STARTING IN THE NAME OF ALLAH WHO IS MOST BENEFICENT AND MOST MERCIFUL

NAME 338 SHIP DESIGN PROJECT AND PRESENTATION ► COURCE TEACHER: PROFESSOR KHABIRUL HAQUE CHOWDHURY STUDENTS: MD. AL- AMIN PAVEL MD. IKRAM HUSSAIN TALUKDAR

OUR PROJECT ► TYPE OF SHIP: PASSENGER VESSEL ► ROUTE: DHAKA-CHANDPUR-BARISAL

Principal Particulars ► EXISTING: L OA =46.61m Breadth:8.53mDepth:2.44mDraught:1mPROPOSED: L OA =71m Breadth:12.8mDepth:3.71mDraught:1.3m

GENERAL ARRANGEMENT

LINES PLAN WL5 WL4 WL3 WL2 WL1 B1 B2 B3 B4 B5 B6 B6 B5 B4 B3 B2 B1 S20 s19 s18 s17 s16 s15 s14 s13 s12 s11 s10 s9 s8 s7 s6 s5 s4 s3 s2 s1

OFFSET TABLE

HYDROSTATICS

HYDROSTATIC CURVES

SCANTLING ► TAKING FRAME SPACING AS 500mm, WE GOT THE FOLLOWING SCANTLING ACCORDING TO RULE BOOK: ► (ALL THE UNITS ARE IN mm) ► MAIN DECK PLATE: 7 ► UPPER DECK PLATE:7 ► BRIDGE DECK PLATE 7 ► ROOF PLATE:6 ► CENTER KEELSON: T-450*250*10 ► SIDE KEELSONS: T-350*150*10 ► SIDE STRINGERS: T-250*150*8 ► FLOORS: T-450*100*10 ► WEB FRAME: T- 250*125*8 ► MAIN FRAME: L-75*75*6 ► DECK GIRDER: T-200*100*8 ► DECK BEAM: L-65*65*6 ► BOTTOM LONGITUDINALS: L-75*75*6 ► DECK LONGITUDINALS: L-65*65*6

MIDSHIP SECTION DRAWING

SHELL EXPANSION DRAWING IN CONSTRUCTING HULL, WE WILL USE 8 KINDS OF PLATES THIS IS ILUSTRATED IN THE 3D IMAGE WHICH WILL SHOW THE DISTRIBUTION OF THE SERIES OF THE PLATES

WEIGHT ESTIMATION ► WE ESTIMATED THE DISPLACEMENT AND THE POSITION OF THE CG BY TAKING INTO ACCOUNT THE STRUCTURAL MEMBERS, OTHER LIGHT WEIGHTS, WEIGHT OF THE PASSENGERS, CARGO, AND OTHER DEAD WEIGHTS.

STABILITY ► WE HAVE DONE STABILITY ANALYSIS OF OUR DESIGN, BY ► CROSS CURVES OF STABILITY ► GZ CURVE ► VARIFICATION OF STABILITY CRITERIA

CROSS CURVES

GZ CURVE

VARIFICATION OF STABILITY CRITERIA WE HAVE VARYFIED STABILITY CRITERIA DEFINED BY “ THE INLAND SHIPPING ORDINANCE 1976” THE RESULT OF THE CRITERIA IS PRESENTED IN THE NEXT SLIDE.

CRITERIA RESULT THE AREA UNDER GZ CURVES UP TO 30 DEG SHULD BE ATLEAST.055 m-rad OUR RESULT IS.880 m-rad THE AREA UNDER GZ CURVES UP TO 40 DEG SHOULD BE ATLEAST.09 m-rad OUR RESULT IS 1.2 m-rad AREA OF GZ CURVE BETWEEN 30 DEG AND AND 40 SHOULD BE AT LEAST.03 m-rad OUR RESULT IS.37 m-rad GZ AT 30 DEG SHOULD BE ATLEAST.2m OUR RESULT IS 2.271m MAXIMUM GZ SHOULD OCCUR ABOVE 25 DEGREE OUR RESULT IS 26.4 DEGREE FOR L>70m SHIPS, THE INITIAL GM SHOULD BE ATLEAST.15m OUR RESULT IS 9.39m

RUDDER AND STEERING ARRANGEMENT ► HERE ALL MAJOR SCANTLING OF RUDDER IS TAKEN FROM THE NIPPON KAIJI KYOKAI (NKK) RULE BOOK FOR THE CONSTRUCTION AND CLASSIFICATION OF SHIPS.

