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 EngineeringIndian 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  PRELIMINARY DIMENSIONS 18

COEFFICIENTS 19  LIGHTSHIP WEIGHT ESTIMATION 21  STABILITY 22  SECTIONAL AREA CURVE  23

LINES PLAN 24BULB PARTICULARS 27MODELING 28

3. RESISTANCE    RESISTANCE CALCULATION (HOLTROP) 30  ENGINE SELECTION 33

4. CAPACITY PLAN 34   5. HYDROSTATICS AND STABILLITY    EQUILIBRIUM DATA  37

100% DEPARTURE  41LIGHTSHIP 44

6. LONGITUDINAL STRENGTH AND SCANTLING 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 APPENDIXLIST OF TABLES 75LIST OF PICTURES 76LIST 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

NameCapacity

(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 of the New Panamax class.

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 of the COSCO Guangzhou class are much too big to fit through the Panama Canal's old locks, but could easily fit 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 limit of the Panamax class, 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 might be 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 KnotsTEU       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

COEFFICIENT DETERMINATION

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

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.

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.

Area 1:10

Profile Plan  ½ Breadth Plan Stern Contour   and Stem 

Contour 

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

BULB PARTICULARS

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.

RESISTANCE CALCULATIONS:- 

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_1Stability 20.00.02.31, build: 31Model file: I:\kk\maxsurf\New folder\max_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 FormPrismatic 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)

Coeff icient

Dra

ft

m

Curves of FormPrismatic 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_1Stability 20.00.02.31, build: 31Model file: I:\kk\maxsurf\New folder\max_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)

Loadcase - 100 % departureDamage Case - IntactFree to TrimSpecific gravity = 1.025; (Density = 1.025 tonne/m^3)Fluid analysis method: Use corrected VCGItem Name Quantity Unit Mass

