Ship Design Project

Project Report
On
Design of A 7600 TEU Container Vessel

OBJECTIVE:

The main objective of the preliminary design is to estimate the main dimensions
and form coefficients of a given ship from the empirical formulae available in published
literature, or from collection of recent data and statistical analysis, or by extrapolating from
a nearly similar ship.

Design Requirement:

Type of Vessel : Container feeder Vessel.

Capacity of Vessel : 7600TEU

Speed of Vessel : 25.5 knots

Range of Vessel : 12000 Kn-miles.

Definition:

A cargo ship designed to hold containerized cargo, or a ship fitted for transporting
containerized cargo.

Standard Container Sizes:

Mainly, TEU-Twenty Equivalent Units

20 feet, 40 feet & 45 feet.

Chosen Voyage Route:

Departure and Arrival Ports : Mumbai – Port Neches, US

Range between two ports : 12022 kn-miles.

Duration : 19.6 Days at sea (@25.5 knots speed)

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IMO_No BeamDepth Draft Engine_HP_Engine_KW_E Make RPM LBP LOA Speed TEU Thrusters Type_Propulsion FB FN
9229829 42.9 24.5 14.52 50860 37408 MAN B&W 78 286 300 23 7024 B-2-1150 FP Propeller 9.98 0.223363
9290488 43 24.6 14.5 50860 37408 MAN B&W 76 286 300.07 23 7100 B-1-2300,S-1-FP Propeller 10.1 0.223363
9526899 45.9 24.2 13.5 79325 58344 Sulzer 102 286.8 299.9 22.2 7471 B-1-2500 FP Propeller 10.7 0.215293
9425382 42.8 24.2 13.5 93387 68640 Wartsila 102 286.8 299.9 25.6 7450 B-1- FP Propeller 10.7 0.248266
9526942 45.2 24.2 12.5 93119 68490 MAN B&W 104 283 299.99 22.2 7488 B-1-2500 FP Propeller 11.7 0.216734
9527037 45.2 24.2 12.5 93323 68640 MAN B&W 94 286 300.07 22.8 7506 B-1-2500 FP Propeller 11.7 0.221421
9608544 45.2 24.2 12.5 94655 69620 Sulzer 102 304 320.38 22.8 7943 B-1-3000 FP Propeller 11.7 0.214765
9300441 42.9 24.2 14.2 52883 38896 Wartsila 102 286.8 299.9 25.2 7450 B-1- FP Propeller 10 0.244387

Statistical Analysis from nearly Similar Ships:

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6.8
y = 0.0145x + 2.35

6.7

6.6

6.5
L/B

Series1
Linear (Series1)

6.4

6.3

6.2
280 285 290 295 300 305 310
LENGTH

LENGTH vs L/B
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1.92

1.9

1.88

1.86

1.84
B/D

Series1
1.82
Linear (Series1)
1.8

1.78

1.76

1.74
42.5 43 43.5 44 44.5 45 45.5 46 46.5
B

B/D vs B
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3.5

2.5
B/T

2
Series1
Linear (Series1)
1.5

0.5

0
42.5 43 43.5 44 44.5 45 45.5 46 46.5
B

B/T vs
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From Statistical Analysis Ratios of Main Dimensions from Similar Ships:

L/B = 6.509

B/D = 1.818

T/D = 0.549

The Main dimensions for the required ship can be calculated from the above ratios.
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Selection of Main Parameters

1. Displacement:

𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 𝐷𝐷𝐷𝐷𝐷𝐷 𝑜𝑜𝑜𝑜 𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇 𝐷𝐷𝐷𝐷𝐷𝐷

𝐶𝐶 =
𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷

Vessel Type CcargoDWT C total DWT

Container Ships 0.56-0.63 0.70-0.78

Assume:

The average weight per container = 10.5 tonnes.

So, Cargo DWT = 7600*9 = 79800 tonnes

CcargoDWT = 0.63

Displacement (∆) = Cargo DWT/ CcargoDWT

= 79800/0.63

∆ = 126667 tonnes

Or

Volumetric Displacement = 123577 m3

2. Length:

a. Posdunine's Formulae as modified by Van Lammeran:

𝑉𝑉 2 1
𝐿𝐿𝐵𝐵𝐵𝐵 (𝑖𝑖𝑖𝑖 𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀) = 𝐶𝐶 × � � × ∇3
𝑉𝑉 + 2

Where, C = 26

V = 25.5knots

LBP = 339.40m
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b. Volker’s Statistics:

𝐿𝐿 𝑉𝑉
� 1 − 𝐶𝐶� = 3.5 + 4.5 1
V in m/s; L in m; ∇  Displacement in m3
∇3 �𝑔𝑔∇3

C = 0 for container ships.

