.09 mm 1.31 Kg Weight:

Black Box discrimination Sounder

Frequency: 50-200 KHz

56

Size: 219 x 255 x 90 mm

Weight: 1.2 Kg

CHAPTER 12

CONCLUSION

12.1 Conclusion

The initial fishing trawler design has been completed successfully for the following requirement.

TYPE OF SHIP : Wet Fish Trawler

Speed : 10 Knots

Fish Hold : 220m3

The designed wet fish trawler complies with rules and regulation in order to sail safe efficient throughout its life time.

The complete initial design of wet fish trawler is ready for the next level of detailed design.

57

References:

1. The use of fishing vessels as scientific platforms by Gary D Melvin. 2. Western and Central Pacific Fishers Commission.

3. Design Method by D.G.M. Watson, B.Sc. and A.W. Gilfillan, M.sc

4. Estimation Methods for Basic Ship design by Prof. Manuel Ventura

5. Classification society (IRS) 6. Guidance notes-Aqualis Braemar

7. Preliminary Ship Design (IMU).

8. SNK 3522 Ship Design

9. Ship Design By T.LAMB.

62

1

2

3 4 TABLE OF CONTENTS

INTRODUCTION 6

RESISTANCE ESTIMATION 7

PROGRAMMING IN PYTHON 8

PYTHON CODE 9

RESULTS 17

CONCLUSION 20

REFERENCES 20

5

INTRODUCTION

This is a report of the internship project on “Resistance calculation tool using Python language”.

The resistance calculation tool is developed in python programming language and it is based on Holtrop and Mennen’s method of resistance estimation.

This resistance calculation tool has developed in order to be utilized as a reference during preliminary resistance estimation.

6

RESISTANCE ESTIMATION

Resistance:

Resistance is the opposing force an object experiences during motion. The resistance experienced by a ship is due to many factors like the speed of the ship, viscosity of the fluid, presence of waves, flow of wind and the shape of the hull.

Resistance estimation:

The resistance of the ship can be estimated by conducting model tests, computational fluid dynamics (CFD), traditional and standard series and regression-based methods.

For the development of this tool, holtrop and Mennen’s regression-based method is utilized.

Holtrop and Mennen’s method:

The regression equations developed by Holtrop et al. have been used extensively in the preliminary prediction of ship resistance. The total resistance is described as: RT = RF (1 + k1) + RAPP + RW + RB + RTR + RA where RF is calculated using the ITTC1957 formula, (1 + k1) is the form factor, RAPP is the appendage resistance, RW is the wave resistance, RB is the extra resistance due to a bulbous bow, RTR is the additional resistance due to transom immersion and RA is the model-ship correlation resistance which includes such effects as hull roughness and air drag.

7 PROGRAMMING IN PYTHON

Python is a general-purpose programming language used for developing operating systems and applications. The resistance calculation tool runs on python, with the formulae of the holtrop and Mennen’s method being the algorithm. The functioning of this tool is very similar to manual calculation, the input is given by the user and the tool will calculate the resistance and return the value of the resistance along with other information.

The tool contains many conditional statements and loops in order to make the user experience better. It is capable of taking decisions based on the input given by the user and it will give a result that is very similar to the result obtained by manual calculation.

The tool is developed in order to tackle errors and function with the same efficiency, but in case of errors which are critical for the calculation, it will indicate the error and the instruct the user to rectify it.

The results the tool gives have been compared and verified with the values of manual calculation.

8 PYTHON CODE The code of the tool is as follows: Code starts here: import math

#getting the principle dimensions displacement=float(input('enter the displacement(in tonnes): ')) l=float(input('enter the lenght between perpendiculars: ')) lwl=float(input('enter the lenght between waterline: ')) b=float(input('enter the breadth: ')) t=float(input('enter the draft: ')) v=float(input('enter the ship speed in knots: '))

#decisions: decision1=input('do you know the midship coefficient?(yes or no): ').upper() decision2=input('do you know the waterplane coefficient?(yes or no): ').upper() decision3=input('do you know the length of run?(yes or no): ').upper() decision4=input('does your vessel have a bulbous bow?(yes or no): ').upper() decision5=input('does your vessel have a transom stern beneath waterline?(yes or no): ').upper() decision6=input('do you know the half angle of entrance?(yes or no): ').upper() lcb=float(input('enter LCB forward of 0.5 L as a percentage of L:'))

#universal constants mu=1.002e-3 nu=1.004e-6 g=9.81 rho=1.025

#velocity conversion voldis=displacement/rho vms=v*0.5144 print(f'velocity of ship is {vms} m/s')

#form coefficients and essential numbers

#getting the data of important values:

9 cb=voldis/(l*b*t) print(f'the block coefficient of your vessel is {cb} (no units)') if decision1 == 'YES':

dec1=input('would you like to enter midship area or midship coefficient?(area or coeff): ').upper()

if dec1=='AREA':

am=float(input('enter the midship area: '))

cm=am/(b*t)

elif dec1=='COEFF':

cm = float(input('enter the midship coefficient: '))

am=cm*(b*t)

else:

print('invalid input') else :

if l<100:

cm=0.78+0.21*cb

else :

cm=0.80+0.21*cb

#formula from the document to be entered: if decision2 == 'YES':

cwp=float(input('enter the waterplane coefficient: '))

awp=cwp*(l*b) else:

cwp=0.67*cb+0.32 am=cm*b*t cp=voldis/(am*l) print(f'prismatic coefficient of the vessel= {cp}') re=vms*l/(nu*1e6)

#print(f'reynolds number of the ship is= {re}e6') print("reynolds number of the ship:{:.2f}e6".format(re)) fr=float(vms/(math.sqrt(g*lwl))) print(f'froude number= {fr}')

10 #transom resistance calculation: if decision5=='YES':

at=float(input('enter the area of immersed part of transom: '))

frt=float(v)/float(math.sqrt(2*g*at/(b+b*cwp)))

if frt<5:

c6=0.2*(1-0.2*frt)

else:

c6=0

rtr=0.5*rho*v*v*at*c6 else:

at=0

rtr=0

#bulbous bow resistance calculation: if decision4=='YES':

abt=float(input('enter the cross-sectional area of the bulb at forward perpendicular: '))

tf=float(input('enter the draft forward(Tf): '))

hb=float(input('enter the transverse centre of bulb at fp (hb):'))

fri=v/(math.sqrt(g*(tf-hb-0.25*(math.sqrt(abt)))+0.15*v*v))

pb=0.56*math.sqrt(abt)/(tf-1.5*hb)

rb=0.11*math.exp(-3*math.pow(pb,-2))*math.pow(fri,3)*math.pow(abt,1.5)*rho*g/(1+fri*fri) else:

tf=t

hb=0

abt=0

rb=0

#frictional resistance calculation cf=0.075/math.pow((math.log10(re)-2),2) rf=0.5*rho*1000*v*v*cf