tonneTotal Mass tonne

Unit Volume m^3

Total Volume m^3

Long. Arm m

Trans. Arm m

Vert. Arm m

Total FSM tonne.m

DWT 1 39982.000 39982.000 116.000 0.000 10.879 0.000STEEL WT 1 8157.261 8157.261 99.300 0.000 8.698 0.000MACHINARY WT 1 3261.456 3261.456 22.863 0.000 7.600 0.000OUTFIT WT 1 2373.784 2373.784 92.000 0.000 19.940 0.000water ballast tank (p) No. 1 0% 226.208 0.000 220.691 0.000 58.373 -1.769 0.000 0.000water ballast tank (s) No. 1 0% 226.208 0.000 220.691 0.000 58.373 1.769 0.000 0.000water ballast tank (p) No. 2 0% 302.404 0.000 295.028 0.000 71.890 -2.783 0.000 0.000water ballast tank (s) No. 2 0% 302.404 0.000 295.028 0.000 71.890 2.783 0.000 0.000water ballast tank (p) No. 3 0% 362.864 0.000 354.013 0.000 85.143 -3.577 0.000 0.000water ballast tank (s) No. 3 0% 362.864 0.000 354.013 0.000 85.143 3.577 0.000 0.000water ballast tank (p) No. 4 0% 377.261 0.000 368.060 0.000 98.446 -3.838 0.000 0.000water ballast tank (s) No. 4 0% 377.261 0.000 368.060 0.000 98.446 3.838 0.000 0.000water ballast tank (p) No. 5 0% 362.165 0.000 353.332 0.000 111.885 -3.858 0.000 0.000water ballast tank (s) No. 5 0% 362.165 0.000 353.332 0.000 111.885 3.858 0.000 0.000water ballast tank (p) No. 6 0% 325.461 0.000 317.522 0.000 125.299 -3.800 0.000 0.000water ballast tank (s) No. 6 0% 325.461 0.000 317.522 0.000 125.299 3.800 0.000 0.000water ballast tank (p) No. 7 0% 264.785 0.000 258.326 0.000 138.655 -3.537 0.000 0.000water ballast tank (s) No. 7 0% 264.785 0.000 258.326 0.000 138.655 3.537 0.000 0.000water ballast tank (p) No. 8 0% 188.192 0.000 183.602 0.000 151.725 -2.781 0.000 0.000water ballast tank (s) No. 8 0% 188.192 0.000 183.602 0.000 151.725 2.781 0.000 0.000water ballast tank (p) No. 9 0% 90.474 0.000 88.267 0.000 163.559 -1.455 0.000 0.000water ballast tank (s) No. 9 0% 90.474 0.000 88.267 0.000 163.559 1.455 0.000 0.000water ballast tank (c) No. 10 0% 208.134 0.000 203.058 0.000 173.491 0.000 0.000 0.000H.F.O No 1 (P) 100% 292.634 292.634 309.896 309.896 41.003 -5.921 9.887 0.000H.F.O No 1 (S) 100% 292.634 292.634 309.896 309.896 41.003 5.921 9.887 0.000Fresh water (p) 100% 220.260 220.260 220.260 220.260 38.515 -5.239 6.837 0.000Fresh water (s) 100% 71.398 71.398 71.398 71.398 38.537 3.152 4.262 0.000boiler water (S) 100% 148.862 148.862 148.862 148.862 38.505 6.241 8.072 0.000L.S. HFO TANK (S) 100% 970.264 970.264 1027.495 1027.495 34.089 0.000 8.137 0.000L.O SUMP TANK © 100% 73.410 73.410 79.793 79.793 30.017 0.000 5.291 0.000s1.water ballast tank (p) No. 2 0% 10.376 0.000 10.123 0.000 65.284 -14.098 5.834 0.000s1.water ballast tank (s) No. 2 0% 10.376 0.000 10.123 0.000 65.284 14.098 5.834 0.000s1.water ballast tank (p) No. 3 0% 57.392 0.000 55.992 0.000 59.748 -14.589 8.000 0.000s1.water ballast tank (s) No. 3 0% 57.392 0.000 55.992 0.000 59.748 14.589 8.000 0.000s1.water ballast tank (p) No. 4 0% 76.378 0.000 74.515 0.000 58.983 -14.990 11.000 0.000s1.water ballast tank (s) No. 4 0% 76.378 0.000 74.515 0.000 58.983 14.990 11.000 0.000s1.water ballast tank (p) No. 5 0% 106.010 0.000 103.424 0.000 58.895 -15.094 14.000 0.000s1.water ballast tank (s) No. 5 0% 106.010 0.000 103.424 0.000 58.895 15.094 14.000 0.000s1.water ballast tank (p) No. 6 0% 11.118 0.000 10.846 0.000 78.482 -14.162 2.000 0.000s1.water ballast tank (s) No. 6 0% 11.118 0.000 10.846 0.000 78.482 14.162 2.000 0.000s1.water ballast tank (p) No. 7 0% 47.630 0.000 46.468 0.000 75.681 -14.607 5.000 0.000s1.water ballast tank (s) No. 7 0% 47.630 0.000 46.468 0.000 75.681 14.607 5.000 0.000s1.water ballast tank (p) No. 8 0% 75.116 0.000 73.284 0.000 72.580 -14.908 8.000 0.000s1.water ballast tank (s) No. 8 0% 75.116 0.000 73.284 0.000 72.580 14.908 8.000 0.000s1.water ballast tank (p) No. 9 0% 82.594 0.000 80.580 0.000 72.238 -15.058 11.000 0.000s1.water ballast tank (s) No. 9 0% 82.594 0.000 80.580 0.000 72.238 15.058 11.000 0.000s1.wbt (p) No. 10 0% 111.693 0.000 108.969 0.000 72.171 -15.097 14.000 0.000s1.wbt (s) No. 10 0% 111.693 0.000 108.969 0.000 72.171 15.097 14.000 0.000s1.wbt (p) No. 11 0% 66.288 0.000 64.671 0.000 87.039 -14.613 2.000 0.000s1.wbt (s) No. 11 0% 66.288 0.000 64.671 0.000 87.039 14.613 2.000 0.000

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

VCG fluid 10.657

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

Key point Type Freeboard m

Margin Line (freeboard pos = 0 m) 5.083Deck Edge (freeboard pos = 0 m) 5.159

100% DE P AR T UR E 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 Sfrom the greater ofs pec . heel angle 0 deg 0to the les s er ofs pec . heel angle 30 deg 57angle of vanishing s tability 81.2 degshall not be les s  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 Sfrom the greater ofs pec . heel angle 0 deg 0to the les s er ofs pec . heel angle 40 deg 50firs t downflooding angle n/a degangle of vanishing s tability 81.2 degshall not be les s  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 Sfrom the greater ofs pec . heel angle 30 deg 30to the les s er ofs pec . heel angle 40 deg 40firs t downflooding angle n/a degangle of vanishing s tability 81.2 degshall not be les s  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 P as sin the range from the greater ofs pec . heel angle 30 deg 30to the les s er ofs pec . heel angle 90 degangle of max. GZ 34.5 deg 34.5shall not be les s  than (>=) 1 m 1.931 Pas s 93.1Intermediate valuesangle 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 Pas sin the range from the greater ofangle of equilibrium 0 deg 0to the les s er ofs pec . heel angle 180 degangle of max. GZ 34.5 deg 34.5shall be greater than (>) 1 m 1.931 Pas s 93.1Intermediate valuesangle at which this  GZ occurs deg 34.5