L= 307.34m

c. Schneekluth’s Formula:

LPP = ∆0.3 × 𝑉𝑉 0.3 × 𝐶𝐶

LPP in meters

∆ is displacement in tonnes.

V is speed in knots

C=3.2 if, CB = 0.145 / Fn within range 0.48 – 0.85

LPP =287.01m

The Length between Perpendiculars (LBP) for given ship is 287.00 m

3. Breadth:

From Statistical Analysis: L/B = 6.509

So, B = 44.09 m

4. Depth:

From Statistical Analysis: B/D = 1.818

So, D = 24.25 m

5. Draft:

From Statistical Analysis: T/D 0.549

So, T = 13.31m
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All the ratios which derived from similar ships data are exactly lies in the required range
provided by ‘Empirical Formulae’.

Freeboard:

For L=287m, Min. Freeboard = 2271mm (as per ILLC)

Actual Freeboard = D-T = 24.25-13.31 = 10.93m

Selection of Form Coefficients

6. Block Coefficient:

a) CB = 0.7 + 1�8 tan−1�0.25(0.23 − 𝐹𝐹𝑛𝑛 )�

Where,
𝑉𝑉
𝐹𝐹𝑛𝑛 = = 0.247
�𝑔𝑔𝑔𝑔

CB = 0.649

b) Ayre’s formula:

CB = C – 1.68 Fn

Where,

C = 1.08 for single screw ships

CB 0.665

𝑉𝑉
c) CB= 1.18 - 0.69
√𝐿𝐿

CB = 0.646

d) CB= (0.14/Fn)*((L/B+20)/26)

CB= 0.577

The Block Coefficient (CB) for given ship is 0.665

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Displacement: (Based on Estimated Moulded Main Dimensions)

∆ = LBTCB ρ = 287*44.09*13.3*0.665*1.025 = 114853 tonnes or 112051 m3

Deadweight: Total DWT = Ctotal DWT* ∆ = 0.78*114853= 80397tonnes

7. Midship Area Coefficient:

a) From Table, For CB = 0.646

CM = 0.976

b) CM = 0.977 + 0.085 (CB – 0.60)

CM = 0.983

c) CM = 1.006 – 0.0056 CB -3.56

CM = 0.982

The Midship Area Coefficient (Cm) for given ship is 0.9802

Estimation of Bilge Radius:

(i). Midship Section with circular bilge and no rise of floor,

2(1−𝐶𝐶𝑀𝑀 )𝐵𝐵.𝑇𝑇
𝑅𝑅 2 = 4−𝜋𝜋
= 2.33 (1 – CM) B.T.

R = 5.205

(ii). Schneekluth’s Recommendation for Bilge Radius (R)

𝐵𝐵𝐶𝐶𝑘𝑘
𝑅𝑅 = 𝐿𝐿 2
� +4�𝐶𝐶𝐵𝐵
𝐵𝐵

Where,

𝑅𝑅𝑅𝑅
= 𝐶𝐶1 𝐶𝐶2 exp{m1 F𝑛𝑛d + m2 cos(λ Fn − 2)}
∆
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Ck varies between 0.5 and 0.6 in extreme cases between 0.4 to 0.7

R = 7.401 (for Ck = 0.78)

The Bilge Radius (R) for given ship is 6.468m

8. Water Plane Area Coefficient:

a) CWP = CP 2/3  Schneekluth’s (1) Formula

Where, CP= CB/CM =0.689

CWP = 0.772

b) CWP = (1 + 2 (CB /CM )1/2 ) / 3  Schneekluth’s(2) Formula

CWP = 0.882

c) CWP =CB 1/2 – 0.025  V – Form Hulls

CWP = 0.790

The Water Plane Area Coefficient (CWP) for given ship is 0.790

Initial Estimation of Stability

9. Vertical Centre of Buoyancy:

Regression Formulations are as follows:

𝐾𝐾𝐾𝐾
𝑇𝑇
= 0.90 − 0.36𝐶𝐶𝑀𝑀

KB = 7.285 m

𝐾𝐾𝐾𝐾
𝑇𝑇
= ( 0.90 − 0.30 𝐶𝐶𝑀𝑀 − 0.10𝐶𝐶𝐵𝐵 )

KB = 7.183m

The Vertical Centre of Buoyancy (KB) for given ship is 7.234m

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10. Metacentric Radius:

Transverse metacentric Radius

𝐼𝐼𝑇𝑇
𝐵𝐵𝐵𝐵𝑇𝑇 = ∇

Where,

𝐼𝐼𝑇𝑇�
𝐶𝐶𝐼𝐼 = 𝐿𝐿𝐵𝐵 3 ,
𝐶𝐶𝐼𝐼 = 0.1216 𝐶𝐶𝑊𝑊𝑊𝑊 − 0.0410  D’Arcangelo Transverse

So, 𝐼𝐼𝑇𝑇 = 𝐿𝐿𝐵𝐵 3 𝐶𝐶𝐼𝐼 =1354729.316 m4

BMT = 10.963m

Longitudinal metacentric Radius

𝐾𝐾𝐿𝐿
𝐵𝐵𝐵𝐵𝐿𝐿 = ∇

Where,

𝐼𝐼𝐿𝐿�
𝐶𝐶𝐼𝐼𝐼𝐼 = 𝐵𝐵𝐿𝐿3
2
𝐶𝐶𝐼𝐼𝐼𝐼 = 0.350𝐶𝐶𝑊𝑊𝑊𝑊 − 0.405𝐶𝐶𝑊𝑊𝑊𝑊 + 0.146  D’Arcangelo Longitudinal

So, 𝐼𝐼𝐿𝐿 = 𝐿𝐿3 𝐵𝐵𝐶𝐶𝐼𝐼𝐼𝐼 =46368912.48 m4

BML= 375.22m

11. Transverse Stability:

KG / D = 0.63 to 0.70 for normal cargo ships

KG = 0.63*24.25 = 16.97m

KMT = KB + BMT = 18.197m

GMT = KMT – KG = 18.197-16.97 = 1.219m

Correction for free surface must be applied over this. Then,

GM’T = GMT – 0.03 KG (assumed) -----This GM’T should satisfy IMO requirements.

= 1.219-(0.03*16.97)

GM’T = 0.710m
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12. Longitudinal Stability:

𝐼𝐼𝐿𝐿 𝐶𝐶𝐼𝐼𝐼𝐼 𝐿𝐿3 𝐵𝐵 𝐶𝐶𝐼𝐼𝐼𝐼 𝐿𝐿2

𝐺𝐺𝐺𝐺𝐿𝐿 ≅ 𝐵𝐵𝐵𝐵𝐿𝐿 ≅ = = = 413.818m
∇ 𝐿𝐿𝐿𝐿𝐿𝐿𝐶𝐶𝐵𝐵 𝑇𝑇𝐶𝐶𝐵𝐵

∇𝐺𝐺𝐺𝐺𝐿𝐿 𝐿𝐿.𝐵𝐵.𝑇𝑇.𝐶𝐶𝐵𝐵 .𝐶𝐶𝐼𝐼𝐼𝐼. 𝐿𝐿2 𝐶𝐶𝐼𝐼𝐼𝐼 𝐿𝐿2 𝐵𝐵

𝑀𝑀𝑀𝑀𝑀𝑀 1 𝑐𝑐𝑐𝑐 = = =
100𝐿𝐿𝐵𝐵𝐵𝐵 100.𝑇𝑇.𝐶𝐶𝐵𝐵 .𝐿𝐿 100

𝑴𝑴𝑴𝑴𝑴𝑴 𝟏𝟏 𝒄𝒄𝒄𝒄 = 1615.642 t-m

13. Longitudinal Centre of Buoyancy:

Harvald:

LCB = 9.70 – 45.0 Fn ± 0.8 = -0.624% or -2.224%

Schneekluth and Bestram:

LCB = 8.80 – 38.9 Fn = -0.816%

LCB = -13.5 + 19.4 CP = -0.963%

The LCB for given ship is –2.34m (-1.00% of Length)

14. Lightship Weight Estimation:

𝐷𝐷𝐷𝐷𝐷𝐷 0.64
a. Light ship weight = 1128 �1000�
LWT = 18692 tonnes

b. Lightship weight = Steel weight + outfit weight + Machinery Weight + Margin

(i). Steel Weight:

a) K.R. Chapman

𝑊𝑊𝑠𝑠𝑠𝑠 = 0.007𝐿𝐿1.759
𝑃𝑃𝑃𝑃 . 𝐵𝐵
0.712
. 𝐷𝐷0.374

Wst = 7197.92 tonnes

b) D.Miller

𝐿𝐿𝐿𝐿𝐿𝐿 𝐶𝐶𝐵𝐵 𝐿𝐿 1.8

𝑊𝑊𝑆𝑆𝑆𝑆 = 340 (100,000)0.9 × �0.675 + � × �0.00585 �𝐷𝐷 − 8.3� + 0.939�
2

Wst = 935.817tonnes
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𝐿𝐿
𝑐𝑐) 𝑊𝑊𝑠𝑠𝑠𝑠 = ∇𝑢𝑢 0.093[ 1 + 0.002(𝐿𝐿 − 120)2 ]10−3 × �1 + 0.057 � − 12��
𝐷𝐷
1/2 2
30 𝐵𝐵 𝑇𝑇
× � � × �1 + 0.1 � − 2.1� � × �1 + 0.2 � − 0.85��
(𝐷𝐷 + 14) 𝐷𝐷 𝐷𝐷
2
× [0.92 + (1 − 𝐶𝐶𝐵𝐵𝐵𝐵 ) ]

Wst = 18206.47tonnes

Correction Weight:
𝐿𝐿
𝛿𝛿𝑊𝑊𝑠𝑠𝑠𝑠 (%) = 3.5 �√𝐿𝐿 − 10� �1 + 0.1 �𝐷𝐷 − 12��== 23.88 tonnes

Container Cell guides:

Weight of cell guides = 0.7*7600 = 5320 tonnes

Total Steel weight Wst = 18206.47+23.88+5320= 23526.47tonnes

(ii). Machinery Weight:

Watson and Gilfillan :

𝑊𝑊𝑚𝑚 (𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷) = ∑𝑖𝑖 12[𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 / 𝑅𝑅𝑅𝑅𝑅𝑅]0.84 + 𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤ℎ𝑡𝑡 =2363 + 1434 =3797 tonnes

𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊ℎ𝑡𝑡 = 0.69(𝑀𝑀𝑀𝑀𝑀𝑀)0.7 For bulk and general cargo vessel

Wm (Diesel) = 4559 tonnes

(iii). Outfit Weight:

WO = KLB = 0.34*287*44.77

WO = 4302 tonnes

(iv). Margin on Light weight:

Margin = 1.5 to 2.5% for this ship=2.0%

Lightship weight = Steel weight + outfit weight + Machinery Weight + Margin

= 23526 + 4559 + 4302 + 485

Lightship weight = 32388 tonnes

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Consumables:

No of Persons Onboard = 27(Assumption)

No of Days in Travel = 21.6 Days

WFW =0.17* 27* 21.6

Weight on Fresh Water = 99.144

WHFO = SFC*MCR*Range/Speed*Margin

=2350.69

WDO= SFC DG*MCR DG*Range/Speed*1.1/10^6*2

=321.23

WLO = 15Tonnes – Slow Speed Diesel Engines

WC&E = 0.17* No of persons

=4.590

WPR = 0.01* No of persons* No of Days

=5.832

Total Consumables = WFW+WHFO+WDO+WLO+WC&E+WPR

Total Consumables = 2796.489

Weight Balance:

∆ ext = LBTCB(1+s) ρ = 287*44.09*13.1*0.665*1.005*1.025 = 115771 tonnes

∆ ext = Lightweight + Deadweight = 32874+79800+2796= 115470 tonnes

Percentage Difference in Displacement = 0.260%

POWER PREDICTION USING HOLTROP – 84

The total resistance of the ship is subdivided into:

R Total = R F (1+k1) + R App + R W + R B + R TR + R A

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Where,

R F = Frictional resistance according to ITTC – 1957 Friction formulae

(1+k1) = form factor describing the viscous resistance of the hull form in relation to R F.

R App = Resistance to appendages.

R W = Wave making & wave breaking resistance.

R B = Additional pressure resistance of bulbous bow near the water surface.

R TR = Additional pressure resistance of immersed transom stern.

R A = Model – ship correlation resistance.

Frictional Resistance (R F):

For the form factor of the hull the prediction formulae is,

{
1 + k1 = c13 0.93 + c12 ( B / LR ) 0.92497 (0.95 − c p ) −0.521448 (1 − c p + 0.0225 lcb) 0.6906 }

In this formula the form factor L R is a parameter reflecting the length of the run according to,

LR 0.06 c p lcb
= 1− cp +
L 4 c p −1

LR 0.06 × 0.69 × −1.5

= 1 − 0.69 +
150.2 4 × 0.69 − 1

L R = 76.32m

Since T / L = 0.06 > 0.05

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C 12 = (T / L) 0.2228446

= (0.044) 0.2228446

= 0.504

The coefficient C 13 accounts for the specific shape of after body & is related to coefficient C

stern according to

C 13 = 1 + 0.003 C stern

= 1 + (0.003 × 10)

= 1.03

Where, C stern = 10 for U – shaped sections with hones stern.