#form factor calculation(1+k1)

#for calculating c12 ratio1=t/l

11 if ratio1>0.05:

c12=math.pow(ratio1,0.2228446) elif ratio1<0.02:

c12=0.479948 else :

c12=48.20*math.pow((ratio1-0.02),2.078)+0.479948

#for calculating c13: print("""

item: Cstern values

pram with gondola = -25

V-Shaped sections = -10

Normal section shape = 0

U-Shaped sections with hogner stern = +10""") cstern=float(input('enter the value of Cstern: ')) c13=1+0.003*cstern

#for calculating lr: if decision3=='yes':

lr=float(input('enter the length of run(lr): ')) else:

lr=lwl*(1-cp+0.06*cp*lcb/(4*cp-1)) ff=c13*(0.93+c12*math.pow((b/lr),0.92497)*(math.pow((0.95-cp),-0.521448))*math.pow((1- cp+0.0225*l),0.6906))

#wetted surface calculation (S):

#holtrop's formula: s=l*(2*t+b)*math.sqrt(cm)*(0.453+0.4425*cb-0.2862*cm-0.003467*b/t+0.3696*cwp)+2.38*abt/cb

#mumford's formula:

#s=1.025*l*(cb*b+1.7*t)

#appendage resistance calculaton: print("""

appendage 1+k2 values

rudder behind skeg 1.5-2.0

12 rudder behind stern 1.3-1.5

twin-screw balance rudders 2.8

shaft brackets 3.0

skeg 1.5-2.0

strut bossings 3.0

hull bossings 2.0

shafts 2.0-4.0

stabilizer fins 2.8

dome 2.7

bilge keels 1.4""")

#calculating 1+k2 eq: particulars=int(input('enter the number of appendages the vessel has:')) if particulars==0:

rapp=0 else:

px = []

qx = []

for x in range(0, particulars):

px.append(float(input(f'enter the value of appendage{x}: ')))

qx.append(float(input(f'enter the surface area of appendage{x}:')))

sum_qx = sum(qx)

if len(px) != len(qx):

print("Invalid input pairs given")

else:

summ_px_qx = 0

mul_px_qx = 0

for index in range(0, len(px)):

mul_px_qx = px[index] * qx[index]

summ_px_qx = summ_px_qx + mul_px_qx

result = summ_px_qx / sum_qx

sapp=sum_qx

13 oneplusk2eq=result

rapp=0.5*rho*v*v*sapp*oneplusk2eq*cf

#wave resistance calculation: if decision6=='YES':

ie=float(input('enter the half angle of entrance: ')) else:

ie = 1 + 89 * math.exp(-(math.pow(l / b, 0.80856)) * math.pow(1 - cwp, 0.30484) * math.pow(1 - cp - 0.0225 * lcb, 0.6367) * math.pow(lr / b, 0.34574) * math.pow(100 * voldis / (l * l * l), 0.16302)) if l / b < 12:

lambdda = 1.446 * cp - 0.03 * l / b else:

lambdda = 1.446 * cp - 0.36 ratio2=b/l if ratio2<0.11:

c7=0.229577*(math.pow(b/l,0.33333)) elif ratio2>0.25:

c7=0.5-0.0625*l/b else :

c7=b/l if cp<0.8:

c16=8.07981*cp-13.8673*cp*cp+6.984388*cp*cp*cp else :

c16=1.73014-0.7067*cp m1=0.0140407*l/t-1.75254*math.pow(voldis,1/3)/l-4.79323*b/l-c16 ratio3 = math.pow(l, 3) / voldis if ratio3<512:

c15=-1.69385 elif ratio3>1726.91:

c15=0 else :

c15=-1.69385+(l/math.pow(voldis,(1/3))-8)/2.36

14 m4=c15*0.4*math.exp(-0.034*math.pow(fr,-3.29)) d=-0.90 c5=1-0.8*at/(b*t*cm) c3=0.56*math.pow(abt,1.5)/(b*t*(0.31*math.sqrt(abt)+tf-hb)) c2=math.exp(-1.89*math.sqrt(c3)) c1=2223105*math.pow(c7,3.78613)*math.pow((t/b),1.07961)*math.pow((90-ie),-1.37565) rwfr04=c1*c2*c5*voldis*rho*1000*g*math.exp(m1*math.pow(fr,d)+m4*math.cos(lambdda*math. pow(fr,-2))) c17=6919.3*math.pow(cm,-1.3346)*math.pow((voldis/math.pow(l,3)),2.00977)*math.pow((l/(b- 2)),1.40692) m3=-7.2035*math.pow((b/l),0.326869)*math.pow((t/b),0.605375) rwfr055=c17*c2*c5*voldis*rho*1000*g*math.exp(m3*math.pow(fr,d)+m4*math.cos(lambdda*mat h.pow(fr,-2))) rw=rwfr055 if fr<(0.4):

print('the calculation of wave resistance proceeds with the condition fr<(0.4) ')

rw=rwfr04 elif fr>0.55:

print('the calculation of wave resistance proceeds with the condition fr>0.55 ')

rw=rwfr055 else :

print('the calculation of wave resistance proceeds with the condition 0.4

rw=rwfr04+(10*fr-4)*(rwfr055-rwfr04)/1.5

#model-ship correlation ratio2=tf/l if ratio2>0.04:

c4=0.04; else:

c4=ratio2; ca=0.006*math.pow((l+100),-0.16)-0.00205+0.003*math.sqrt(l/7.5)*math.pow(cb,4)*c2*(0.04-c4) ra=0.5*rho*s*v*v*ca

#calculating total resistance:

15 rt=rf*ff+rw+ra+rapp+rb+rtr print(f'the Total Resistance is= {rt} kN') decision6=input('would you like to view the breakdown of resistances?(yes or no)').upper() if decision6=='YES':

print(f""" frictional resistance = {rf} kN frictional resistance coefficient = {cf} form factor = {ff} wave resistance = {rw} kN resistance due to bulb = {rb} kN resistance due to transom stern = {rtr} kN resistance due to appendages = {rapp} kN model ship correlation = {ra} kN""") else:

print('thank you!') decision7=input('would you like to review the values generated from default formulae?(yes or no): ').upper() if decision7=='YES':

print(f""" length of run (lr)= {lr} m half angle of entrance (iE)= {ie} degrees wetted surface area (S)= {s} metre square midship coefficient (Cm)= {cm} waterplane coefficient (Cwp)= {cwp}

*please ignore Cm and Cwp if you gave those values

THANK YOU!

""") else:

print('thank you!')