4.9 C ontainer ships  >100m. IMPOR TANT - requires  C  as  defined in 4.9.2.64.9.2.5: Area under GZ curve to downflooding P as sfrom the greater ofangle of equilibrium 0 deg 0to the les s er offirs t downflooding angle n/a degangle of vanishing s tability 81.2 deg 81.2shall be greater than (>) 57.2958 m.deg 97.6645 Pas s 70.46

100% Departure load case GZ-Curve

Equilibrium Calculation - max_1Stability 20.00.02.31, build: 31Model file: I:\kk\maxsurf\New folder\max_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)

Loadcase - lightshipDamage Case - IntactFree to TrimSpecific gravity = 1.025; (Density = 1.025 tonne/m^3)Fluid analysis method: Use corrected VCGItem Name Quantity Unit Mass

tonneTotal Mass tonne

Unit Volume m^3

Total Volume m^3

Long. Arm m

Trans. Arm m

Vert. Arm m

Total FSM tonne.m

STEEL WT 1 8157.261 8157.261 97.388 0.000 8.698 0.000MACHINERY WT 1 3261.456 3261.456 22.000 0.000 7.600 0.000OUTFIT WT 1 2373.784 2373.784 92.000 0.000 19.940 0.000water ballast tank (p) No. 1 0% 226.208 0.000 220.691 0.000 58.373 -1.769 0.000 0.000water ballast tank (s) No. 1 0% 226.208 0.000 220.691 0.000 58.373 1.769 0.000 0.000water ballast tank (p) No. 2 0% 302.404 0.000 295.028 0.000 71.890 -2.783 0.000 0.000water ballast tank (s) No. 2 0% 302.404 0.000 295.028 0.000 71.890 2.783 0.000 0.000water ballast tank (p) No. 3 0% 362.864 0.000 354.013 0.000 85.143 -3.577 0.000 0.000water ballast tank (s) No. 3 0% 362.864 0.000 354.013 0.000 85.143 3.577 0.000 0.000water ballast tank (p) No. 4 0% 377.261 0.000 368.060 0.000 98.446 -3.838 0.000 0.000water ballast tank (s) No. 4 0% 377.261 0.000 368.060 0.000 98.446 3.838 0.000 0.000water ballast tank (p) No. 5 0% 362.165 0.000 353.332 0.000 111.885 -3.858 0.000 0.000water ballast tank (s) No. 5 0% 362.165 0.000 353.332 0.000 111.885 3.858 0.000 0.000water ballast tank (p) No. 6 0% 325.461 0.000 317.522 0.000 125.299 -3.800 0.000 0.000water ballast tank (s) No. 6 0% 325.461 0.000 317.522 0.000 125.299 3.800 0.000 0.000water ballast tank (p) No. 7 0% 264.785 0.000 258.326 0.000 138.655 -3.537 0.000 0.000water ballast tank (s) No. 7 0% 264.785 0.000 258.326 0.000 138.655 3.537 0.000 0.000water ballast tank (p) No. 8 0% 188.192 0.000 183.602 0.000 151.725 -2.781 0.000 0.000water ballast tank (s) No. 8 0% 188.192 0.000 183.602 0.000 151.725 2.781 0.000 0.000water ballast tank (p) No. 9 0% 90.474 0.000 88.267 0.000 163.559 -1.455 0.000 0.000water ballast tank (s) No. 9 0% 90.474 0.000 88.267 0.000 163.559 1.455 0.000 0.000water ballast tank (c) No. 10 0% 208.134 0.000 203.058 0.000 173.491 0.000 0.000 0.000H.F.O No 1 (P) 0% 292.634 0.000 309.896 0.000 41.018 -2.456 2.000 0.000H.F.O No 1 (S) 0% 292.634 0.000 309.896 0.000 41.018 2.456 2.000 0.000Fresh water (p) 0% 220.260 0.000 220.260 0.000 38.546 -2.129 2.000 0.000Fresh water (s) 0% 71.398 0.000 71.398 0.000 38.546 2.129 2.000 0.000boiler water (S) 0% 148.862 0.000 148.862 0.000 38.522 4.781 6.000 