CONTAINER SHIP DESIGN REPORT

Project Report
On
PRELIMINARY DESIGN OF
2800-TEU CONTAINER VESSEL
A project submitted in partial fulfillment of the requirements for the award of degree of
Bachelors of Technology in Naval Architecture and Ocean Engineering
Department of Naval Architecture and Ocean Engineering
Indian Maritime University Visakhapatnam Campus
Visakhapatnam - 530005.
INDIAN MARITIME UNIVERSITY VISAKHAPATNAM CAMPUS
Department of Naval Architecture and Ocean Engineering

TOPIC Page
1. INTRODUCTION 5
2. DESIGN METHODOLOGY
REQUIREMENTS 15
TRADE ROUTE 16
PRELIMINARYDIMENSIONS 18
COEFFICIENTS 19
LIGHTSHIP WEIGHT ESTIMATION 21
STABILITY 22
SECTIONALAREA CURVE 23
LINES PLAN 24
BULB PARTICULARS 27
MODELING 28
3. RESISTANCE
RESISTANCECALCULATION (HOLTROP) 30
ENGINE SELECTION 33
4. CAPACITYPLAN 34
5. HYDROSTATICS ANDSTABILLITY
EQUILIBRIUM DATA 37
100% DEPARTURE 41
LIGHTSHIP 44
6. LONGITUDINAL STRENGTH ANDSCANTLING 49
7. VIBRATION ANALYSIS 59
8. PROPELLER CALCULATIONS 61
9. RUDDER CALCULATIONS 65
10.GENERAL ARRANGEMENT 69
11.FREEBOARD CACULATIONS 71
12. EQUIPMENT NUMBER 73
13.REFERENCES 74

14 APPENDIX
LIST OF TABLES 75
LIST OF PICTURES 76
LIST OF ABBREVATION 77
Introduction:
Container ships are cargo ships that carry all of their load in truck-size intermodal
containers, in a technique called containerization. They are a common means of
commercial intermodal freight transport and now carry most seagoing non-bulk cargo.
Container ship capacity is measured in twenty-foot equivalent units (TEU). Typical loads
are a mix of 20-foot and 40-foot (2-TEU) ISO-standard containers, with the latter
predominant.
There are two main types of dry cargo: bulk cargo and break bulk cargo. Bulk cargoes,
like grain or coal, are transported unpackaged in the hull of the ship, generally in large
volume. Break-bulk cargoes, on the other hand, are transported in packages, and are
generally manufactured goods. Before the advent of containerization in the 1950s,
break-bulk items were loaded, lashed, unlashed and unloaded from the ship one piece
at a time. However, by grouping cargo into containers, 1,000 to 3,000 cubic feet (28 to
85 m3) of cargo, or up to about 64,000 pounds (29,000 kg), is moved at once and each
container is secured to the ship once in a standardized way. Containerization has
increased the efficiency of moving traditional break-bulk cargoes significantly, reducing
shipping time by 84% and costs by 35%. As of 2001, more than 90% of world trade in
non-bulk goods is transported in ISO containers. In 2009, almost one quarter of the
world's dry cargo was shipped by container, an estimated 125 million TEU or 1.19 billion
metric tons worth of cargo.
The earliest container ships were converted tankers, built up from surplus T2 tankers
after World War II. In 1951, the first purpose-built container vessels began operating in
Denmark, and between Seattle and Alaska. The first commercially successful container
ship was the Ideal X, a T2 tanker, owned by Malcom McLean, which carried 58 metal
containers between Newark, New Jersey and Houston, Texas on its first voyage. In
1955, McLean built his company, McLean Trucking into one of United States' biggest

freighter fleets. In 1955, he purchased the small Pan Atlantic Steamship Company from
Waterman Steamship and adapted its ships to carry cargo in large uniform metal
containers. On April 26, 1956, the first of these rebuilt container vessels, the Ideal X, left
the Port Newark in New Jersey and a new revolution in modern shipping resulted.The
earliest container ships were converted T2 tankers in the 1940s after World War II.
Container vessels eliminate the individual hatches, holds and dividers of the traditional
general cargo vessels. The hull of a typical container ship is a huge warehouse divided
into cells by vertical guide rails. These cells are designed to hold cargo in pre-packed
units – containers. Shipping containers are usually made of steel, but other materials
like aluminum, fiberglass or plywood are also used. They are designed to be entirely
transferred to and from trains, trucks or trailers. There are several types of containers
and they are categorized according to their size and functions.
Today, approximately 90% of non-bulk cargo worldwide is transported by container, and
modern container ships can carry up to 16,020 twenty-foot equivalent units (TEU) (CMA
CGM Marco Polo). As a class, container ships now rival crude oil tankers and bulk
carriers as the largest commercial vessels on the ocean.
Although containerization caused a revolution in the world of shipping, its introduction
did not have an easy passage. Ports, railway (railroad in the US) companies, and
shippers were concerned about the huge costs of developing the ports and railway
infrastructure needed to handle container ships, and for the movement of containers on
land by rail and road. Trade unions were concerned about massive job loss among port
and dock workers at ports, as containers were sure to eliminate several manual jobs of
cargo handling at ports. It took ten years of legal battles before container ships would be
pressed into international service. In 1966, a container liner service from USA to the
Dutch city of Rotterdam commenced. Containerization changed not only the face of
shipping, but it also revolutionized world trade as well. A container ship can be loaded
and unloaded in a few hours compared to days in a traditional cargo vessel. This,
besides cutting labor costs, has reduced shipping times between points to a great
extent; for example, it takes a few weeks instead of months for a consignment to be
delivered from India to Europe and vice-versa. It has also resulted in less breakage due
to less handling; also, there is less danger of cargo shifting during a voyage. As

containers are sealed and only open at the destination, pilferage and theft levels have
been greatly reduced.
Containerization has lowered shipping expense and decreased shipping time, and this
has in turn helped the growth of international trade. Cargo that once arrived in cartons,
crates, bales, barrels or bags now comes in factory sealed containers, with no indication
to the human eye of their contents, except for a product code that machines can scan
and computers trace. This system of tracking has been so exact that a two-week
voyage can be timed for arrival with an accuracy of under fifteen minutes. It has resulted
in such revolutions as on time guaranteed delivery and just in time manufacturing. Raw
materials arrive from factories in sealed containers less than an hour before they are
required in manufacture, resulting in reduced inventory expense.
The aforementioned reduction in ship operating costs accrue to companies owning or
operating container ships. But for others connected with trade, such as ports, railways,
road transporters and trade (exporters and importers), the operating costs have risen
exponentially. Several elements of costs that were borne in the past by ship operators
are now borne by trade, as standard terms of carriage of goods by sea have now been
drastically revised by container-shipping lines. Despite saving in operating costs,
shipping freight have not fallen significantly because freight is globally fixed sector-wise
by shipping cartels.
In short, containers have helped to optimize the operation of ships, while the additional
burden of ancillary costs that has been transferred from ships onto other (i.e. onshore)
entities is normally ignored in public perception.
Exporters load merchandise in boxes that are provided by the shipping companies.
They are then delivered to the docks by road, rail or a combination of both for loading
on to container ships. Prior to containerization, huge gangs of men would spend hours
fitting various items of cargo into different holds. Today, cranes, installed either on the
pier or on the ship, are used to place containers on board the ship. When the hull has
been fully loaded, additional containers are stacked on the deck.
Today's largest container ships measure almost 400 metres (1,300 ft) in length.[14]
They carry loads equal to the cargo-carrying capacity of sixteen to seventeen pre-WWII
freighter ships.