Code Ends Here

16 RESULT

To verify the result values of the tool, a vessel of the following dimensions has been taken:

ITEM VALUE LBP 340.0 LWL 345.0 B 41.0 T 10.286 DISPLACEMENT (tonnes) 111637 SPEED (knots) 13 Lcb % of L 0

The result obtained from the program is as follows:

Result Starts Here: enter the displacement(in tonnes): 111637 enter the lenght between perpendiculars: 340 enter the lenght between waterline: 345 enter the breadth: 41 enter the draft: 10.286 enter the ship speed in knots: 13 do you know the midship coefficient?(yes or no): NO do you know the waterplane coefficient?(yes or no): NO do you know the length of run?(yes or no): NO does your vessel have a bulbous bow?(yes or no): NO does your vessel have a transom stern beneath waterline?(yes or no): NO do you know the half angle of entrance?(yes or no): NO enter LCB forward of 0.5 L as a percentage of L:0 velocity of ship is 6.6872 m/s

17 the block coefficient of your vessel is 0.759582583321199 (no units) prismatic coefficient of the vessel= 0.7916339891409121 reynolds number of the ship:2264.59e6 froude number= 0.11494769342166415

item: Cstern values

pram with gondola = -25

V-Shaped sections = -10

Normal section shape = 0

U-Shaped sections with hogner stern = +10 enter the value of Cstern: 0

appendage 1+k2 values

rudder behind skeg 1.5-2.0

rudder behind stern 1.3-1.5

twin-screw balance rudders 2.8

shaft brackets 3.0

skeg 1.5-2.0

strut bossings 3.0

hull bossings 2.0

shafts 2.0-4.0

stabilizer fins 2.8

dome 2.7

bilge keels 1.4 enter the number of appendages the vessel has:0 the calculation of wave resistance proceeds with the condition fr<(0.4) the Total Resistance is= 28571.786242579383 kN would you like to view the breakdown of resistances?(yes or no)YES

frictional resistance = 3538.0988921329763 kN frictional resistance coefficient = 0.0408497490793243

18 form factor = 4.052309664376246 wave resistance = 13831.209709030112 kN resistance due to bulb = 0 kN resistance due to transom stern = 0 kN resistance due to appendages = 0 kN model ship correlation = 403.10419943992423 kN would you like to review the values generated from default formulae?(yes or no): YES

length of run (lr)= 71.88627374638533 m half angle of entrance (iE)= 28.575574610503278 degrees wetted surface area (S)= 16549.663501536474 metre square midship coefficient (Cm)= 0.9595123424974519 waterplane coefficient (Cwp)= 0.8289203308252033

*please ignore Cm and Cwp if you gave those values

THANK YOU!

Process finished with exit code 0

Result Ends Here

19 CONCLUSION

The program has been tested to work without any errors and it has given values of resistance data similar to the results obtained from manual calculation.

This tool is intended to be utilized for preliminary resistance estimation and as a reference for manual calculations.

REFERENCES

1.An approximate power prediction method by J. Holtrop and G.G.J Mennen.

2.A statistical re-analysis of resistance and propulsion data by J. Holtrop.

3.Ship resistance and propulsion- Anthony F. Molland.

4.Marine propeller and propulsion-John Carlton.

20

TABLE OF CONTENTS

INTRODUCTION 6

DESIGN 7

FINAL DESIGN PARAMETER & DATA 14

CONCLUSION 15

RECOMMENDATION 15

INTRODUCTION: The Movement of a ship through the water is achieved by the power so developed in the engine via the propeller shaft to the propeller in water. The distance or forward motion depends mainly on the propeller pitch which is defined as how far the propeller can travel for one revolution of the shaft. A Propeller is a type of fan that transmits power by converting rotational motion into thrust. A pressure difference is produced between forward and the rear surfaces of the air foil shaped blade and a fluid (such as air or water) is accelerated behind the blade. Propeller dynamics can be modelled by both Bernoulli’s principle and Newton’s third law. A propeller is sometimes colloquially known as screw.

TYPICAL PROPELLER DIAGRAM:

DESIGN OF FOUR BLADED PROPELLER

1.SHIP PARTICULARS

S.NO PARTICULARS DETAILS UNITS SHIP NAME TONI LBP 55 m BREADTH 13 m DEPTH 4.2 m DRAFT 3.2 m ENGINE MODEL NT855M ENGINE POWER 300 KW SHIP SPEED 9.75 knots

1.DESIGN PROCEDURE

1. Speed of Advance (Va)

Va= Vs(1-W)

where as, Vs= 9.75 knots W= 0.15 (Wake Fraction)

Va= 8.2875 knots

2. Shaft Power

Ps= Pb*ηs where Pb= 300KW Pb= 407.886 Hp (1KW=1.35962 Hp) ηs= 0.98 (As engine located at aft)

Ps= 399.72828 Hp

3. Delivered power of Propeller

Pd= Ps*ηs where Ps= 399.72828 Hp

ηs= 0.98

Pd= 391.7337144 Hp

4. Power Coeffecient

Bp= (Pd^0.5*n)/(Va^2.5) where

Pd= 391.733714 Hp n= 2000 Va= 8.2875 knots

Bp= 200.2011728

Bp≈ 200

5. Parameters from the Chart

δopt= 490 ηo= 0.3 P/D= 0.58

6. Propeller Thrust

T= (Pd*ηo)/Va T= 14.18040595 N/m

7. Optimum diameter and pitch of propeller

D= (δopt*Va)/n where δopt= 490 Va= 8.2875 n= 2000

D= 2.0304375 ft D= 0.61887735 m

Since P/D= 0.58 P= 0.58*D P= 0.358948863 m (P-pitch)

8. From type B series 4 bladed propeller

No.of.Blades (Z)= 4 Blade Area Ratio (Ae/Ao)= 0.55 Blade thickness ratio = 0.05

Therefore,

Blade Area (Disk Area) Ao= (3.14*D^2)/4 Ao= 0.300662202 m^2

Expanded Area of all blades Ae= 0.55*Ao Ae= 0.165364211 m^2

9. Maximum Blade Thickness

to= Blade Thickness Ratio * D to= 0.030943868 m

10. Hub (Boss) Diameter

d= 0.18*D d= 0.111397923 m

11. Developed area of the blades

Ad= (Ae/Ao)*(3.14*D^2/4) Ad= 0.165364211 m^2

12. Projected area of the blade

Ap= Ad*(1.067-(0.229*P/D))

Ap= 0.154479939 m^2

13. Ratios

a) Developed area ratio Ad/Ao= 0.55

b) Projected area ratio Ap/Ao= 0.513799

c) Expanded area ratio Ae/Ao= 0.55

14. Pitch Along the radius

D= 0.61887735 R= 0.309438675

a)P at 25% of R = 25/100*R*(P/D) = 0.044868608 m

b) P at 50% of R = 50/100*R*(P/D) = 0.089737216 m

c)P at 60% of R = 60/100*R*(P/D)

= 0.107684659 m

d)P at 70% of R = 70/100*R*(P/D) = 0.125632102 m

e)P at 80% of R = 80/100*R*(P/D)