0.000L.S. HFO TANK (S) 0% 970.264 0.000 1027.495 0.000 34.214 0.000 2.000 0.000L.O SUMP TANK © 0% 73.410 0.000 79.793 0.000 30.030 0.000 2.000 0.000s1.water ballast tank (p) No. 2 0% 10.376 0.000 10.123 0.000 65.284 -14.098 5.834 0.000s1.water ballast tank (s) No. 2 0% 10.376 0.000 10.123 0.000 65.284 14.098 5.834 0.000s1.water ballast tank (p) No. 3 0% 57.392 0.000 55.992 0.000 59.748 -14.589 8.000 0.000s1.water ballast tank (s) No. 3 0% 57.392 0.000 55.992 0.000 59.748 14.589 8.000 0.000s1.water ballast tank (p) No. 4 0% 76.378 0.000 74.515 0.000 58.983 -14.990 11.000 0.000s1.water ballast tank (s) No. 4 0% 76.378 0.000 74.515 0.000 58.983 14.990 11.000 0.000s1.water ballast tank (p) No. 5 0% 106.010 0.000 103.424 0.000 58.895 -15.094 14.000 0.000s1.water ballast tank (s) No. 5 0% 106.010 0.000 103.424 0.000 58.895 15.094 14.000 0.000s1.water ballast tank (p) No. 6 0% 11.118 0.000 10.846 0.000 78.482 -14.162 2.000 0.000s1.water ballast tank (s) No. 6 0% 11.118 0.000 10.846 0.000 78.482 14.162 2.000 0.000s1.water ballast tank (p) No. 7 0% 47.630 0.000 46.468 0.000 75.681 -14.607 5.000 0.000s1.water ballast tank (s) No. 7 0% 47.630 0.000 46.468 0.000 75.681 14.607 5.000 0.000s1.water ballast tank (p) No. 8 0% 75.116 0.000 73.284 0.000 72.580 -14.908 8.000 0.000s1.water ballast tank (s) No. 8 0% 75.116 0.000 73.284 0.000 72.580 14.908 8.000 0.000s1.water ballast tank (p) No. 9 0% 82.594 0.000 80.580 0.000 72.238 -15.058 11.000 0.000s1.water ballast tank (s) No. 9 0% 82.594 0.000 80.580 0.000 72.238 15.058 11.000 0.000s1.wbt (p) No. 10 0% 111.693 0.000 108.969 0.000 72.171 -15.097 14.000 0.000s1.wbt (s) No. 10 0% 111.693 0.000 108.969 0.000 72.171 15.097 14.000 0.000s1.wbt (p) No. 11 0% 66.288 0.000 64.671 0.000 87.039 -14.613 2.000 0.000s1.wbt (s) No. 11 0% 66.288 0.000 64.671 0.000 87.039 14.613 2.000 0.000s1.wbt (p) No. 12 0% 80.815 0.000 78.844 0.000 86.034 -15.044 5.000 0.000

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

Key point Type Freeboard m

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) 0.72Block coeff. (Cb) 0.695

Max Sect. area coeff. (Cm) 0.98

Waterpl. area coeff. (Cwp) 0.786

LCB from zero pt. (+ve fwd) m 107.200

LCF from zero pt. (+ve fwd) 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 ODE C R ITE R IA VALUE UNITS AC TUAL S TATUS MARGIN

4.9 C ontainer ships  >100m. IMPOR TANT  - requires  C  as  defined in 4.9.2.64.9.2.1: Area to 30 P as sfrom the greater ofs pec . heel angle 0 deg 0to the les s er ofs pec . heel angle 30 deg 30angle of vanis hing s tability 94 degshall not be les s  than (>=) 57.2958 m.deg 61.4559 P as s 7.26

4.9 C ontainer ships  >100m. IMPOR TANT  - requires  C  as  defined in 4.9.2.64.9.2.1: Area 0 to 40 P as sfrom the greater ofs pec . heel angle 0 deg 0to the les s er ofs pec . heel angle 40 deg 40firs t downflooding angle n/a degangle of vanis hing s tability 94 degshall not be les s  than (>=) 57.2958 m.deg 97.3396 P as s 69.89