Size categories
Container Ship Size Categories
Name
Capacity
(TEU)[
Length Beam Draft Example
Ultra Large
Container
Vessel
(ULCV)
14,501
and
higher
1,200 ft
(366 m)
and longer
160.7 ft
(49 m)
and wider
49.9 ft
(15.2 m)
and
deeper
With a length of 397 m, a
width of 56 m, draft of
15.5 m,and a capacity of
over 15,000 TEU, ships
of theEmma
Maersk class are well
over the limits ofthe New
Panamaxclass.
New
panamax
10,000–
14,500
1,200 ft
(366 m)
160.7 ft
(49 m)
49.9 ft
(15.2 m)
With a beam of 43 m,
ships ofthe COSCO
Guangzhou class are
much too big to fit
through the Panama
Canal's old locks,but
could easilyfit through
the new expansion
Post
panamax
5,101–
10,000
Panamax 3,001 –
5,100
965 ft
(294.13 m)
106 ft
(32.31 m)
39.5 ft
(12.04 m)
Ships of the Bay-class
are at the upper limitof
the Panamaxclass,with
an overall length of
292.15 m, beam of
32.2m,and maximum
depth of 13.3 m.[25]
Feedermax

2,001 –
3,000
Container ships under
3,000 TEU are typically
called feeders.In some
areas of the world,they
mightbe outfitted with
cargo cranes.
Feeder 1,001 –
2,000
Small feeder Up to
1,000
Cargo Handling
A major characteristic of a container ship is whether it has cranes installed for handling
its cargo. Those that have cargo cranes are called geared and those that don't are
called ungeared or gearless. The earliest purpose-built container ships in the 1970s
were all gearless. Since then, the percentage of geared newbuilds has fluctuated
widely, but has been decreasing overall, with only 7.5% of the container ship capacity in
2009 being equipped with cranes.
While geared container ships are more flexible in that they can visit ports that are not
equipped with pierside container cranes, they suffer from several drawbacks. To begin
with, geared ships will cost more to purchase than a gearless ship. Geared ships also
incur greater recurring expenses, such as maintenance and fuel costs. The United
Nations Council on Trade and Development characterizes geared ships as a "niche
market only appropriate for those ports where low cargo volumes do not justify
investment in port cranes or where the public sector does not have the financial
resources for such investment."
Instead of the rotary cranes, some geared ships have gantry cranes installed. These
cranes, specialized for container work, are able to roll forward and aft on rails. In
addition to the additional capital expense and maintenance costs, these cranes
generally load and discharge containers much more slowly than their shoreside
counterparts.
The introduction and improvement of shoreside cranes have been a key to the success
of the container ship. The first crane that was specifically designed for container work
was built in California's Port of Alameda in 1959. By the 1980s, shoreside gantry cranes

were capable of moving containers on a 3-minute-cycle, or up to 400 tons per hour. In
March 2010, at Port Klang in Malaysia, a new world record was set when 734 container
moves were made in a single hour. The record was achieved using 9 cranes to
simultaneously load and unload the MV CSCL Pusan, a ship with a capacity of 9,600
TEU.
Cargo Holds
Efficiency has always been key in the design of container ships. While containers may
be carried on conventional break-bulk ships, cargo holds for dedicated container ships
are specially constructed to speed loading and unloading, and to efficiently keep
containers secure while at sea. A key aspect of container ship specialization is the
design of the hatches, the openings from the main deck to the cargo holds. The hatch
openings stretch the entire breadth of the cargo holds, and are surrounded by a raised
steel structure known as the hatch coaming. On top of the hatch coamings are the hatch
covers. Until the 1950s, hatches were typically secured with wooden boards and
tarpaulins held down with battens. Today, some hatch covers can be solid metal plates

that are lifted on and off the ship by cranes, while others are articulated mechanisms
that are opened and closed using powerful hydraulic rams.
Another key component of dedicated container-ship design is the use of cell guides.
Cell guides are strong vertical structures constructed of metal installed into a ship's
cargo holds. These structures guide containers into well-defined rows during the loading
process and provide some support for containers against the ship's rolling at sea. So
fundamental to container ship design are cell guides that organizations such as the
United Nations Conference on Trade and Development use their presence to
distinguishing dedicated container ships from general break-bulk cargo ships.
A system of three dimensions is used in cargo plans to describe the position of a
container aboard the ship. The first coordinate is the row, which starts at the front of the
ship and increases aft. The second coordinate is tier, with the first tier at the bottom of
the cargo holds, the second tier on top of that, and so forth. The third coordinate is the
slot. Slots on the starboard side are given odd numbers and those on the port side are
given even numbers. The slots nearest the centerline are given low numbers, and the
numbers increase for slots further from the centerline.

Lashing systems
Twist-locks and lashing rods
(pictured) are widely used to secure
containers aboard ships.
Numerous systems are used to
secure containers aboard ships,
depending on factors such as the
type of ship, the type of container,
and the location of the container.
Stowage inside the holds of fully cellular (FC) ships is simplest, typically using simple
metal forms called container guides, locating cones, and anti-rack spacers to lock the
containers together. Above-decks, without the extra support of the cell guides, more
complicated equipment is used. Three types of systems are currently in wide use:
lashing systems, locking systems, and buttress systems. Lashing systems secure
containers to the ship using devices made from wire rope, rigid rods, or chains and
devices to tension the lashings, such as turnbuckles. The effectiveness of lashings is
increased by securing containers to each other, either by simple metal forms (such as
stacking cones) or more complicated devices such as twist-lock stackers. A typical
twist-lock is inserted into the casting hole of one container and rotated to hold it in place,
then another container is lowered on top of it. The two containers are locked together by

twisting the device's handle. A typical twist-lock is constructed of forged steel and
ductile iron and has a shear strength of 48 metric tons.
The buttress system, used
on some large container
ships, uses a system of large
towers attached to the
ship at both ends of each
cargo hold. As the ship is
loaded, a rigid, removable stacking frame is added, structurally securing each tier of
containers together.
Owners Requirement:
Speed 20.20 Knots
TEU 2800 TEUs

Trade Route
From:-LONG BEACH, LOS ANGELES, US
To:- COLON CONTAINER TERMINAL, PANAMA
Distance= 3464 nm
Speed= 20.2 knots
Voyage time= 7.2 days
Commodity= Merchandises
Return voyage commodity =Furniture

Trade Route
From:- COLON CONTAINER TERMINAL, PANAMA
To:- PORT OF GEBIG, BRAZIL
Distance= 5106 nm
Speed= 20.2 knots
Voyage time= 10.6 days
Commodity= Merchandises
Return voyage commodity =Furniture

Procedure:
Firstly, various ship data are collected. We found that most of the vessel in our range
have common breadth of 32.2m and draft 12m.
Secondly, since there was large variation in length of vessel so we calculated length by
plotting Froude No. and dwt. graph where corresponding to our dwt. we got Fn hence
the length.
Thirdly, we calculated dwt. by taking ratio of dwt and TEU and then multiplying our TEU
with this ratio.
Fourthly, now we varied Cb to get the weight equation i.e.
Lightship wt. + dead wt. = L*B*T*Cb*(1+s)* ρ

BASIC PARAMETERS:
LENGTH 194 m
BREADTH 32.2m
DRAFT 12m
DEPTH 18m
BLOCK COEFFICIENT 0.7
SPEED 20.2 Knots
FROUDE NO. 0.238
DEAD WEIGHT 40,000 t
WATERPLANE COFEEICIENT 0.79
MIDSHIP COEFFICIENT 0.985
PRISMATIC COEFFICIENT 0.89

Procedure:-
Firstly, initially light ship wt. estimation was done on basis of various preliminary
formulas.
Secondly, machinery wt. was initially got by a relation of B.H.P and admiralty co-efficient
later it was from the catalogue of engine manufacturer.
Thirdly, initially steel wt. was calculated on basis of Watson & Gilfillan formula which
was later calculated after amidships scantling.
Fourthly, now various stability parameters were calculated like GMt, Lcb etc.