Therefore,

{
1 + k 1 = 1.03 0.93 + 0.499 × (44.77 / 118.05)
0.92497
(0.95 − 0.665) −0.521448 (1 − 0.665 + 0.0225 × −2.353) 0.6906 }
= 1.207

The wetted surface area of the hull can be approximated well by,

(
S = L (2T + B) cm 0.453 + 0.4425 cB − 0.2862 cm − 0.003467 B + 0.3696 cwp + 2.38 ABT
T cB
)
=13247.49m2

Computing the Reynolds number Rn,

VL 25.5 × 0.5144 × 287

Rn = =
γ 1.139 × 10 − 6
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=3.305 x109

The coefficient of friction resistance C F can be calculated as,

0.075
cF =
(log10 Rn − 2)2

0.075
cF =
(log 10 1.06 × 109 − 2 )2

= 1 × 10 −3

Therefore, the frictional resistance R F can be calculated as,

1
RF = cF × × ρ V 2 S
2

1
R F = 2 × 10 −3 × × 1.025 × (0.5144 × 25.5) 2 × 13063.49
2

RF = 1549.68 KN

Wave making & wave breaking Resistance (R W):

The wave resistance is determined from,

Rw = c1c2 c5∇ρ ge{m1Fn + m2 cos( Fn −2 ) } Where,

d

Fn = Froude number based on the water line length L.

C1 = 2223105 C7 3.78613 (T / B) 1.07961 (90 – iE) – 1.37565

C7 = B /L ……..when, 0.11 < B / L < 0.25

= 0.154
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In this expression C2 is the parameter accounts for the reduction of wave resistance due to

the action of bulbous bow.

C2 = e – 1.89  C3= 0.792

Where,

The C3 & C2 are factors depending on area of bulbous bow, A BT.

1.5
0.56 ABT
C3 =
BT (0.31 ABT + T f − hB )

0.56 × 251.5
22.5 × 8.4(0.31 25 + 8.4 − 2.8)

=0.015

The immersed part of the transverse area of transom at zero speed,

AT =3.5m2

Hence,

c5 = 1 − 0.8  AT 

 B × T × c m

(
c5 = 1 − 0.8 4
22.5 × 7.4 × 0.98
)
= 0.995

Other parameters can be determined as,

λ = 1.446 CP – 0.03 L / B
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= 1.446 × 0.646 − 0.03 × 6.409

= 0.786

Ñ = 115470m3

ρ = 1.025 t / m3

g = 9.81 m / s2

C16 = 8.0798CP – 13.8673 CP2 + 6.9844 CP3 for CP <=0.8

= 1.280

1
L ∇ 3 B
m1 = 0.0140407 − 1.75254 − 4.79323 − c16
T L L

= 0.029

C15 = - 1.69385……………..for L3/ Ñ = 191.29 < 512

m2 = C15 0.4 e (- 0.034 Fn ^ (–3.24)) = -0.029

The half angle of entrance iE is the angle of waterline at the bow in degrees with reference to

the centre plane

iE = 125.67(B/L)-162.25CP2+234.32 CP3+0.1551(LCB+(6.8(Ta-Tf)/T))3

= 15.800

Now,
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C1 = 2223105 C7 3.78613 (T / B) 1.07961 (90 – iE) – 1.37565 =

2223105(0.16) 3.78613 (8.40 / 22.5)1.0796 (90 − 15.8) −1.37565

= 1.357

And, Rw = c1c2 c5∇ρ ge{m1Fn + m2 cos( Fn −2 ) }

d

R w = 1.380 × 0.066 × 0.001 × 123577 × 1.025 × 9.81 × e {−2.136×0.233 }

−0.9
− 0.015 cos( 0.771×0.233 Λ − 2 )

Rw = 87.51KN

Additional pressure resistance due to immersed transom stern (R TR):

The additional pressure resistance due to immersed transom can be determined as,

R TR = 0.5 ρ V2 AT C6

The coefficient C6 has been related to the Froude number based on transom immersion.

V
FnT =
2 × g × AT B + B × cwp

25.5 × 0.5144
FnT =
2 × 9.81 × 3.5 44.77 + 44.77 × 0.775

= 2.174

Hence,

C6 = 0.113

R TR = 0.5 × 1.025 × (25.5 × 0.5144) 2 × 4 × 0.115

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R TR = 34.88 KN

Model ship correlation resistance (RA):

Model ship correlation resistance, RA can be determined as,

RA = ½ ρ V2 S CA

Is supposed to describe primarily the effect of hull roughness and the still air resistance.