= 0.143579545 m

f)P at 90% of R = 90/100*R*(P/D) = 0.161526988 m

g)P at 100% of R = 100/100*R*(P/D) = 0.179474432 m

15. Thickness along the radius

to= 0.05*R m R= 0.309438675

a)t at 10% of R= 0.05*0.1*R = 0.001547193

b) t at 20% of R= 0.05*0.2*R = 0.003094387 m

c)t at 30% of R= 0.05*0.3*R = 0.00464158 m

d) t at 40% of R= 0.05*0.4*R = 0.006188774 m

e)t at 50% of R= 0.05*0.5*R = 0.007735967 m

f) t at 60% of R= 0.05*0.6*R = 0.00928316

g) t at 70% of R= 0.05*0.7*R = 0.010830354 m

h) t at 80% of R= 0.05*0.8*R = 0.012377547 m

i) t at 90% of R= 0.05*0.9*R = 0.01392474 m

j) t at 100% of R= 0.05*1*R = 0.015471934 m

16. Length of the propeller blade

Since it is Screw propeller

Lb= R-r

Where R= Propeller Radius r= Hub radius

R= 0.309438675 m r= 0.055698962 m

Lb= 0.253739714 m

17. Weight of all the blades

W=1.928*Bd*Blade area Fraction*Y*R^3

where Bd= Blade thickness fraction Bd= 0.05 Blade area fraction= 0.55 Y= Specific gravity of the material * Specific weight of water Specific gravity of material= 7.6 (As the material taken was Nickel Aluminium Bronze) specific weight of water= 9807 Nm^3 Y= 74533.2 Nm^4 R= Propeller tip radius (Propeller tip radius is approx equal to the propeller radius)

R= 0.309438675 m

W=117.0882377 N

18. Polar Moment of Inertia Ip= 0.2745*W*R^2 Ip= 3.077547776 Nm^2

19. Total Stress acting on the propeller

σ= F/Ao

where F= Force acting on the blade since F=W

F= 117.0882377 N Ao= Blade area Ao= 0.300662202 σ= 389.4345113 N/m^2

3D Diagram of this calculated propeller

3D Diagram of this calculated propeller

FINAL DESIGN PARAMETERS AND DATA

S.NO PARAMETERS VALUES UNITS 1 Speed of Advance (Va) 8.2875 Knots 2 Break Power (Pb) 407.886 Hp 3 Shaft power (Ps) 399.72828 Hp 4 Delivered Power(Pd) 391.7337144 Hp 5 Power Coefficient 200.2011728 6 Propeller Thrust 14.18040595 N/m 7 Diameter of the Propeller (D) 0.61887735 m 8 Pitch of the Propeller (P) 0.358948863 m 9 Blade Area (Ao) 0.300662202 m^2 10 Expanded area of all blades (Ae) 0.165364211 m^2 11 Maximum Blade Thickness (to) 0.030943868 m 12 Hub (Boss) Diameter (d) 0.111397923 m 13 Developed Area of the blades (Ad) 0.165364211 m^2 14 Projected Area of the Blades (Ap) 0.154479939 m^2 15 Developed Area ratio (Ad/Ao) 0.55 - 16 Projected area ratio (Ap/Ao) 0.513799 - 17 Expanded area ratio (Ae/Ao) 0.55 - 18 Length of the Propeller blade (Lb) 0.253739714 m 19 Weight of all the blades (W) 117.0882377 N 20 Polar Moment of Inertia (Ip) 3.077547776 N/m^2 21 Total Stress Acting on the Propeller (σ) 389.4345113 N/m^3

CONCLUSION:

A step by step design procedure for a 4-bladed propeller have been outlined in this work. Also, considerations was taken from existing charts, materials classifications and characteristics are included here.

RECOMMENDATION:

Propeller design procedure is a very versatile, although approximate dwells more on the simplified approach to the design propeller by making use of the methodical series which are charts developed from tested basin experiments. It is therefore recommended that Bp chats series 4.55 should be adopted for the design of 4-bladed propellers. Furthermore, the designed propeller drawing and characteristics that this work propounded with the Lloyd’s Register of Shipping Standard materials classification should continue to be adopted also for 4-bladed propellers.

METAMET ACADEMY OF MARITIME EDUCATION AND TRAINING AEL DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956)

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET) (Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI- 603 112. TAMILNADU, INDIA

Structural Design of 40000D WT Ro-Ro Ship Home Based Internship Report

In

Department of Naval Architecture and Offshore Engineering

MAY 2020

Submitted By Hari Prasanth N ANA17082L

(Signatüré offob) BONAFIDE CERTIFICATE

entitled "Structural Design of 40000DWT This is to certify that the Home based Internship N to the of Naval Architecture & Ro-Ro Ship" submitted by Mr. Hari Prashanth Department award of of Bachelor of is a Offshore Engineering, AMET, India for the degree Engineering The contentsof Bonafide record of technical work carried out by him under my supervision. this Internship, in full or in parts, have not been submitted to any other institute or university for the award of any degree or diploma.

77. Signature Signature (Mentor) (HOD) Mr. Gopi Krishna Mr. MSP Raju

Assistant Professor Associate Professor

Department of Naval Architecture & Department of Naval Architecture & Offshore Engineering Offshore Engineering AMET ACADEMY OF MARITIME EDUCATION AND TRAINING AA DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP ALLOCATIPN,REPORT 2019-20 Name of the Department:..uc... .d...la...a (In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak)

Name of the Programme R.sA.. Year of study and Batch/Group . A).j....7Gl *sssoses nese***** Name of the Mentor api...Lauakn.. *************** Title of the assigned internshipp gkuduraDerig 4b000 DT Lo eoship

Nature of Internship Individual/Group Reg No of Students who are assigned with this internship: ANAI7082l,

Total No. of Hours Required to complete the Internship:

Signature of the Mentor Signature of the Internal Signature of HoD/Programme Examiner Head ne1 UALI AMET ACADEMY OF MARITIME EDUCATiON AND TRAINING DEEMED TO BE UNIVERSITY (Under Section 3 of UGC Act 1956) INTERNSHIP EVALUATION REPORT 2019-200 Nameof the Department:..AMawa.aut.ck.d..hlst.. (In view of odvisory from the AlCTE, internships for the year 2015-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student MHari D.anant N Register No and Roll No ANALDO82 NA 130 L Programmeof studyy Year and Batch/Group Semester Title of Internship STuctue Desian 40000 D o-losw p

Duration of Internship ***********..Hours Mentor of the Student 4Cepi Evaluation by the Department SI Criterion Max. Marks Marks No. Allotted |1 Regularity in maintenance of the diary. 10 Adequacy& quality of information recorded 10 Drawings, sketches and data recorded 10 4 Thought process and recording techniques used Organization of the information Originality of the Internship Report 20 Adequacy and purposeful write-up of the Internship 10 Report Organization, format, drawings, sketches, style, language 10 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 concepts 10 Presentation Skills 10 Total 100 83 Signature ofthe Mentor Signature of the Internal Signature of HoD/Programme Examiner Head

ABSTRACT

A RO RO Ship is a merchant ship specially designed to transport unpacked RO RO Ship. Such as grains, coal, ore and cement in its cargo hold. The main aim of this Internship is to Structural Design of a RO RO ship with 40,000 DWT and to make sure the ship is having good Strength and Capacity. This describes the Scantling and Capacity calculation. Ship dimensions are obtained from the previous ship data. The lines plan was generated by BSRA series With the Exerting ships CB.