Sectional Area Curve
 The sectional area curve represents the longitudinal distribution of cross sectional area
below the DWL.
 The ordinates of a sectional area curve are plotted in distance-squared units. In as
much as the horizontal scale, or abscissa, of figure represents longitudinal distances
along the ship.
 The area under the curve represents the volume of water displaced by the vessel up to
the DWL, or volume of displacement.
 The presence of parallel middle body is manifested by that portion of the sectional area
curve parallel to the baseline of the curve.
 The shoulder is defined as the region of generally greater curvature (smaller radius of
curvature) where the middle body portion of the curve joins the inward sloping portions
at bow or stern.
 The centroid of the vessel's sectional area curve is at the same longitudinal location as
the center of buoyancy, LCB.
 The ratio of the area under the sectional area curve to the area of a circumscribing
rectangle is equal to the prismatic coefficient. Entrance and run, which represent the
ends of the vessel forward of and abaft the parallel middle body, are also shown.
Procedure:
Firstly, a trapezium is made from the Lr & Le values calculated above and then stem and stern
contour are made then plot is modified such that area under curve equals vol. displacement.
Secondly, centroid is made equal to that calculated. From this curve body plan is derived as
now we know the area at each station.
Area 1:10

BODY PLAN
Procedure:
At each station since we know area from SAC also from stem and stern profile, we start
making body plan we varied spline such that our required area was achieved
You can see certain lines above main deck line those are there because forecastle deck
is present.
This is the final diagram which was output after modeling the vessel in software.
From the body plan breadth at various waterline can be observed hence for certain WL
all breadth at all station can be calculated. Hence ½ Breadth Plan can be achieved
from this process.
Now in ½ Breadth Plan various buttock lines are drawn such that height of buttock at
various station and WL can be observed and then plotted to get the required sheer plan

ProfilePlan
½BreadthPlan
SternContourandStem
Contour

Modeling
Procedure:
Points of intersection of lines plan were then exported to MAX-Surf software where the
model thus arrived were refined using marker tool.
Later hydrostatic calculations were done. By making bulkhead and tanks and assigning
various load cases again stability is checked.
Here, we have taken to extreme load cases as all other will come b/w these only.
Floodable length calculations were also done for checking where bulkhead should
come.
In this figure you can see in the aft there is large deck area such that more container
can be stacked behind the accommodation area also you can see the shape of bulb
which comes near WL.

ENGINE DETAIL: MAN B&W K-90 ME

Capacity calculations were required for making tank for further hydrostatic and stability
calculations. Also for the lightship wt. estimation.
REPORT OF HYDROSTATISTIC CAN BE SEEN IN NEXT PAGE

Hydrostatics- max_1
Stability 20.00.02.31, build: 31
Model file: I:kkmaxsurfNew foldermax_1 (Highest precision, 61 sections, Trimming off, Skin thickness
not applied). Long. datum: AP; Vert. datum: Baseline. Analysis tolerance - ideal(worst case): Disp.%:
0.01000(0.100); Trim%(LCG-TCG): 0.01000(0.100); Heel%(LCG-TCG): 0.01000(0.100)
Damage Case - Intact
Fixed Trim = 0 m (+ve by stern)
Specific gravity = 1.025; (Density = 1.025 tonne/m^3)

Curves of Form
Prismatic coef f . (Cp)
Block coef f . (Cb)
Max Sect. area coef f . (Cm)
Waterpl. area coef f . (Cwp)
7.5
8
8.5
9
9.5
10
10.5
11
11.5
12
12.5
0.6 0.64 0.68 0.72 0.76 0.8 0.84 0.88 0.92 0.96 1
Prismatic coeff. (Cp)
Block coeff. (Cb)
Max Sect. area coeff. (Cm)
Waterpl. area coeff. (Cw p)
Coefficient
Draftm
Curves of Form
Prismatic coef f . (Cp)
Block coef f . (Cb)
Max Sect. area coef f . (Cm)
Waterpl. area coef f . (Cwp)

K-N Curves and Floodable length

Equilibrium Calculation - max_1
Stability 20.00.02.31,build: 31
Model file: I:kkmaxsurfNew foldermax_1 (Highestprecision,61 sections,Trimming off,Skin thickness notapplied).
Long.datum:AP; Vert. datum:Baseline.Analysis tolerance - ideal(worstcase):Disp.%:0.01000(0.100);Trim%(LCG-
TCG): 0.01000(0.100);Heel%(LCG-TCG):0.01000(0.100)
Loadcase - 100 % departure
Free to Trim
Specific gravity = 1.025; (Density= 1.025 tonne/m^3)
Fluid analysis method:Use corrected VCG
Item Name Quantity Unit Mass
tonne
Total Mass
tonne
Unit Volume
m^3
Total Volume
m^3
Long. Arm
m
Trans. Arm
m
Vert. Arm
m
Tota
tonn
DWT 1 39982.000 39982.000 116.000 0.000 10.879 0.000
STEEL WT 1 8157.261 8157.261 99.300 0.000 8.698 0.000
MACHINARY WT 1 3261.456 3261.456 22.863 0.000 7.600 0.000
OUTFIT WT 1 2373.784 2373.784 92.000 0.000 19.940 0.000
w ater ballast tank(p) No. 1 0% 226.208 0.000 220.691 0.000 58.373 -1.769 0.000 0.000
w ater ballast tank(s) No. 1 0% 226.208 0.000 220.691 0.000 58.373 1.769 0.000 0.000
w ater ballast tank(c) No. 10 0% 208.134 0.000 203.058 0.000 173.491 0.000 0.000 0.000
H.F.O No 1 (P) 100% 292.634 292.634 309.896 309.896 41.003 -5.921 9.887 0.000
H.F.O No 1 (S) 100% 292.634 292.634 309.896 309.896 41.003 5.921 9.887 0.000
Fresh w ater (p) 100% 220.260 220.260 220.260 220.260 38.515 -5.239 6.837 0.000
Fresh w ater (s) 100% 71.398 71.398 71.398 71.398 38.537 3.152 4.262 0.000
boiler w ater (S) 100% 148.862 148.862 148.862 148.862 38.505 6.241 8.072 0.000
L.S. HFO TANK (S) 100% 970.264 970.264 1027.495 1027.495 34.089 0.000 8.137 0.000
L.O SUMP TANK © 100% 73.410 73.410 79.793 79.793 30.017 0.000 5.291 0.000
s1.w aterballast tank(p) No. 2 0% 10.376 0.000 10.123 0.000 65.284 -14.098 5.834 0.000
s1.w aterballast tank(s) No. 2 0% 10.376 0.000 10.123 0.000 65.284 14.098 5.834 0.000
s1.w bt (p) No. 10 0% 111.693 0.000 108.969 0.000 72.171 -15.097 14.000 0.000
s1.w bt (s)No. 10 0% 111.693 0.000 108.969 0.000 72.171 15.097 14.000 0.000
s1.w bt (p) No. 11 0% 66.288 0.000 64.671 0.000 87.039 -14.613 2.000 0.000
s1.w bt (s)No. 11 0% 66.288 0.000 64.671 0.000 87.039 14.613 2.000 0.000