From an analysis of results of speed trials, done by HOLTROP, which have been correlated to

ideal trial condition, following formula for the correlation allowance coefficient was found.

CA = 0.006(L + 100) – 0.16 – 0.00205 + 0.003 L CB4 C2 (0.04 – C4)

7.5

Where C4 = 0.04 for TF /L > 0.04

CA = 0.006(144+100) – 0.16 – 0.00205

= 0.0002 × 10-4 Hence,

RA = ½ ρ V2 S CA

= 0.5 × 1.025 × (17 × .5144) 2 × 4280 × 4.298 × 10^ −4

RA = 440.071KN

Resistance due to immersed area of bulbous bow:

Pb=0.56√ABT/ (Tf-1.5hB)=0.367

Rb=0.11*e^ (-3* Pb -2)*Fni3*ABT1.5*g* ρ/(1+ Fni2)

Rb=0 KN
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Appendages Resistance:

RAPP=½ ρ V2 SAPP (1+k2) CF

Where,

SAPP =150m2 (Assume)

(1+k2) =1.4

RAPP=24.565KN

Total Resistance:

RF = 1549.68KN

(1+k1) = 1.207

R App = 24.565 KN

RW = 87.518KN

RB = 0KN

R TR = 34.88KN

RA = 440.07KN

R Total = R F (1+k1) + R App + R W + R B + R TR + R A

The total resistance,

RTOTAL = 2457.61KN

Trial Allowance = 15%

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Total Resistance with Trial Allowance = 2457.61+351.38

RTS = 2826.26KN

Power Required:

Therefore, the effective power required can be estimated as,

Peff = RTS * V

= 2826.26 × (25.5 × 0.5144)

= 37072 kW

Effective horse power (KW) = 38526.4

Quasi propulsive coefficient (QPC) = 0.667

Shaft efficiency = 0.980

Engine de -rating = 0.900

Delivered power (KW) = 69292

Delivered horse power (HP) = 52962.5

Number of engine(s) = 1
Power required per engine (HP) = 81520

Power required per engine (KW) = 59917

The Selected Engine is MAN B&W ME-C7 - 14

1. Turning Ability: L= 287.000 m

∆= 115771.000 t

1.1 Advance and Tactical Diameter Criteria: V= 25.500 m/s

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Cb = 0.665

L/V = 11.255

Tactical Diameter and advance are to be determined from the turning circle test as defined in

Table 1.

IMO requires that the tactical diameteris to be less than 5 ship lengths and the advance is to be

less than 4.5 ship lengths (IMO 2002a):

Ad < 4.5 L …….(1)

Advance (Ad) =4L 1291.500 m.

Tactical Diameter (TD):

TD < 5L ….(1.1)

Tactical Diameter (TD) = 1435.000 m.

Provided that condition (eqn 1) is satisfied, the rating of turning ability is found from the

following formulae.

if (4.26-1.62.10^(-6) ∆).L < TD< 5.L then Rtd = 1

… Rtd
1168.793 < TD < 1435.000 = 1

if (3.63 - 1.62.10^(-6) ∆).L <TD < (4.26 - 1.62.10^(-6)∆).L then Rtd = 2

… Rtd
987.983 < TD < 1168.793 = 2

if (2.79 - 1.62 .10^(-6)∆).L < TD < (3.63 - 1.62.10^(-6)∆).L then Rtd =3

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… Rtd
746.903 < TD < 987.983 =3

if (2.16 - 1.62 .10^(-6)∆).L < TD < (2.79 - 1.62.10^(-6)∆).L then Rtd =4

… Rtd
566.093 < TD < 746.903 =4

if (2.16 - 1.62 .10^(-6)∆).L > TD then Rtd =5 …..(1.2)

… Rtd
566.093 > TD =5

2. Initial Turning / course changing and yaw checking Ability:

2.1 The First Overshoot Angle in the 10/10 Zig - Zag Maneuver Criteria

The first overshoot angle in the zig-zag test is a measure of the vessel's course checking ability.