TABLE OF CONTENTS

ABSTRACT ...... …...... 2 TABLE OF CONTENTS ...... 3 LIST OF TABLES ………………………………………………………...….. 4 LIST OF FIGURES ……………………………………………………..…….. 5 NOMENCLATURE …………………………………………………...……… 6

CHAPTER 1 INTRODUCTION S.NO TITLE PAGE. NO 1.1 RORO SHIP………………………….…………….………...... 7 1.2 TYPE OF RORO SHIP………………..……………….……....8 1.3 SIZE ROR SHIP…………………..…………….………..….…9 1.4 DESIGN FEATURES…………………………...……………10

CHAPTER 2 LINES PLAN AND GA PLAN S.NO TITLE PAGE.NO 2.1 INTRODUCTION TO LINES PLAIN………….…..…………11 2.2 INTRODUCTION TO GA PLAIN…………………..…….…..11

CHAPTER 3 SCANTLING CALCULATON S.NO TITLE PAGE. NO 3.1 INTRODUCTION…………………….…………….…………12 3.2 SCANTLING CALCULATION………………...……………..13

CHAPTER 4 MIDSHIP SECTION INCLUDES ALL STIFFENERS S.NO TITLE PAGE. NO 4.1 INTRODUCTION………………………..…………………..16 4.2 MIDSHIP SECTION………………….…....……………….17 CHAPTER 5 EQUIPMENT NUMBER CALCULATION S.NO TITLE PAGE. NO 5.1 EQUIPMENT NUMBER CALCULATION………….………….18 5.2 ANCHOR MATERIAL SELECTION AND TOUGHNESS..…...20 5.3 CHAIN CABLES FOR BOWER ANCHORS…………….………20

CHAPTER 6 CAPACITY CALCULATION S.NO TITLE PAGE. NO 6.1 INTRODUCTION……..…………………………………….………21 6.2 CAPACITY CALCULATION…………………………………..…..21

CONCLUSION………………..……………..…………..………..…..……….25

LIST OF TABLE S NO. TITLE PAGE NO

1.1 SIZES OF RO RO Ship 9 2.1 OFFSET TABLE 12

S NO. TITLE PAGE NO

2 LINES PLAN 13 2 GENERAL ARRANGEMENT 14 PLAN

NOMENCLATURE:

List of Symbols DWT: Deadweight △ : Displacement L: Length between perpendiculars V: Service speed g: Acceleration due to gravity B: Moulded Breadth D: Moulded Depth T: Moulded Draft C B: Block coefficient F n: Froude’s Number P D: Delivered Power E: Equipment Number Aw: Area water plane Am: Area of Midship CB: Block Coefficient CG: Centre of Gravity CM: Midship Area Coefficient CP: Prismatic Coefficient CW: Waterplane Area Coefficient GM: Distance from Centre of Gravity to Metacentre GM 0: Initial Metacentric Height GZ: Righting Arm

CHAPTER 1 INTRODUCTION

1.1 INTRODUCTION

At first, wheeled vehicles carried as cargo on oceangoing ships were treated like any other cargo. Automobiles had their fuel tanks emptied and their batteries disconnected before being hoisted into the ship's hold, where they were chocked and secured. This process was tedious and difficult, and vehicles were subject to damage and could not be used for routine travel.

An early roll-on/roll-off service was a train ferry, started in 1833 by the Monkland and Kirkintilloch Railway, which operated a wagon ferry on the Forth and Clyde Canal in Scotland.

The first modern train ferry was Leviathan, built in 1849. The Edinburgh, Leith and Newhaven Railway was formed in 1842 and the company wished to extend the East Coast Main Line further north to Dundee and Aberdeen. As bridge technology was not yet capable enough to provide adequate support for the crossing over the Firth of Forth, which was roughly five miles across, a different solution had to be found, primarily for the transport of goods, where efficiency was key.

The company hired the up-and-coming civil engineer Thomas Bouch who argued for a train ferry with an efficient roll-on/roll-off mechanism to maximise the efficiency of the system. Custom-built ferries were to be built, with railway lines and matching harbour facilities at both ends to allow the rolling stock to easily drive on and off the boat.

To compensate for the changing tides, adjustable ramps were positioned at the harbours and the gantry structure height was varied by moving it along the slipway. The wagons were loaded on and off with the use of stationary steam engines.

Bouch's ferry design. Note the adjustable ramp. Although others had had similar ideas, it was Bouch who first put them into effect, and did so with an attention to detail (such as design of the ferry slip) which led a subsequent President of the Institution of Civil Engineers to settle any dispute over priority of invention with the observation that "there was little merit in a simple conception of this kind, compared with a work practically carried out in all its details, and brought to perfection."

The company was persuaded to install this train ferry service for the transportation of goods wagons across the Firth of Forth from Burntisland in Fife to Granton. The ferry itself was built by Thomas Grainger, a partner of the firm Grainger and Miller.

The service commenced on 3 February 1850. It was called "The Floating Railway"and intended as a temporary measure until the railway could build a bridge, but this was not opened until 1890, its construction delayed in part by repercussions from the catastrophic failure of Thomas Bouch's Tay Rail Bridge.

Roll-on/roll-off (RORO or ro-ro) ships are cargo ships designed to carry wheeled cargo, such as cars, trucks, semi-trailer trucks, trailers, and railroad cars, that are driven on and off the ship on their own wheels or using a platform vehicle, such as a self- propelled modular transporter.

This is in contrast to lift-on/lift-off (LoLo) vessels, which use a crane to load and unload cargo.RORO vessels have either built-in or shore-based ramps or ferry slips that allow the cargo to be efficiently rolled on and off the vessel when in port.

While smaller ferries that operate across rivers and other short distances often have built-in ramps, the term RORO is generally reserved for large oceangoing vessels. The ramps and doors may be located in stern, bow or sides, or any combination thereof.

CHAPTER 1

1.2 TYPES OF RO RO Ship:

Types of RORO vessels include ferries, cruiseferries, cargo ships, barges, and Ro Ro service for air deliveries. New automobiles that are transported by ship are often moved on a large type of RORO called a pure car carrier (PCC) or pure car/truck carrier (PCTC).