s1.w bt (p) No. 12 0% 80.815 0.000 78.844 0.000 86.034 -15.044 5.000 0.000
s1.w bt (s)No. 12 0% 80.815 0.000 78.844 0.000 86.034 15.044 5.000 0.000
s1.w bt (p) No. 13 0% 82.943 0.000 80.920 0.000 85.833 -15.083 8.000 0.000
s1.w bt (s)No. 13 0% 82.943 0.000 80.920 0.000 85.833 15.083 8.000 0.000
s1.w bt (p) No. 14 0% 83.524 0.000 81.486 0.000 85.785 -15.095 11.000 0.000
s1.w bt (s)No. 14 0% 83.524 0.000 81.486 0.000 85.785 15.095 11.000 0.000
s1.w bt (p) No. 15 0% 111.445 0.000 108.726 0.000 85.775 -15.098 14.000 0.000
s1.w bt (s)No. 15 0% 111.445 0.000 108.726 0.000 85.775 15.098 14.000 0.000
s1.w bt (p) No. 16 0% 67.038 0.000 65.403 0.000 99.010 -14.654 2.000 0.000
s1.w bt (s)No. 16 0% 67.038 0.000 65.403 0.000 99.010 14.654 2.000 0.000
s1.w bt (p) No. 17 0% 78.245 0.000 76.337 0.000 99.196 -15.003 5.000 0.000
s1.w bt (s)No. 17 0% 78.245 0.000 76.337 0.000 99.196 15.003 5.000 0.000
s1.w bt (p) No. 18 0% 81.610 0.000 79.619 0.000 99.308 -15.054 8.000 0.000
s1.w bt (s)No. 18 0% 81.610 0.000 79.619 0.000 99.308 15.054 8.000 0.000
s1.w bt (p) No. 19 0% 83.429 0.000 81.394 0.000 99.368 -15.084 11.000 0.000
s1.w bt (s)No. 19 0% 83.429 0.000 81.394 0.000 99.368 15.084 11.000 0.000
s1.w bt (p) No. 20 0% 111.573 0.000 108.852 0.000 99.389 -15.095 14.000 0.000
s1.w bt (s)No. 20 0% 111.573 0.000 108.852 0.000 99.389 15.095 14.000 0.000
s1.w bt (p) No. 21 0% 46.169 0.000 45.043 0.000 111.403 -14.403 2.000 0.000
s1.w bt (s)No. 21 0% 46.169 0.000 45.043 0.000 111.403 14.403 2.000 0.000
s1.w bt (p) No. 22 0% 66.803 0.000 65.174 0.000 112.692 -14.816 5.000 0.000
s1.w bt (s)No. 22 0% 66.803 0.000 65.174 0.000 112.692 14.816 5.000 0.000
s1.w bt (p) No. 23 0% 76.678 0.000 74.808 0.000 112.903 -14.966 8.000 0.000
s1.w bt (s)No. 23 0% 76.678 0.000 74.808 0.000 112.903 14.966 8.000 0.000
s1.w bt (p) No. 24 0% 82.022 0.000 80.021 0.000 112.995 -15.055 11.000 0.000
s1.w bt (s)No. 24 0% 82.022 0.000 80.021 0.000 112.995 15.055 11.000 0.000
s1.w bt (p) No. 25 0% 110.345 0.000 107.654 0.000 113.024 -15.087 14.000 0.000
s1.w bt (s)No. 25 0% 110.345 0.000 107.654 0.000 113.024 15.087 14.000 0.000
s1.w bt (p) No. 25 0% 19.673 0.000 19.194 0.000 120.511 -14.145 2.000 0.000
s1.w bt (s)No. 26 0% 19.673 0.000 19.194 0.000 120.511 14.145 2.000 0.000
s1.w bt (p) No. 26 0% 51.671 0.000 50.411 0.000 125.920 -14.580 5.000 0.000
s1.w bt (s)No. 27 0% 51.671 0.000 50.411 0.000 125.920 14.580 5.000 0.000
s1.w bt (p) No. 27 0% 69.530 0.000 67.834 0.000 126.391 -14.843 8.000 0.000
s1.w bt (s)No. 28 0% 69.530 0.000 67.834 0.000 126.391 14.843 8.000 0.000
s1.w bt (p) No. 28 0% 79.430 0.000 77.493 0.000 126.544 -15.004 11.000 0.000
s1.w bt (s)No. 29 0% 79.430 0.000 77.493 0.000 126.544 15.004 11.000 0.000
s1.w bt (p) No. 29 0% 108.426 0.000 105.781 0.000 126.603 -15.067 14.000 0.000
s1.w bt (s)No. 30 0% 108.426 0.000 105.781 0.000 126.603 15.067 14.000 0.000
s1.w bt (p) No. 30 0% 1.606 0.000 1.567 0.000 133.544 -14.098 3.374 0.000
s1.w bt (s)No. 31 0% 1.606 0.000 1.567 0.000 133.544 14.098 3.374 0.000
s1.w bt (p) No. 31 0% 23.182 0.000 22.616 0.000 136.348 -14.306 5.000 0.000
s1.w bt (s)No. 32 0% 23.182 0.000 22.616 0.000 136.348 14.306 5.000 0.000
s1.w bt (p) No. 32 0% 50.343 0.000 49.115 0.000 139.241 -14.589 8.000 0.000
s1.w bt (s)No. 33 0% 50.343 0.000 49.115 0.000 139.241 14.589 8.000 0.000
s1.w bt (p) No. 33 0% 67.764 0.000 66.112 0.000 139.826 -14.835 11.000 0.000
s1.w bt (s)No. 34 0% 67.764 0.000 66.112 0.000 139.826 14.835 11.000 0.000
s1.w bt (p) No. 34 0% 100.490 0.000 98.039 0.000 140.042 -14.965 14.000 0.000
s1.w bt (s)No. 35 0% 100.490 0.000 98.039 0.000 140.042 14.965 14.000 0.000
s1.w bt (p) No. 36 0% 0.490 0.000 0.478 0.000 147.166 -14.098 6.523 0.000
s1.w bt (s)No. 37 0% 0.490 0.000 0.478 0.000 147.166 14.098 6.523 0.000
s1.w bt (p) No. 37 0% 10.238 0.000 9.988 0.000 148.540 -14.246 8.000 0.000
s1.w bt (s)No. 38 0% 10.238 0.000 9.988 0.000 148.540 14.246 8.000 0.000
s1.w bt (p) No. 38 0% 31.576 0.000 30.806 0.000 150.662 -14.499 11.000 0.000
s1.w bt (s)No. 39 0% 31.576 0.000 30.806 0.000 150.662 14.499 11.000 0.000
s1.w bt (p) No. 40 0% 76.069 0.000 74.213 0.000 152.691 -14.671 14.000 0.000
s1.w bt (s)No. 40 0% 76.069 0.000 74.213 0.000 152.691 14.671 14.000 0.000
s1.w bt (p) No. 44 0% 0.273 0.000 0.266 0.000 160.877 -14.098 12.759 0.000
s1.w bt (s)No. 44 0% 0.273 0.000 0.266 0.000 160.877 14.098 12.759 0.000
s1.w bt (p) No. 45 0% 21.758 0.000 21.227 0.000 161.899 -14.233 14.000 0.000
s1.w bt (s)No. 45 0% 21.758 0.000 21.227 0.000 161.899 14.233 14.000 0.000
s1.w bt (p) No. 50 0% 0.025 0.000 0.024 0.000 174.180 -14.098 17.529 0.000
s1.w bt (s)No. 50 0% 0.025 0.000 0.024 0.000 174.180 14.098 17.529 0.000
Total Loadcase 55843.964 12164.980 2167.600 104.168 0.000 10.657 0.000
FS correction 0.000