As measured in the 10/10 zig-zag test, the first overshoot angle, α101, is to be evaluated with

following auxiliary function.

f101 L/V = 10.000 if L/V < 10 sec ….(A)

f101 L/V = 10.627 if 10 sec < L/V < 30 sec ….(B)

f101 L/V = 20.000 if L/V > 30 sec ….(C)

The first Overshoot angle in the 10/10 Zig-Zag test is to be rated as follows.
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The rating for the first overshoot angle in the 10/10 zig-zag test, Rt α10 = 1, can be assigned only

if: 10.04 + 2.22 Cb < f101 (L/V) …..(D)

11.516 < 10.627

Provided that condition (D) is satisfied:

if 10.04 + 2.22 CB < α101 < f101 (L/V) …… then Rtα10 =1 ….. (E)

11.516 < α101 < 10.627

Provided that condition (D) is satisfied:

if 7.42 + 2.22 CB < α101 < 10.04 + 2.22 CB …… then Rtα10 =2 ….. (F)

8.896 < α101 < 11.516

if Condition (D) is not satisfied:

if 7.42 + 2.22 CB < α101 < f101(L/V) …… then Rtα10 =2 ….. (G)

8.896 < α101 < 10.627

Assignment of other ratingsdoes not depend on condition (D) and is to be done according to

the following formulae.

if 3.92 + 2.22 CB< α101 < 7.42 + 2.22 CB …… then Rtα10 = 3 ….. (H)

5.396 < α101 < 8.896

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if 1.29 + 2.22 CB< α101 < 3.92 + 2.22 CB …… then Rtα10 = 4 ….. (I)

2.766 < α101 < 5.396

if α101 < 1.29 + 2.22 CB …… then Rtα10 = 5 ….. (J)

α101 < 2.766

2.2 The First Overshoot Angle in the 20/20 Zig-Zag Maneuver Criteria:

The Requirements below are the result of harmonization of the IMO standards (IMO 2002a)

rating system based on the statisticsof the sea trials. As measured in the 20/20 Zig - Zag test,

the first overshoot angle , α201 is to be rated as follows:

if 20.09 + 4.44 CB < α201 < 25 then Rtα20 = 1 …..(i)

23.043 < α201 < 25.000

if 14.84 + 4.44 CB < α201 < 20.09 + 4.44 CB then Rtα20 = 2 …..(ii)

17.793 < α201 < 23.043

if 7.84 + 4.44 CB < α201 < 14.84 + 4.44 CB then Rtα20 = 3 …..(iii)

10.793 < α201 < 17.793

if 2.59 + 4.44 CB < α201 < 7.84 + 4.44 CB then Rtα20 = 4 …..(iv)

5.543 < α201 < 10.793

if α201 < 2.59 + 4.44 CB then Rtα20 = 5 …..(v)

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α201 ≤ 5.543

3. Initial Turning Ability Criterion:

The initial part of the Zig - Zag test is used to judge the vessel's initial turning ability.

Specifically , with the application of a10 - degree rudder angle,the vessel must not travel more

than 2.5 ship lengths before the vessel's heading has changed 10 degrees.

The requirements below are the harmonisation of the IMO Standards (IMO 2002a) rating

system based on statistics of the sea trials. Assignment of the initial turning ability rating is to

be done as follows.

if 2.24.L < l10< 2.50 L then Rti = 1 ….(i)

642.880 < l10/L < 717.500 m.

if 2.07.L <l10< 2.24 L then Rti = 2 ….(ii)

594.090 < l10/L < 642.880 m.

if 1.89.L < l10< 2.07 L then Rti = 3 ….(iii)

542.430 < l10/L < 594.090 m.

if 1.63.L <l10 < 1.89 L then Rti = 4 ….(iv)

467.810 < l10/L < 542.430 m.

if l10 < 1.63 L then Rti = 5 ….(v)

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l10 ≤ 467.810 m.

where,

L= Vessel Length between perpendiculars, in meters.

l10 = distance that the vessel travels from the moment of first execute until the course

angle reaches 10 degrees in the 10/10 Zig - Zag maneuver.

Rti = Rating for the initial turning ability.

4. STOPPING ABILITY:

Stopping ability is measured by the "track reach" and "head reach"realized on a stop engine -
full

astern maneuver performed after a steady approach at the test speed until ahead speed in ship

co-ordinates changes sign (i.e, vessel starts going backward).

4.1 Track Reach Criterion:

The stopping ability of the vessel is judged using a full astern crash stop maneuver. Based on

IMO requirements (IMO, 2002a), the track reach should generally not exceed 15 ship lengths.

TR = 15 L 4305.000 m. ….(i)

For low - powered large displacement vessels:

TR = 20 L 5740.000 m.
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where,

TR = Track reach in meters.

L= Vessel Length in meters.

4.2 Head Reach Criterion:

Head reach Criterion in a form of rating is based on statistics of sea trials.

HR = 2496.900 m.