Elsewhere in the shipping industry, cargo is normally measured by the metric tonne, but RORO cargo is typically measured in lanes in metres (LIMs). This is calculated by multiplying the cargo length in metres by the number of decks and by its width in lanes (lane width differs from vessel to vessel, and there are several industry standards). On PCCs, cargo capacity is often measured in RT or RT43 units (based on a 1966 Toyota Corona, the first mass-produced car to be shipped in specialised car-carriers and used as the basis of RORO vessel size. 1 RT is approximately 4m of lane space required to store a 1.5m wide Toyota Corona) or in car-equivalent units (CEU).

The largest RORO passenger ferry is MS Color Magic, a 75,100 GT cruise ferry that entered service in September 2007 for Color Line. Built in Finland by Aker Finnyards, it is 223.70 m (733 ft 11 in) long and 35 m (114 ft 10 in) wide, and can carry 550 cars, or 1270 lane meters of cargo.

The RORO passenger ferry with the greatest car-carrying capacity is Ulysses (named after a novel by James Joyce), owned by Irish Ferries. Ulysses entered service on 25 March 2001 and operates between Dublin and Holyhead. The 50,938 GT ship is 209.02 m (685 ft 9 in) long and 31.84 m (104 ft 6 in) wide, and can carry 1342 cars/4101 lane meters of cargo.

1.3 SIZES OF BULK CARRIERS:

ConRO The ConRo (or RoCon) vessel is a hybrid of a RORO and a container ship. This type of vessel has a below-deck area used for vehicle storage while stacking containerized freight on the top decks. ConRo ships, such as the G4 class of the Atlantic Container Line, can carry a combination of containers, heavy equipment, oversized cargo, and automobiles. Separate internal ramp systems within the vessel segregate automobiles from other vehicles, Mafi roll trailers, and break-bulk cargo.

LMSR Large, Medium-Speed Roll-on/Roll-off (LMSR) refers to several classes of Military Sealift Command (MSC) roll-on/roll-off type cargo ships. Some are purpose-built to carry military cargo, while others are converteLarge, Medium-Speed Roll-on/Roll-off (LMSR) refers to several classes of Military Sealift Command (MSC) roll-on/roll-off type cargo ships. Some are purpose- built to carry military cargo, while others are converted

RoLo A RoLo (roll-on/lift-off) vessel is another hybrid vessel type, with ramps serving vehicle decks but with other cargo decks only accessible when the tides change or by the use of a crane.

ROPAX The acronym ROPAX (roll-on/roll-off passenger) describes a RORO vessel built for freight vehicle transport along with passenger accommodation. Technically this encompasses all ferries with both a roll-on/roll-off car deck and passenger-carrying capacities, but in practice, ships with facilities for more than 500 passengers are often referred to as cruiseferries.

CHAPTER 2

LINES PLAN 2.1 LINES PLAN:

The lines plan (lines drawing) consists of projections of the hull with a series of planes. The planes are equally spaced in each of three dimensions. These set of planes are mutually perpendicular or orthogonal in nature

⮚ BODY PLAN

⮚ HALF BREADTH PLAN

⮚ SHEER PLAN

2.1 GA PLAN: A GA=General Arrangement of a typical RORO ship shows a clear deck with machinery aft. Large hatches with steel covers are designed to facilitate rapid loading and discharge of the cargo. Since the bulk carrier makes many voyages in ballast a large ballast capacity is provided to give adequate immersion of the propeller. The general-purpose RORO ship, in which usually the central hold section only is used for cargo. The partitioned tanks which surround it are used for ballast purposes either on ballast voyages or in the case of the saddle tanks, to raise the ship's centre of gravity when a low-density cargo is carried. Some of the double-bottom tanks may be used for fuel oil and freshwater

CHAPTER 2 OFF SET

wl0 wl1 wl2 wl3 wl4 wl5 wl6 wl7 wl8 wl9 wl10 ST/WL 0 2.4 4.8 7.2 9.6 12 14.4 16.8 19.2 21.6 24 0 0 0 0 0 0 0 6.243 8.889 10.15 10.794 10.94 0.25 0 0.548 0.59 0.632 1.131 5.023 7.82 9.772 11.157 12.364 13.177 0.5 0.241 1.123 1.202 1.554 3.328 6.728 9.358 11.201 12.741 14.074 15.078 0.75 0.288 1.797 2.0775 2.725 4.933 8.303 10.609 12.373 13.864 15.11 16.12 1 0.338 2.502 3.026 4.068 6.583 9.554 11.676 13.392 14.863 15.871 16.12 1.5 0.532 4.003 5.412 7.009 9.402 11.933 13.662 14.899 15.827 16.12 16.12 2 1.192 5.949 7.895 10.023 12.148 13.876 15.039 15.78 16.12 16.12 16.12 2.5 2.45 8.015 10.596 12.395 13.772 14.788 15.567 16.12 16.12 16.12 16.12 3 4.497 10.373 12.618 14.02 15.051 15.798 16.1 16.12 16.12 16.12 16.12 3.5 7.092 12.468 14.288 15.221 15.76 16 16.12 16.12 16.12 16.12 16.12 4 9.462 14.356 15.557 15.93 16.12 16.12 16.12 16.12 16.12 16.12 16.12 5 11.687 15.7 16.12 16.12 16.12 16.12 16.12 16.12 16.12 16.12 16.12 6 8.237 13.996 15.13 15.411 15.512 15.605 15.764 15.967 16.12 16.12 16.12 6.5 6.199 12.209 13.756 14.306 14.685 14.931 15.121 15.337 15.593 15.847 16.12 7 3.944 10.145 11.999 12.791 13.284 13.596 13.962 14.357 14.736 15.094 15.552 7.5 2.508 7.99 10.208 11.221 11.652 11.982 12.326 12.735 13.206 13.755 14.496 8 1.666 6.375 8.461 9.446 9.836 10.027 10.378 10.899 11.602 12.467 13.606 8.5 0.856 4.989 6.882 7.459 7.526 7.692 8.224 9.009 9.97 11.143 12.676 9 0.484 3.964 5.562 5.804 5.651 5.929 6.605 7.59 8.64 9.859 11.341 9.25 0 3.154 4.488 4.135 3.815 4.097 4.934 6.034 7.159 8.322 9.7155 9.5 0 2.497 3.554 2.949 2.412 2.571 3.433 4.523 5.706 6.919 8.236 9.75 0 2.059 3.032 2.163 1.061 1.089 2.046 3.222 4.533 5.811 7.246 10 0 1.705 2.5 1.516 0.342 0.211 1.029 2.04 3.269 4.603 6.201

LINES PLAN

RORO VESSEL

GA PLAN

CHAPTER 3 SCANTLING CALCULATION 3.1 INTRODUCTION

Ship structural scantlings are a contract design level task. They form the general plan for the material thicknesses and section profiles on a vessel. This is starting to form the major details. After the ship scantlings get calculated, you have a good idea of the structural arrangement, the ship structural weight, and any major challenges. Ship structural scantlings are a contract design level task. They form the general plan for the material thicknesses and section profiles on a vessel. This is starting to form the major details. After the ship scantlings get calculated, you have a good idea of the structural arrangement, the ship structural weight, and any major challenges. If the engineer has scantling calculations already developed for your vessel, or if they will need to be developed from scratch. Rules already developed are a lot faster to reapply than to create from scratch. Also, ask to see an example of the scantling rules. See what level of quality and what type of presentation you are getting.