VCG fluid 10.657
Draft Amidships m 12.775
Displacement t 55844
Heel deg 0.0
Draft at FP m 12.708
Draft at AP m 12.841
Draft at LCF m 12.778
Trim (+ve by stern) m 0.133
WL Length m 204.032
Beam max extents on WL m 32.199
Wetted Area m^2 8770.949
Waterpl. Area m^2 5580.888
Prismatic coeff. (Cp) 0.667
Block coeff. (Cb) 0.644
Max Sect. area coeff. (Cm) 0.970
Waterpl. area coeff. (Cwp) 0.849
LCB fromzero pt. (+ve fwd) m 104.174
LCF fromzero pt. (+ve fw d)m 96.496
KB m 7.094
KG fluid m 10.657
BMt m 7.644
BML m 275.663
GMt corrected m 4.081
GML m 272.100
KMt m 14.739
KML m 282.757
Immersion (TPc) tonne/cm 57.204
MTc tonne.m 744.242
RM at 1deg = GMt.Disp.sin(1) tonne.m 3977.843
Max deck inclination deg 0.0374
Trim angle (+ve by stern) deg 0.0374
Key point Type Freeboard
m
Margin Line (freeboard pos =0 m) 5.083
Deck Edge (freeboard pos =0 m) 5.159

100% DE P ART URE L OAD C AS E
4.9 C ontainer ships >100m. IMPOR TANT - requires C as defined in 4.9.2.64.9.2.1: Area to 30 PAS S
from the greater of
spec. heel angle 0 deg 0
to the lesser of
angle of vanishing stability 81.2 deg
shall not be less than (>=) 57.2958 m.deg 59.873 PAS S 4.498061
4.9 C ontainer ships >100m. IMPOR TANT - requires C as defined in 4.9.2.64.9.2.1: Area 0 to 40 PAS S
from the greater of
to the lesser of
first downflooding angle n/a deg
shall not be less than (>=) 57.2958 m.deg 65.3265 PAS S 14.01621
4.9 C ontainer ships >100m. IMPOR TANT - requires C as defined in 4.9.2.64.9.2.2: Area 30 to 40 PAS S
from the greater of
to the lesser of
shall not be less than (>=) 57.2958 m.deg 58 PAS S 1.22906
4.9 C ontainer ships >100m. IMPOR TANT - requires C as defined in 4.9.2.64.9.2.3: Maximum GZ at 30 or greater Pass
in the range from the greater of
to the lesser of
spec. heel angle 90 deg
angle of max. GZ 34.5 deg 34.5
shall not be less than (>=) 1 m 1.931 Pass 93.1
Intermediate values
angle at which this GZ occurs deg 34.5
4.9 C ontainer ships >100m. IMPOR TANT - requires C as defined in 4.9.2.64.9.2.4: Value of maximum GZ Pass
angle of equilibrium 0 deg 0
to the lesser of
spec. heel angle 180 deg
shall be greater than (>) 1 m 1.931 Pass 93.1
Intermediate values
4.9 C ontainer ships >100m. IMPOR TANT - requires C as defined in 4.9.2.64.9.2.5: Area under GZ curve to downflooding Pass
from the greater of
to the lesser of
angle of vanishing stability 81.2 deg 81.2
shall be greater than (>) 57.2958 m.deg 97.6645 Pass 70.46

100% Departure load case GZ-Curve

Equilibrium Calculation - max_1
Stability 20.00.02.31,build: 31
Model file: I:kkmaxsurfNew foldermax_1 (Highestprecision,61 sections,Trimming off,Skin thickness notapplied).
Long.datum:AP; Vert. datum:Baseline.Analysis tolerance - ideal(worst case):Disp.%:0.01000(0.100);Trim%(LCG-
TCG): 0.01000(0.100);Heel%(LCG-TCG):0.01000(0.100)
Loadcase - lightship
Free to Trim
Specific gravity = 1.025; (Density= 1.025 tonne/m^3)
Fluid analysis method:Use corrected VCG
Item Name Quantity Unit Mass
tonne
Total Mass
tonne
Unit Volume
m^3
Total Volume
m^3
Long. Arm
m
Trans. Arm
m
Vert. Arm
m
Total
tonne
STEEL WT 1 8157.261 8157.261 97.388 0.000 8.698 0.000
MACHINERY WT 1 3261.456 3261.456 22.000 0.000 7.600 0.000
OUTFIT WT 1 2373.784 2373.784 92.000 0.000 19.940 0.000
w ater ballast tank(c) No. 10 0% 208.134 0.000 203.058 0.000 173.491 0.000 0.000 0.000
H.F.O No 1 (P) 0% 292.634 0.000 309.896 0.000 41.018 -2.456 2.000 0.000
H.F.O No 1 (S) 0% 292.634 0.000 309.896 0.000 41.018 2.456 2.000 0.000
Fresh w ater (p) 0% 220.260 0.000 220.260 0.000 38.546 -2.129 2.000 0.000
Fresh w ater (s) 0% 71.398 0.000 71.398 0.000 38.546 2.129 2.000 0.000
boiler w ater (S) 0% 148.862 0.000 148.862 0.000 38.522 4.781 6.000 0.000
L.S. HFO TANK (S) 0% 970.264 0.000 1027.495 0.000 34.214 0.000 2.000 0.000
L.O SUMP TANK © 0% 73.410 0.000 79.793 0.000 30.030 0.000 2.000 0.000
s1.w aterballast tank (s) No. 7 0% 47.630 0.000 46.468 0.000 75.681 14.607 5.000 0.000
s1.w bt (p) No. 10 0% 111.693 0.000 108.969 0.000 72.171 -15.097 14.000 0.000
s1.w bt (s)No. 10 0% 111.693 0.000 108.969 0.000 72.171 15.097 14.000 0.000
s1.w bt (p) No. 11 0% 66.288 0.000 64.671 0.000 87.039 -14.613 2.000 0.000
s1.w bt (s)No. 11 0% 66.288 0.000 64.671 0.000 87.039 14.613 2.000 0.000
s1.w bt (p) No. 12 0% 80.815 0.000 78.844 0.000 86.034 -15.044 5.000 0.000