Provided that condition (i) is satisfied ,the head reach is to be rated as follows:

if Fn(69.4 + 0.000139*∆) < HR/L then Rts = 1 ….(2.15)

Fn = 0.481

41.086 < HR/L

where,

HR = non - dimensional head reach , measured in ship lengths

L= Vessel Length in meters

Fn = Froude Number , V/Sqrt (g*L)

∆= displacement in metric tons

g= gravity acceleration (9.807 m/s2)

t= test speed in m/s

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Provided that the above condition (i) is satisfied, assignment of other ratings Is to be done

according to the following formulae:

if Fn (56.2 + 0.000139*∆) < HR/L < Fn (69.4 + 0.000139*∆) then Rts = 2

34.742 < HR/L < 41.086

if Fn (29.8 + 0.000139*∆) < HR/L < Fn(56.2 + 0.000139*∆) then Rts = 3

22.055 < HR/L < 34.742

if Fn (16.6 + 0.000139*∆) < HR/L < Fn (29.8 + 0.000139*∆) then Rts = 4

15.711 < HR/L < 22.055

if < HR/L < Fn (16.6 + 0.000139*∆) then Rts = 5

HR/L < 15.711

5 Straight - Line Stability and Course Keeping Ability:

5.1 Definitions:

A vessel is a straight - line stable on a straight course if, after a small disturbance, it will soon

settle on a new straight course without any corrective rudder. The resultant deviation from the

original heading will depend on the degree of inherent stability and on the magnitude and

duration of the disturbance.

The Course - Keeping Quality is a measure of the ability of the steered vessel to maintain a
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straight path in a predetermined course direction without excessive oscillations of rudder or

heading. In Most cases reasonable course control is possible where there is small straight - line

instability. The relationship between rudder angle and yaw rate is used to quantify a

magnitude of straight - line instability, in particular with unstable loop , αU as recommended by

IMO Standards.

5.2 PULL - OUT

TEST:

The Pull - out test allows for the determination of whether a vessel is dynamically stable and

able to keep the cousre.

After the completion of the turning circle test, the rudder is returned to neutral position, (zero

for twin screw vessels, may not equal to zero for single screw vessels) and kept there until a

a steady turning rate is obtained. This test gives a simple indication of a vessel's dynamic

stability on a straight course.If the vessel is stable, the rate of turn will decay to zero

(within accuracy of vessel equipment) for turns to both port and starboard. If the vessel is

unstable, then the rate of turn will reduce to some residual rate of turn. The residual rates

of turn to port and starboard indicate the magnitude of instability at the neutral rudder angle.

Normally, pull-out maneuvers are performed in connection with the turning circle, Zig - Zag or

or initial turning tests, but they may be carried out separately.

Note: This test should only be used to identify course instability.

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5.3 Tests for Straight-line Unstable Vessels:

If the vessel is found to be straight-line unstable by the pull-out test, one of spiral tests may

also be performed.

1. The direct spiral maneuver (Dieudonné Spiral) is an orderly sequence of turning circle
tests

to obtain a steady turning rate versus rudder angle relation. The maneuver requires a very

long time and therefore is not recommended for sea trial.

2. The reverse spiral (Bech Spiral) test may provide a more rapid procedure than the direct

spiral test in developing the spiral curve and enables obtaining the dashed or unstable portion

of the yaw rate versus rudder angle relationship in Section 2, Figure 5 which is not obtainable

In the reverse spiral test, the vessel is steered to obtain a constant yaw rate, the mean rudder

angle required to produce this yaw rate is measured and the yaw rate versus rudder angle plot

is created. Points on the curve of yaw rate versus rudder angle may be taken in any order.

5.4 Maximum Width of Unstable Loop

If the vessel is found to be straight-line unstable (there is a residual turn rate after the rudder was

returned to the neutral position), the magnitude of the instability loop should be assessed in

order to assure this capability, the following maximum value of the width of the instability ,

αU, is specified by specified by the following formulae:

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αU < fU < (L/V)

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

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

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

fU (L/V) = 0.752 if 9 < 25.14719 < 45s

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

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

where .

L= Vessel Length in meters.

V= speed measured in m/s.

No rating is assigned in relation to the width of the instability loop.

Main Dimensions and Form Coefficients:

Length between perpendiculars LBP = 287.00 m

Length at water line LWL = 299.9

Breadth B = 44.09 m

Depth D = 24.25m

Draught T = 13.31m
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Volume displaced Ñ = 115771 m3

Longitudinal CB LCB = -2.342 m aft of midship

Block coefficient CB = 0.665

Mid sip coefficient CM = 0.980

Prismatic coefficient CP = 0.678

Water plane coefficient C WP = 0.790

Speed, knots VK = 25.5

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