4.9 C ontainer ships  >100m. IMPOR TANT  - requires  C  as  defined in 4.9.2.64.9.2.2: Area 30 to 40 P as sfrom the greater ofs pec . heel angle 30 deg 30to the les s er ofs pec . heel angle 40 deg 40firs t downflooding angle n/a degangle of vanis hing s tability 94 degshall not be les s  than (>=) 57.2958 m.deg 58.9732 P as s 2.927614

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 P as sin the range from the greater ofs pec . heel angle 30 deg 30to the les s er ofs pec . heel angle 90 degangle of max. GZ 47.3 deg 47.3shall not be les s  than (>=) 1 m 3.717 P as s 271.7Intermediate valuesangle at which this  GZ occurs deg 47.3

4.9 C ontainer ships  >100m. IMPOR TANT  - requires  C  as  defined in 4.9.2.64.9.2.4: Value of maximum GZ P as sin the range from the greater ofangle of equilibrium 0 deg 0to the les s er ofs pec . heel angle 180 degangle of max. GZ 47.3 deg 47.3shall be greater than (>) 1 m 3.717 P as s 271.7Intermediate valuesangle at which this  GZ occurs deg 47.3

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 P as sfrom the greater ofangle of equilibrium 0 deg 0to the les s er offirs t downflooding angle n/a degangle of vanis hing s tability 94 deg 94shall be greater than (>) 57.2958 m.deg 237.2763 P as s 314.13

G-Z Curve

LONGITUDINAL STRENGTH AND 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.

0.010638No. of Blades FREQUENCY

2 0.0212773 0.0319154 0.0425535 0.053191

SHAFT FREQUENCY=

L 194 m 640.2 ft.B 32.2 m 106.26 ft.T 12 m 39.6 ft.Cb 0.7Ina 214.2418 m 4̂ 25407.38 ft.̂ 4Δ 54520 tonsΔ 114189.1 tonsα 0.845βh 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 P0.5 0.427604 0.404003 0.013984 2.05459661 2632.020059 33977.800660.6 0.491395 0.639279860176415-.140.018091 1.78787493 2578.45499 28965.177340.7 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 23625.414990.3788 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 23433.435391.1 0.765662 0.584289 0.056392 1.14744285 3310.53113 23867.572091.2 0.812858 0.573462 0.06846 1.08081935 3565.822258 24215.436721.3 0.858084 0.559911 0.082059 1.02385401 3835.493765 24673.957881.4 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^20.3787542

4                case 2     

  Pe 14747.745 kwfrom Hull Trop R*V  

  Rho 1.025    D 8    V 10.39088    t 0.1987975    w 0.23519 Taylor ( Basic Ship Propulsion)

  ƞR 1.02(manen) ( Basic Ship Propulsion)

      

  Kt/J^20.4275780

29     

  Kt=0.2753991

63          case 3     

  Pe 14747.745 kwfrom Hull Trop R*V  

  Rho 1.025    D 7    V 10.39088    t 0.1987975    w 0.23519 Taylor ( Basic Ship Propulsion)

  ƞR 1.02(manen) ( Basic Ship Propulsion)

      

  Kt/J^20.5584692

62                case 4     

  Pe 14747.745 kwfrom Hull Trop R*V  

  Rho 1.025    D 7.5    V 10.39088    t 0.1987975    w 0.23519 Taylor ( Basic Ship Propulsion)

  ƞR 1.02(manen) ( Basic Ship Propulsion)

      

  Kt/J^20.4864887

8                   

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  

 1.04227

941        

  corrected freeboard =3300.9

0 mm              CORRECTION FOR DEPTH     

  CORRECTION =(D-L/15)*R D>L/15

R = 250  

 1266.66

667 mm     

  CORRECTED FREEBOARD =4567.5

7 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*1070  

  164.78 mm     

 CORRECTED FREEBOARD = 4402.79 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     

CORRECTED FREEBOARD =5000.

42 mm       Req 5.00 m      Given 6 m ok                         

EQUIPMENT NO.

Δ =53784

.9 tB = 32.2 m              a = 5.98 mh1 = 1.1 mh2 = 4.09 mh3 = 7.08 mh4 = 10.12 mh5 = 13.18 mh6 = 16.15 mTOTAL = 57.7 m       

A =1117.

8 m2

K = 1         En = 5638  Letter

= Z+  

No.of ANCHORS 2Mass of anchors 16900 KgLength 742.5 mDia. of chain cable 114 mm

MOORING LINES

No. 8Min. Breaking Strength 706 kNLength of each 200m

TOW LINES

Min. length 300mMin. 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)