s1.w bt (s)No. 12 0% 80.815 0.000 78.844 0.000 86.034 15.044 5.000 0.000
s1.w bt (p) No. 13 0% 82.943 0.000 80.920 0.000 85.833 -15.083 8.000 0.000
s1.w bt (s)No. 13 0% 82.943 0.000 80.920 0.000 85.833 15.083 8.000 0.000
s1.w bt (p) No. 14 0% 83.524 0.000 81.486 0.000 85.785 -15.095 11.000 0.000
s1.w bt (s)No. 14 0% 83.524 0.000 81.486 0.000 85.785 15.095 11.000 0.000
s1.w bt (p) No. 15 0% 111.445 0.000 108.726 0.000 85.775 -15.098 14.000 0.000
s1.w bt (s)No. 15 0% 111.445 0.000 108.726 0.000 85.775 15.098 14.000 0.000
s1.w bt (p) No. 16 0% 67.038 0.000 65.403 0.000 99.010 -14.654 2.000 0.000
s1.w bt (s)No. 16 0% 67.038 0.000 65.403 0.000 99.010 14.654 2.000 0.000
s1.w bt (p) No. 17 0% 78.245 0.000 76.337 0.000 99.196 -15.003 5.000 0.000
s1.w bt (s)No. 17 0% 78.245 0.000 76.337 0.000 99.196 15.003 5.000 0.000
s1.w bt (p) No. 18 0% 81.610 0.000 79.619 0.000 99.308 -15.054 8.000 0.000
s1.w bt (s)No. 18 0% 81.610 0.000 79.619 0.000 99.308 15.054 8.000 0.000
s1.w bt (p) No. 19 0% 83.429 0.000 81.394 0.000 99.368 -15.084 11.000 0.000
s1.w bt (s)No. 19 0% 83.429 0.000 81.394 0.000 99.368 15.084 11.000 0.000
s1.w bt (p) No. 20 0% 111.573 0.000 108.852 0.000 99.389 -15.095 14.000 0.000
s1.w bt (s)No. 20 0% 111.573 0.000 108.852 0.000 99.389 15.095 14.000 0.000
s1.w bt (p) No. 21 0% 46.169 0.000 45.043 0.000 111.403 -14.403 2.000 0.000
s1.w bt (s)No. 21 0% 46.169 0.000 45.043 0.000 111.403 14.403 2.000 0.000
s1.w bt (p) No. 22 0% 66.803 0.000 65.174 0.000 112.692 -14.816 5.000 0.000
s1.w bt (s)No. 22 0% 66.803 0.000 65.174 0.000 112.692 14.816 5.000 0.000
s1.w bt (p) No. 23 0% 76.678 0.000 74.808 0.000 112.903 -14.966 8.000 0.000
s1.w bt (s)No. 23 0% 76.678 0.000 74.808 0.000 112.903 14.966 8.000 0.000
s1.w bt (p) No. 24 0% 82.022 0.000 80.021 0.000 112.995 -15.055 11.000 0.000
s1.w bt (s)No. 24 0% 82.022 0.000 80.021 0.000 112.995 15.055 11.000 0.000
s1.w bt (p) No. 25 0% 110.345 0.000 107.654 0.000 113.024 -15.087 14.000 0.000
s1.w bt (s)No. 25 0% 110.345 0.000 107.654 0.000 113.024 15.087 14.000 0.000
s1.w bt (p) No. 25 0% 19.673 0.000 19.194 0.000 120.511 -14.145 2.000 0.000
s1.w bt (s)No. 26 0% 19.673 0.000 19.194 0.000 120.511 14.145 2.000 0.000
s1.w bt (p) No. 26 0% 51.671 0.000 50.411 0.000 125.920 -14.580 5.000 0.000
s1.w bt (s)No. 27 0% 51.671 0.000 50.411 0.000 125.920 14.580 5.000 0.000
s1.w bt (p) No. 27 0% 69.530 0.000 67.834 0.000 126.391 -14.843 8.000 0.000
s1.w bt (s)No. 28 0% 69.530 0.000 67.834 0.000 126.391 14.843 8.000 0.000
s1.w bt (p) No. 28 0% 79.430 0.000 77.493 0.000 126.544 -15.004 11.000 0.000
s1.w bt (s)No. 29 0% 79.430 0.000 77.493 0.000 126.544 15.004 11.000 0.000
s1.w bt (p) No. 29 0% 108.426 0.000 105.781 0.000 126.603 -15.067 14.000 0.000
s1.w bt (s)No. 30 0% 108.426 0.000 105.781 0.000 126.603 15.067 14.000 0.000
s1.w bt (p) No. 30 0% 1.606 0.000 1.567 0.000 133.544 -14.098 3.374 0.000
s1.w bt (s)No. 31 0% 1.606 0.000 1.567 0.000 133.544 14.098 3.374 0.000
s1.w bt (p) No. 31 0% 23.182 0.000 22.616 0.000 136.348 -14.306 5.000 0.000
s1.w bt (s)No. 32 0% 23.182 0.000 22.616 0.000 136.348 14.306 5.000 0.000
s1.w bt (p) No. 32 0% 50.343 0.000 49.115 0.000 139.241 -14.589 8.000 0.000
s1.w bt (s)No. 33 0% 50.343 0.000 49.115 0.000 139.241 14.589 8.000 0.000
s1.w bt (p) No. 33 0% 67.764 0.000 66.112 0.000 139.826 -14.835 11.000 0.000
s1.w bt (s)No. 34 0% 67.764 0.000 66.112 0.000 139.826 14.835 11.000 0.000
s1.w bt (p) No. 34 0% 100.490 0.000 98.039 0.000 140.042 -14.965 14.000 0.000
s1.w bt (s)No. 35 0% 100.490 0.000 98.039 0.000 140.042 14.965 14.000 0.000
s1.w bt (p) No. 36 0% 0.490 0.000 0.478 0.000 147.166 -14.098 6.523 0.000
s1.w bt (s)No. 37 0% 0.490 0.000 0.478 0.000 147.166 14.098 6.523 0.000
s1.w bt (p) No. 37 0% 10.238 0.000 9.988 0.000 148.540 -14.246 8.000 0.000
s1.w bt (s)No. 38 0% 10.238 0.000 9.988 0.000 148.540 14.246 8.000 0.000
s1.w bt (p) No. 38 0% 31.576 0.000 30.806 0.000 150.662 -14.499 11.000 0.000
s1.w bt (s)No. 39 0% 31.576 0.000 30.806 0.000 150.662 14.499 11.000 0.000
s1.w bt (p) No. 40 0% 76.069 0.000 74.213 0.000 152.691 -14.671 14.000 0.000
s1.w bt (s)No. 40 0% 76.069 0.000 74.213 0.000 152.691 14.671 14.000 0.000
s1.w bt (p) No. 44 0% 0.273 0.000 0.266 0.000 160.877 -14.098 12.759 0.000
s1.w bt (s)No. 44 0% 0.273 0.000 0.266 0.000 160.877 14.098 12.759 0.000
s1.w bt (p) No. 45 0% 21.758 0.000 21.227 0.000 161.899 -14.233 14.000 0.000
s1.w bt (s)No. 45 0% 21.758 0.000 21.227 0.000 161.899 14.233 14.000 0.000
s1.w bt (p) No. 50 0% 0.025 0.000 0.024 0.000 174.180 -14.098 17.529 0.000
s1.w bt (s)No. 50 0% 0.025 0.000 0.024 0.000 174.180 14.098 17.529 0.000
Total Loadcase 13792.501 12164.980 0.000 107.246 0.000 10.373 0.000
FS correction 0.000
VCG fluid 10.373

Key point Type Freeboardm
Margin Line (freeboard pos =0 m) 13.38
Deck Edge (freeboard pos =0 m) 13.456
Draft Amidships m 4.112
Displacement t 13792
Heel deg 0.0
Draft at FP m 3.681
Draft at AP m 4.543
Draft at LCF m 4.081
Trim (+ve by stern) m 0.863
WL Length m 190.219
Beam max extents on WL m 32.091
Wetted Area m^2 4517.925
Waterpl. Area m^2 3851.708
Prismatic coeff. (Cp) 0.72
Block coeff. (Cb) 0.695
Max Sect. area coeff. (Cm) 0.98
Waterpl. area coeff. (Cwp) 0.786
LCB fromzero pt. (+ve fwd) m 107.200
LCF fromzero pt. (+ve fw d)m 109.449
KB m 2.208
KG fluid m 10.373
BMt m 16.772
BML m 475.441
GMt corrected m 8.607
GML m 467.276
KMt m 18.980
KML m 477.645
Immersion (TPc) tonne/cm 39.480
MTc tonne.m 315.660
RM at 1deg = GMt.Disp.sin(1) tonne.m 2071.822
Max deck inclination deg 0.2422
Trim angle (+ve by stern) deg 0.2422