3.2 SCANTLING CALCULATION

S.NO. PARTICULARS SYMBOL VALUE UNITS 1 Length overall LOA 212 m 2 Length between perpendiculars LBP 198.00 m 3 Length at waterline LWL 204 m

4 Rule Length L,L1,L2, 197.88 5 Breadth B 32.20 m 6 Depth D 24.00 m 7 Draft T 10.00 m 8 Block coeffecient CB 0.58 - 9 Speed V 12.5 knots 10 Dead Weight DWT 40,000 T

MEMBERS a b THICKNESS (t) CORROSION ALLOWANCE t' FINAL t UNITS Watertight Bulkheads 4.50 0.01 6.74 0.34 7.08 8.00 mm SIDE SHELL (1.3)EW 4.00 0.01 6.24 0.31 6.55 6.00 mm SIDE SHELL (1.2) 4.00 0.03 9.60 0.48 10.08 10.00 mm SIDE SHELL (1.1) 4.00 0.04 11.84 0.59 12.43 10.00 mm Sea Chest Boundaries 4.00 0.05 15.20 0.76 15.96 14.00 mm Peak Bulkheads 4.50 0.02 7.86 0.39 8.25 8.00 mm Other Spaces 4.50 0.02 8.98 0.45 9.43 8.00 mm Other Non-Watertight Bulkheads 5.00 0.00 5.00 0.25 5.25 6.00 mm Other Decks 4.50 0.01 6.74 0.34 7.08 8.00 mm Non-Watertight Bulkheads 5.00 0.05 16.20 0.81 17.01 15.00 mm KEEL 5.00 0.05 16.20 0.81 17.01 14.00 mm HOLD INTENDED FOR CARGO IN BULK 4.50 0.02 7.86 0.39 8.25 8.00 mm Deck in Machinery 4.00 0.02 8.48 0.42 8.91 8.00 mm CARGO SPACES 5.50 0.03 11.10 0.56 11.66 10.00 mm BOTTOM PLATE 4.50 0.04 12.34 0.62 12.96 11.00 mm

MEMBERS THICKNESS (t) CORROSION ALLOWANCE t' FINAL t UNITS Tank Boundary 6.48 0.34 7.08 6.00 mm Other Structures 5.62 0.28 5.90 6.00 mm Brackets 6.74 0.34 7.08 6.00 mm

MEMBERS a b THICKNESS (t) CORROSION ALLOWANCE t' FINAL t UNITS Bottom center Girder 5.00 0.03 11.72 0.59 12.31 11.00 mm Other Bottom Girder 5.00 0.02 8.81 0.44 9.25 8.00 mm Floors 5.00 0.02 8.36 0.42 8.78 8.00 mm

S.NO. PARTICULARS FORMULA VALUES UNITS 1 Longitudinal Framing 550+2L 974.00 mm 2 Transverse Framing 450+2L 874.00 mm 3 DB B/15 2.40 m 1.86 m 4 Keel platewidth 0.8 + L/200 0.93 80.00 cm 5 Area of Bilge Keel π /2h 172.70 cm 6 Bilge Keel lever r- (2r/π) 36.31 cm

7 MOI od Bilge Keel (π ^3 ℎ)/4 −A(2 /π)^2 162863.06 cm

Required Sectional Modulus of stiffeners

Elements Units Values fu - 1.15 P N/mm2 25.00 s mm 750.00 lbdg mm 2400.00 fbdg - 7.00 Cs - 0.58 ReH N/mm2 235.00 Zstiffeners mm3 130175034.06 Zstiffeners cm3 130.18

s = Frame Spacing l = 3 * fram spacing

Required Sectional Modulus of Midship S.NO. DESCRIPTION QUANTITY BREADTH HEIGHT UNIT AREA TOTAL AREA LEVER 1st MOMENT 2nd MOMENT MOI TOTAL MOI UNITS cm cm cm2 cm2 cm cm3 cm4 cm4 cm4 1 Keel Plate 2.00 90.00 1.40 126.00 252.00 0.70 176.40 123.48 20.58 41.16 2 Bottom Plate 2.00 1021.00 1.10 1123.10 2246.20 0.55 1235.41 679.48 113.25 226.49 3 Bilge Plate 2.00 100.00 1.10 172.70 345.40 36.31 12540.00 455273.89 162863.06 325726.11 4 Side shell 2.00 1160.00 1.00 1160.00 2320.00 760.00 1763200.00 1340032000.00 130074666.67 260149333.33 5 Deck plate 2.00 1326.00 0.80 1060.80 2121.60 1420.40 3013520.64 4280404717.06 56.58 113.15 6 Inner bottom plate 2.00 1265.00 1.10 1391.50 2783.00 180.55 502470.65 90721075.86 140.31 280.62 8 Bottom Longitudinals 2.00 20.00 2.00 40.00 80.00 6.56 524.80 3442.69 2820.00 5640.00 9 Inner Bottom Longitudinals 2.00 20.00 2.00 40.00 80.00 178.90 14312.00 2560416.80 2820.00 5640.00 10 Deck Longitudinals 2.00 20.00 2.00 40.00 80.00 1405.20 112416.00 157966963.20 2820.00 5640.00 12 Side Longitudinal 1 2.00 20.00 2.00 40.00 80.00 90.00 7200.00 648000.00 2820.00 5640.00 13 Side Longitudinal 2 2.00 20.00 2.00 40.00 80.00 270.00 21600.00 5832000.00 2820.00 5640.00 14 Side Longitudinal 3 2.00 20.00 2.00 40.00 80.00 360.00 28800.00 10368000.00 2820.00 5640.00 15 Side Longitudinal 4 2.00 20.00 2.00 40.00 80.00 450.00 36000.00 16200000.00 2820.00 5640.00 16 Side Longitudinal 5 2.00 20.00 2.00 40.00 80.00 540.00 43200.00 23328000.00 2820.00 5640.00 17 Side Longitudinal 6 2.00 20.00 2.00 40.00 80.00 630.00 50400.00 31752000.00 2820.00 5640.00 18 Side Longitudinal 7 2.00 20.00 2.00 40.00 80.00 720.00 57600.00 41472000.00 2820.00 5640.00 19 Side Longitudinal 8 2.00 20.00 2.00 40.00 80.00 810.00 64800.00 52488000.00 2820.00 5640.00 20 Side Longitudinal 9 2.00 20.00 2.00 40.00 80.00 900.00 72000.00 64800000.00 2820.00 5640.00 21 Side Longitudinal 10 2.00 20.00 2.00 40.00 80.00 990.00 79200.00 78408000.00 2820.00 5640.00 22 Bottom Centre Girder 1.00 1.10 178.00 195.80 195.80 90.40 17700.32 1600108.93 19.74 19.74 23 Bottom Side Girder 8.00 8.00 176.00 1408.00 11264.00 89.10 1003622.40 89422755.84 7509.33 60074.67 SUM 23768.00 7301991.42 0.00 260626106.48

