Ocean Engineering and Naval Architecture

IIT Kharagpur

Marine Design Lab [NA39006]

CAD-CAM Lab [NA39004]

Preliminary Design Report

Under the guidance of

Prof Vishwanath Nagarajan
Prof Anirban Bhattacharyya
Prof O P Sha

GROUP 4
Coastal Chemical Tanker
22NA10028 Parthiv Nair
22NA10029 Parag Patle
22NA10015 Harsh Bajpai
22NA30018 Jagrut Karnavat
Design Ship Data:
Ship type - Coastal Chemical Tanker
Design Dwt - 1275 MT
Design Capacity - 1300m3
Design Speed - 10.5 knots.

Basic Ship Type:

The Etsuzan Maru no. 8(Chemical Tanker) has been selected as the most suitable
ship
Dwt – 1295.4 MT
Capacity – 811.58m3
Speed – 10.66knots
Δ – 1930.69 MT
LOA – 64.97m
LBP – 61m
B – 10.95m
D – 4.6m
T – 4.18m

Procedure:
➔ We have to gather information about various Product or chemical tankers very
close to our requirements and make a data set of Length, Breadth, Depth, Draft,
speed and deadweight. The goal is to determine the most suitable dimensions.

➔ To accomplish this, the process will involve selecting a range of Product Tankers’
length, breadth, and draught based on the data gathered. This selected range will
then be used as the range for iteration and all calculations for form coefficients and
other estimations will be done for each possible combination of length, breadth, and
draft within this range.

➔ Now we will estimate form coefficients using regression formulae, and the weight
of the lightship will be calculated. It will then be checked to ensure that the sum of
the lightship and the ship’s deadweight falls within the permissible error.

➔ The different components of the deadweight, such as fuel oil and fresh water, will
be estimated. Once all the calculations have been completed, the length, breadth,
and draft combinations will be evaluated to determine which ones result in values of
ratios L/B, B/D, B/T and L/D within acceptable limits.
Selection Of Main Parameters

1. Displacement: A preliminary displacement estimate can be made from

statistical data analysis, as a function of deadweight capacity.

ⅆ𝑤𝑡
C= = (0.65 – 0.80)
𝛥

For smaller chemical tankers (dwt <10000), we will have a smaller ratio.
Δ = 1903 tonnes

2. Length:

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

𝑉
LBP = C[ ]2 Δ1/3
𝑉+2
C = 23.5 for single screw vessels where V = 11 to 16.5 knots
LBP = 62.63m

B. Schneekluth’s Formula:

LBP = C * V0.3*Δ0.3
LBP in meters, Δ is displacement in tonnes, V is speed in knots
• C=3.2 if, CB = 0.145 / FN within range 0.48 – 0.85
𝑉
FN = : For a chemical tanker, the Froude number lies between (0.17 - 0.22)
√𝑔𝐿
LBP = 62.45m

C. Wright Formula

LBP = 5.58*DWT1/3
LBP = 60.36m

The Length between Perpendiculars (LBP) of the design ship is 62m

3. Breadth:

From limitations, recent trends and statistical analysis tankers with dwt <10000
• B <16
• L/B ~ (5 – 6) Watson 1998
• B = L/9 + (4.5 to 6.5)
B = 11.4m
The Breadth of the design ship is 11.36m

4. Depth:

From limitations, recent trends and statistical analysis,

• B/D = 1.9 (tankers)
• L/D = 12.5 (Watson 1998)

D = 5m
The Depth of the design ship is 5m

5. Draft:
From limitations, recent trends and statistical analysis.
The draught-to-depth ratio is largely a function of the freeboard.
• T/D = 0.78 (Watson 1975 tankers)
• T/D = 0.8 Type A freeboard tankers (i.e. liquid cargoes)

T = 4m
The Draught of the design ship is 4m

6. Freeboard:

For L=61.8 m, Type A Ship, Min. Freeboard = 590mm/0.59m (as per ILLC)
Actual Freeboard = D - T = 5 - 4 = 1m

Selection of Form Coefficients

6. Block Coefficient:

1
A: CB = 0.7 + tan-1 [0.25(0.23 – FN)]
8
Where
𝑉
• FN =
√𝑔𝐿
CB = 0.72

B: Ayre’s formula:
CB = C – 1.68*FN
Where, C = 1.08 for single screw ships
CB = 0.71

C: Japanese statistical study

 CB = - 4.22 +27.8√FN - 39.1FN +46.6Fn3
CB = 0.713

D: Recent Data

𝑉
CB = 1.18 – 0.69
√𝐿
CB = 0.672

The Block Coefficient of the given ship is 0.67

7. Displacement: (Based on Estimated Moulded Main Dimensions)

∆ = LBTCB ρ = 62*11.4*4*0.67*1.025 = 1941.58tonnes

Deadweight: Total DWT = Ctotal DWT* ∆ = 0.66*1941.58= 1281.44 tonnes

8. Midship Area Coefficient:

A. From Table

CM = 0.983

B. Recommended Equation

CM = 0.977 + 0.085 (CB – 0.60)

CM = 0.983

The Midship Area Coefficient of the given ship is 0.983

9. Water Plane Area coefficient:

A. Tankers and Bulk Carriers

CWP = CB / (0.471 + 0.551CB)