L IG HT S HIP - IMO C R IT E R IA R E S UL T
C O DE C R ITE R IA VALUE UNITS AC TUAL S TATUS MAR GIN
4.9 C ontainer s hips >100m. IMP O R TANT - requires C as defined in 4.9.2.64.9.2.1: Area to 30 P as s
from the greater of
s pec. heel angle 0 deg 0
to the les s er of
angle of vanis hing s tability 94 deg
s hall not be les s than (>=) 57.2958 m.deg 61.4559 P as s 7.26
4.9 C ontainer s hips >100m. IMP O R TANT - requires C as defined in 4.9.2.64.9.2.1: Area 0 to 40 P as s
from the greater of
to the les s er of
firs t downflooding angle n/a deg
4.9 C ontainer s hips >100m. IMP O R TANT - requires C as defined in 4.9.2.64.9.2.2: Area 30 to 40 P as s
from the greater of
to the les s er of
4.9 C ontainer s hips >100m. IMP O R TANT - requires C as defined in 4.9.2.64.9.2.3: Maximum GZ at 30 or greater P as s
to the les s er of
s pec. heel angle 90 deg
s hall not be les s than (>=) 1 m 3.717 P as s 271.7
Intermediate values
4.9 C ontainer s hips >100m. IMP O R TANT - requires C as defined in 4.9.2.64.9.2.4: Value of maximum GZ P as s
to the les s er of
s pec. heel angle 180 deg
s hall be greater than (>) 1 m 3.717 P as s 271.7
Intermediate values
4.9 C ontainer s hips >100m. IMP O R TANT - requires C as defined in 4.9.2.64.9.2.5: Area under GZ curve to downflooding P as s
from the greater of
to the les s er of
angle of vanis hing s tability 94 deg 94
s hall be greater than (>) 57.2958 m.deg 237.2763 P as s 314.13

LONGITUDINAL STRENGTHAND SCANTLING:
 All the longitudinal member which are more in 0.4L amidships is considered in
longitudinal strength.
 Thickness of plates were considered more than required by IRS Rules.
 Longitudinal were provided at given spacing suck that required section modulus
can be crossed as per IRS Rules.
 Further scantling were done in torsion box to meet rule requirements.
 All the girders and floors are provided with vertical flat bar such that proper
strength can be maintained.
 In case of opening additional stiffening is done to maintain required strength.
 Longitudinal members were also checked for buckling.
 Torsional bending moment was also considered for minimum section modulus
requirement.
 Steel weight calculations were done after this amidships scantling.
 Moment of area (second) thus obtained was used in hull resonance calculation.

HULL RESONANCE:
For hull resonance diagram various natural frequencies of hull, such as horizontal,
vertical and torsional were calculated.
Now bandwidth of these values were plotted.
Now shaft frequency at different no. of blades was plotted.
At given engine rpm it can be seen that intersecting point of 3 blade and 4 blade system
lie in these band width hence resonance can take place, hence Z=5 is chosen.
0.010638
No. of Blades FREQUENCY
2 0.021277
3 0.031915
4 0.042553
5 0.053191
SHAFT FREQUENCY=
L 194 m 640.2 ft.
B 32.2 m 106.26 ft.
T 12 m 39.6 ft.
Cb 0.7
Ina 214.2418 m^4 25407.38 ft.^4
Δ 54520 tons
Δ 114189.1 tons
α 0.845
βh 42000
Vertical (Kumai's Formula)
N2v 49.21251
N3v 88.3987
N4v 124.5211
N5v 158.7875
Horizontal (Brown)
N2h 73.81877 or 35.65779
N3h 147.6375
N4h 221.4563
Torsional(Horn's Formula)
N1-T 490.9254
N2-T 932.1369
N3-T 1264.599

PROPELLER CALCULATIONS:
Procedure:-
 For propeller diameter calculations Kt and Kq were written in polynomial form.
 Then a max dia. from Auto CAD drawing was taken and Ae/Ao ratio was varied
also P/D ratio was varied at that dia.
 In these calculation Kt/J^2 is kept constant for given dia.
 Similarly procedure was repeated for other dia. Now for the given P/D & Ae/Ao
dia. w.r.t. maximum open water efficiency was taken.
 Here a sample sheet is shown where by varying P/D ratios various data are
calculated.((P/D = 0.5-1.4; 0.1steps) and (Ae/Ao = 0.45-0.65; 0.5 steps))
 Above sheet is shown w.r.t constant Ae/Ao and for dia. 8.5m. You can see that
power w.r.t max. open water efficiency is highlighted.
 Before this calculation no. of blades (Z=5) were fixed via. Hull vibration diagram.
 Wake fraction and thrust deduction factors were calculated via empirical formula
from Basic Ship Propulsion book.
 In the next two pages you will see the values of Kt/J^2, which were used for the
calculations.
p/ d j open waterkq rps Q P
0.5 0.427604 0.404003 0.013984 2.05459661 2632.020059 33977.80066
0.6 0.491395 0.639279860176415-.140.018091 1.78787493 2578.45499 28965.17734
0.7 0.55231 0.552929 0.022089 1.59068853 2492.137175 24907.87032
D=8.5m 0.8 0.610005 0.579955 0.028228 1.44023929 2610.750011 23625.41499
0.3788 0.9 0.666245 0.591731 0.036006 1.3223549 2807.275827 23324.5147
1 0.716678 0.591018 0.045405 1.22586831 3042.374295 23433.43539
1.1 0.765662 0.584289 0.056392 1.14744285 3310.53113 23867.57209
1.2 0.812858 0.573462 0.06846 1.08081935 3565.822258 24215.43672
1.3 0.858084 0.559911 0.082059 1.02385401 3835.493765 24673.95788
1.4 0.901743 0.545189 0.097253 0.97428323 4116.144721 25197.37871

Case 1 Pe 14747.745 kw from Hull Trop R*V
Rho 1.025
D 8.5 ( 1st Case assume Maximum D from Autocad)
V 10.39088
t 0.1987975
w 0.23519 Taylor ( Basic Ship Propulsion)
ƞR 1.02 (manen) ( Basic Ship Propulsion)
Kt/J^2 0.37875424
case 2
Pe 14747.745 kw from Hull Trop R*V
Rho 1.025
D 8
V 10.39088
t 0.1987975
Kt/J^2 0.427578029
Kt= 0.275399163
case 3
Rho 1.025
D 7
V 10.39088

t 0.1987975
Kt/J^2 0.558469262
case 4
Rho 1.025
D 7.5
V 10.39088
t 0.1987975
Kt/J^2 0.48648878
PROPELLER DETAILS:

No. Of Blades 5
P/D Ratio 0.9
Ae/Ao Ratio 0.6
RPM 89
QPC 0.636
Ƞh 1.0476
Ƞo 0.5952
Ƞr 1.02
RUDDER CALCULATIONS:
 For rudder area calculation three methods were followed and there mean was
taken.