Distance to Neutral Axis from Keel

YKEEL 0.00 cm 0.00 m

YDECK 0.00 m 3 ITotal 0.00 cm 67.94 m3 I at Neutral Axis 4550379333.85 cm3 0.00 m3

Required section modulus of midship 3 Z KEEL 0.00 m 3 ZDECK 0.00 m

Minimum section modulus midship k 1.000 -

fr 0.700 -

CW0 9.718 - L2 39156.494 m2 B 32.200 m

CB 0.800 - 3 ZR-gr 15.62 m

CHAPTER 4 MIDSHIP SECTION INCLUDES ALL STIFFENERS

4.1 INTRODUCTION

Midship The Mid ship section part is the overall area section of the ship .So ,In the most area, the mid ship show the overall ship strength also. Sometime it shows the capacity and the other most useable information on the ship. Then the cross-section of a ship amidships showing details of frames, beam, and other structural parts.

Stiffeners Stiffeners are secondary plates or sections which are attached to beam webs or flanges to stiffen them against out of plain deformations Almost all main bridge beam will have stiffeners. However most will only have transverse web stiffeners attached to the web. Deep beam sometimes also have longitudinal web stiffener. Flange stiffeners may be used on large span box girder bridges but are unlikely to be encountered

Midship section area 314.5 (m2) Midship coefficient 0.963

CHAPTER 5

EQUIPMENT NUMBER CALCULATION Design of the anchoring equipment . The anchoring equipment required herewith is intended for temporary mooring of a vessel within a harbour or sheltered area when the vessel is awaiting berth, tide, etc. The equipment is therefore not designed to hold a ship off fully exposed coasts in rough weather or to stop a ship which is moving or drifting. In this condition, the loads on the anchoring equipment increase to such a degree that its components may be damaged or los towing to the high energy forces generated, particularly in large ships. The anchoring equipment presently required herewith is designed to hold a ship in good holding ground in conditions such as to avoid dragging of the anchor. In the poor holding ground, the holding power of the anchors will be significantly reduced. The Equipment Numeral (EN) formula for anchoring equipment required hereunder is based on an assumed current speed of 2.5 m/sec, wind speed of 25 m/sec and scope of chainc able between 6 and 10, the scope being the ratio between the length of chain paid out and water depth. It is assumed that under normal circumstances a ship will use only one bow anchor and chain cable at a time. Manufacture of anchors and anchor chain cables is to be in accordance with UR W29 and UR W18.

Super high holding power (SHHP) anchors

(a) Definition A super high holding power anchor is an anchor with a holding power of at least four times that of an ordinary stockless anchor of the same mass. A super high holding power anchor is suitable for restricted service vessels’ use and does not require prior adjustment or special placement on the sea bed.

(b) Limitations to Usage The use of SHHP anchors is limited to restricted service vessels as defined by the individual classification society. The SHHP anchor mass should generally not exceed 1500kg.

(c) Application The unified requirement for the design of SHHP anchors applies down to EN ≥ 205. For EN < 205 the design criteria for SHHP anchors apply to the anchor mass given in Recommendation 10 for ordinary stockless anchors.

CHAPTER 5

5.2 Anchor Material Selection and Toughness Welded Steel Anchors: UR W11 Normal and Higher Strength Hull Structural Steel Anchor Design

i) Anchor Use A super high holding power anchor is to be suitable for vessels in restricted service and is not to require prior adjustment or special placement on the sea bed.

ii)Anchor Mass When super high holding power anchors of the proven holding power given in e) below are used as bower anchors, the mass of each such anchor may be reduced to not less than 50% of the mass required for ordinary stockless anchors

CHAPTER 6

CAPACITY CALCULATION

6.1 INTRODUCTION The Capacity Calculation is one of the very important for the travel area and distance. In the design area, the capacity calculation going to a major power. Because of that, only going to travel on the sea. According to that, the ship going to have the fule capacity on the ship and the freshwater capacity on the ship. The freshwater tank, lube-oil tank, fuel oil tank, sewage and ballast water are going to store according to the ship travel distance and how many people are going to travel onboard. The capacity will be calculated and arranged in the ship area for the allocate.

6.1 CAPACITY CALCULATION

MAIN PARTICULARS Lbp 198 m RULE LENGTH 192.06 m B 32.2 m D 24 m T 10 m DWT 40,000 T Cb 0.58 -

SHIP TYPE RO RO

FUEL CAPACITY CALCULATIONS :

RANGE : 2037 nm 3772524 m

SPEED : 13.5 knots 6.9444 m/s

TIME : 543246.9328 s

DAYS : 6.287580241 days

CONSIDERING MARGIN : 8 days 192 hours

CAPACITY FOR PROPULSION POWER :

SFC : 170 g/kwh MASS OF THE FUEL CONSUMED PER HOUR : 1734000 GRAMS MASS OF FUEL CONSUMED IN 192 HOURS : 332928000 GRAMS 332928 KG

VOLUME REQUIRED : 401.1180723 m3

CAPACITY FOR FRESH WATER :

CONSIDERING 50 LITRES PER PERSON PER DAY LITRES CONSUMED BY 20 PERSON PER DAY : 1000 LITRES LITRES CONSUMED BY 20 PERSON 8 DAYS : 8000 LITRES 1 LITRE=1 KG 8 m3 CAPACITY REQUIRED : 8000 KG

SEWAGE WATER CAPACITY :

LITRES PER PERSON PER DAY : 15 LITRES LITRES FOR 20 PERSONS PER DAY : 300 LITRES 1 LITRE= 0.72 KG LITRES FOR 20 PERSONS FOR 8 DAYS : 2400 LITRES 1728 KG CAPACITY REQUIRED : 1.234285714 m3

BALLAST WATER CAPACITY :

BETWEEN (2/3) AND (3/4) OF FUEL AND FRESH WATER CAPACITY

0.708333333

FRESH WATER CAPACITY : 8 m3 FUEL CAPACITY : 401.1180723 m3

CONCLUSION: The initial ship design Internship has been completed successfully In the following titles

CHAPTER 1 INTRODUCTION CHAPTER 2 LINES PLAN AND GA PLAN CHAPTER 3 SCANTLING CALCULATION CHAPTER4 MIDSHIP SECTION INCLUDES ALL STIFFENERS CHAPTER 5 EQUIPMENT NUMBER CALCULATION CHAPTER 6 CAPACITY CALCULATION