CWP = 0.79

B. Schneekluth’s
 CWP = (1+2*(CB/CM0.5))/3
CWP = 0.783

C. V- form hulls
CWP = CB0.5 – 0.025
CWP = 0.793

The Water Plane Area coefficient of the design ship is 0.79

10. Longitudinal Prismatic Coefficient

CP = CB/CM
CP = 0.68

The Longitudinal Prismatic coefficient of the design ship is 0.68

11. Vertical Prismatic Coefficient

CVP = CB/CWP
CVP = 0.848

The Vertical Prismatic coefficient of the design ship is 0.848

12. Estimation of Bilge Radius

A. Midship Section with circular bilge and no rise of floor,

R = 1.806m

B. Schneekluth’s Recommendation for Bilge Radius ®

Where Ck varies between 0.5 and 0.6 in extreme cases between 0.4 to 0.7

R =1.748
The Bilge Radius of the design ship is 1.75m
Initial Estimation of Stability

13. Vertical Centre of Buoyancy:

A. Posdumine and Leckenby Recommendation for CM >0.9

KB = 2.16
B. Regression Formulations are as follows:

KB = 2.18,2.15,2.15

The vertical centre of buoyancy of the given ship is 2.16m

14. Metacentric Radius: BMT & BML

CI = 0.054, CIL = 0.044: IT = 4960.21m4, IL = 4041.65m4

BMT = 2.6 m
65.91 m
BML = 2.13m

15. Transverse Stability

KG / D = 0.63 to 0.7for normal cargo ships

KG = 3.2 m

KMT = KB + BMT
KMT = 4.78 m

GMT = KMT – KG
1.63 m
GMT = 1.58

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

GM’T = GMT – 0.03 KG (assumed)
GM’T = 1.53
1.48m

This GM’T should satisfy IMO requirements.

16. Longitudinal Stability

65.91 m
GML = m

MCT 1 cm = 19.4 t-m

17. Longitudinal Centre of Buoyancy

The Longitudinal centre of Buoyancy LCB affects the resistance and trim of the
vessel. In general, LCB will move aft with ship design speed and Froude number.

A. Harvald

LCB = 9.70 – 45.0* FN ± 0.8

LCB = -1% to 0.6%

 B. Schneekluth and Bestram

LCB = 8.80 – 38.9*FN = 0.24%

LCB = -13.5 + 19.4 CP = -0.31%

Here LCB is estimated as a percentage of length, positive forward of amidships.

The LCB for the given ship is -0.062m (-0.1% of length)

18. Lightship Weight Estimation

𝒅𝒘𝒕
A. Lightship weight = 1128[ ]0.64
𝟏𝟎𝟎𝟎

LWT = 1317 tonnes

B. Lightship weight = Steel weight + outfit weight + Machinery Weight +

Margin

(i). Steel Weight:

a) Steel weight estimation for Tankers

 d) Watson and Gilfillan

WS = 501.89 tonnes

(ii). Machinery Weight:

a) Watson and Gilfillan:

WM (Diesel) = 72.14 tonnes

(iii). Outfit Weight:

WO = KLB = 0.18*62*11.4

WO = 127.2tonnes

(iv). Margin estimation on lightweight

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

= 616 + 84.326 + 155.496 + 0.5%

Lightship weight = 701.24 tonnes

19. Deadweight Estimation

Assuming the journey to be 18 days

• WHFO = 57.32 tonnes

• WLO = 20 tonnes
• WFW = 18 tonnes
• WC&E = 1.02 tonnes
• WPR = 1.08 tonnes
• WCARGO = 1300*0.9=1170 tonnes

DWT = 1280 (including margin)

Weight Balance:

∆ext = LBTCB(1+s) ρ= 62*11.4*4*0.67*1.005*1.025 = 1951.28 tonnes

∆ext = Lightweight + Deadweight = 1280 + 701.23 = 1981.23 tonnes

% difference in Δ = 1.53%

20. Centre of Mass Estimation

VCG = 2.43m

LCG = - 0.212m

21. RESISTANCE PREDICTION USING HOLTROP – 84

The total resistance of the ship is subdivided into:

RT = RF*(1+k1) + RApp + RW + RB + RTR + RA

Where,

RF = Frictional resistance according to ITTC – 1957 Friction formulae

(1+k1) = form factor describing the viscous resistance of the hull form to RF.

RApp = Resistance to appendages.

RW = Wave making & wave breaking resistance.

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

RTR = Additional pressure resistance of immersed transom stern.

RA = Model–ship correlation resistance.

Form Factor

We have V-shaped sections: C13 = 0.97

C12 = 0.543
LR = 19.7m
S = 965.73m2

(1+k1)=1.187
Appendages Resistance

(1+k2)eq = 1.5
SAPP = 50m2 (Assume)

CF

CF = 1.78*10-3

RAPP = 2kN
Resistance due to immersed area of the bulbous bow

PB = 4
Fni = 2.1

RB = 554.97 kN

Model ship correlation resistance (RA)

CA = 6.08 * 10-4

RA = 8.76 kN
Additional pressure resistance due to immersed transom stern (RTR)

AT = 25m2 (Assume)
FnT = 1.1
C6 = 0.156

RTR = 58.21 kN

Wave making & wave breaking Resistance (RW)

 C7 = 0.184
C5 = 0.643
C3 = 0.309
C2 = 0.349
IE = 74.83
C1 = 2.3
λ = 0.82
C16 = 1.28
m1 = -2.28
C15 = -1.69
m2 = -0.1

Rw = 1.214 kN

Frictional Resistance (RF)

RF = 25.67kN

Total Resistance: RT = RF*(1+k1) + RApp + RW + RB + RTR + RA

RT = 655.624 kN

Trial Allowance: 15%

RT = 753.967kN

22. POWER REQUIREMENT

Peff = 753.967*(10.5*0.514)

Peff = 4069.16kW

No of Engines: 1

Model of Engine: Yanmar 6EY22AW

Output of each Engine: 736kW * 800min-1