 Similarly mean chord length and span were also derived from basic empirical
formula
 For rudder torque and force calculations IRS Rules were followed.
 A spade NACA Profile rudder was provided in the end.

GENERAL ARRANGEMENT
 For making of GA plan of the vessel various previous ship GA were read, also
IRS Rules for accommodation area were followed.
 Container arrangement was done as we move away from the base line more no.
of container can be stacked in same section therefore steps were provided so
that containers can be stacked there and minimize container on deck.
 Also using the capacity calculation done before tank for fuel oil were planned.
 According to new rules WB was provided in double hull or kept empty.
 Containers on deck were such provided that line of sight can be maintained.
 Lifesaving equipment were provided as per IRS Rules.
 Bulkheads were provided as per floodable length calculations done before.
 On the basis of general arrangement equipment no. was derived.
 Freeboard was checked after deducting superstructure reduction in tabular
freeboard.
 As aft of the superstructure was full hence more no. of container can be stacked
there.
 As we move fwd. or aft from amidships, no. of container decreases at same WL.
According to above pts. GA was drawn also with reference to previous vessel drawings.

FREEBOARD CALCULATIONS:
LENGTH 194 m
FREEBOARD 3167 mm (From Table)
CORRECTION FOR CB
CBD = CB + 0.25*(D-T)*(1-CB)/T
0.7375
CORRECTION = (CBD +0.68)/1.36
1.0422794
1
corrected freeboard = 3300.90 mm
CORRECTION FOR DEPTH
CORRECTION =
(D-
L/15)*R D>L/15 R = 250
1266.6666
7 mm
CORRECTED FREEBOARD = 4567.57 mm
CORRECTION FOR
SUPERSTRUCTURE
LENGTH OF
SUPERSTRUCTURE = 0.15*LENGTH
29.1 m
LENGTH OF FORECASTLE = 0.07*LENGTH
13.58 m
EFFECTIVE LENGTH = 0.22*LENGTH
42.68 m
CORRECTION 'X' 15.40%

CORRECTION FACTOR =
0.154*107
0
164.78 mm
CORRECTION FOR SHEER
SHEER DEFICIENCY (SD) = (SAFT + SFORD)/16
933.8
SAFT = 22.23*LENGTH + 667
4979.62
SFORD = 44.47*LENGTH +1334
9961.18
CORRECTION =
SD*(0.75-
E/2*LENGTH)
597.632
Req 5.00 m
Given 6 m ok

EQUIPMENT NO.
Δ = 53784.9 t
B = 32.2 m
a = 5.98 m
h1 = 1.1 m
h2 = 4.09 m
h3 = 7.08 m
h4 = 10.12 m
h5 = 13.18 m
h6 = 16.15 m
TOTAL = 57.7 m
A = 1117.8 m2
K = 1
En = 5638
Letter = Z+
No.of ANCHORS 2
Mass of anchors 16900 Kg
Length 742.5 m
Dia. of chain cable 114 mm
MOORING LINES
No. 8
Min. Breaking Strength 706 kN
Length of each 200m
TOW LINES
Min. length 300m
Min. Breaking Strength 1471 kN

REFERENCES
1. www.ports.com
2. www.dnv.org
3. www.maerskline.com
4. ‘Preliminary Ship Design’ - Gillifan, Watson
5. ‘Lectures on Naval Architecture’ – Willian Fishbourne
6. ‘Priciples of Naval Architecture – 1,2,3’ – RINA
7. ‘Basic Ship Propulsion’ – Ghose, Gokaran
8. ‘Practical Ship Design’ – Watson
9. ‘Container Ships – Guidelines for Surveys, Assessment, Repairs – IACS 2012
10. ‘An Approximate Power Prediction Method’ – Holtrop, Mennen
11.‘International Convention on Load Lines’ – IMO 1988
12.‘Bulbous Bow Design’ – Manuel Ventura
13.‘IMO TIER II Programme 2013’ – Doosan MAN B&W
14.‘Significant Ships 2012’ – Lingwood and Knaggs
15.‘Rules and Regulations for the Construction of Steel Ships, Indian Register of
Shipping 2014’ – IRS 2014
16.‘Rules for Hull Structural Design’ – Det Norske Veritas 2012
17.Max-Surf Design Manual – Formsys Systems

LIST OF TABLES
Page
Table 1: Size of container Vessel 10
Table 2: Owner Requirements 15
Table 3: Collected ship data 18
Table 4: Coefficients 19
Table 5: Summary of Basic Parameters 20
Table 6: Lightship wt. estimation 21
Table 7: Table for sectional area curve and stability 22
Table 8: Bulb Particulars Table 27
Table 9: Table for Resistance calculation 30-33
Table 10: Engine Specification table 34
Table 11: Capacity Calculation 35-37
Table 12: Hydrostatics 38
Table 13 100% Load case 41
Table 14: Lightship load case 43-46
Table 15: Scantling 50-56
Table 16: Hull Resonance 57
Table 17: Propeller 61
Table 18: Rudder 67
Table 19: Freeboard 68-69
Table 20: Equipment No. 70

LIST OF FIGURES
Page
Figure 1: Size of Container 10
Figure 2: Cargo Hold 12
Figure 3: Lashing System 14
Figure 4: Route map 16-17
Figure 5: Sectional area curve 23
Figure 6: Body plan 24
Figure 7: Sheer plan 25
Figure 8: ½ breadth plan 25
Figure 9: Stem and stern counter 25
Figure 10: Lines plan 26
Figure 11: Bulb parameters 27
Figure 12: Model 28-29
Figure 13: Engine power vs speed curve 34
Figure 14: Hydrostatic curves(also bonjeans) 39-40
Figure 15: K-N Curves 40
Figure 16: Floodable Length 40, 42 & 46
Figure 17: G-Z Curves 42 & 46
Figure 18: Mid ship Structural Drawing 50
Figure 19: Hull resonance diagram 58
Figure 20: Rudder 64-66
Figure 21: General Arrangement 67

LIST OF SYMBOL AND ABBREVATION:

For Scantling:
Unless stated consider:
L=Rule length[m]
B=Breadth[m]
T=Draft[m]
s = stiffener spacing [mm], measured along the plating.
l = span of the stiffener, [m],
r = radius of curvature [mm].
S = span of the girder [m],
b = mean breadth [m], of the load area supported by the girder.
t = thickness mm]
p= design pressure [N/mm2]
hw = height of web, [mm].
bf = width of flange, [mm].
σ = allowable bending stress, [N/mm2]

σy = minimum yield stress of material, [N/mm2], may be taken as 235 [N/mm2] for
normal strength steel.
k = material factor
E = modulus of elasticity, 2.06 x 105 [N/mm2] for steel
Ina = moment of inertia of hull girder, [cm4], about the transverse neutral axis at the
section under consideration.
Zn = vertical distance [m] of the horizontal neutral axis above base line.
Ms = design still water bending moment [kN-m]
Mw = rule wave bending moment [kN-m]
tc, Zc are corrosion additions to the thickness and section modulus respectively,
where,
ZR = Rule amidships section modulus [cm3]
ZB = Actual amidships section modulus [cm3] provided at bottom.
ZD=Actual amidships section modulus [cm3] provided at bottom.
m = bending moment factor depending on the arrangement at the supports and
variation of lateral
pressure.
fa = correction factor for aspect ratio of plate field;
= 1.10 − 0.5(s/1000 l)2 ; however, not to be taken more than 1.0.
fr = correction factor for curvature perpendicular to the stiffeners
= (1 - 0.5 s/r)

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