SHAPE AND DIMENSIONS OF RUDDER ► PRINCIPAL DIMENSIONS ► LOA =71 m ► LBP =66.77m ► BMLD = 12.8m ► DMLD = 3.71m ► HMLD = 1.3m ► CALCULATION OF RUDDER AREA ► RUDDER AREA = ( L BP * H MLD ) / 60 ► = 1.44 m 2 ► IN CASE OF TWIN RUDDER, AREA PER RUDDER ► =(1.44/ 2) m2 ► = 0.72 m2 ► ASPECT RATIO ASSUMED--- ► h / b = 1.8 ► DIMENSIONS OF RUDDER— ► h = 1140 mm ► b = 635 mm ► RUDDER IS OF RECTANGULAR SHAPE.

LOWER STOCK DIAMETER ► CALCULATION OF RUDDER FORCE ► FOR TWIN RUDDER BEHIND WING PRPPELLERS--- ► Q = 21.1 * A * V2 * Ө ► [reference : ships and naval architect—page 269 ] ► HERE, A = 0.72 m2 ► V = (100 *.5144) m / s ► Ө = 35 ► SO, Q = N ► CALCULATION OF C.P FROM TURNING AXIS ► C.P FROM LEADING EDGE---- ► x = ( SinӨ ) * b ► = m ► TURNING AXIS FROM LEADING EDGE---- ► m (30 ٪ of breadth) ► SO, C.P FROM TURNING AXIS ---- ► r =( ) m ► = m ► CALCULATION 0F TWISTING TORQUE ► T = Q * r ► = N-m ► CALCULATION 0F RUDDER LOWER STOCK DIA ► ► d3 = (16 * t) / ( Π * f ) ► f = allowable stress for cast steel = 77.2 * 106 N /m2 ► SO.STOCK DIA = m ► =.045 m ► =45 mm ► (N.B : HERE BENDING MOMENT IS NEGLIGIBLE DUO TO PRESENCE OF PINTLE)

UPPER STOCK DIAMETER Upper stock diameter is obtained from the following formula: D us =C(Ar 1 V 2 ) 1/2 Where,A=rudder area(m 2 ) V=speed of the ship (kn) C=coefficient for intermediate value of e which is the ratio of the rudder area measured between the ceterline of the rudder stock and the leading edge of rudder to A and obtained by interpolation r 1 =Distance from the centerline of the rudder stock to the center of gravity of A D us =35mm

SPACING OF RUDDER FRAME ► Horizontal spacing of rudder frame is obtained by the formula: x=0.2(L/100)+0.4 x=0.2(L/100)+0.4 =222mm =222mm Vertical spacing of rudder frame=1.5x =285mm =285mm

RUDDER FRAME SPACING AND CROSS SECTIONS

DIAMETER OF THE COUPLING BOLTS ► Diameter of the coupling bolt is obtained by the following formula: ► d cb = 0.55(d 3 1 /n) 1/2 where ► d 1 =lower stock diameter ► n=number of bolts ► d cb =70mm

RUDDER COUPLING

DIAMETER OF THE PINTLE BEARING AND SLEEVE ► As our ship’s speed is less than 14kn so the diameter of the pintle is obtained by the formula : Diameter of the outer sleeve=(1.5V+25.2)k 0 (AC) 1/2 =90mm =90mm K 0 =1.3-L/500 for ships length less than 150m C=1.0 Length of the bearing part l b =1.2[1.5V+25.2k 0 (AC) 1/2 ] =1.2[1.5V+25.2k 0 (AC) 1/2 ]=60mm Diameter of the inner sleeve=2.2k 0 (αAV 2 C)+lower stock dia =70mm

RUDDER PINTLE ARRANGMENT

STEERING ARRANGEMENT

NECK BEARING PART

DETAIL OF RUDDER STOCK

SCANTLING OF RUDDER ► NO. NAME OF PARTS SIZE(mm)MAT 1 Rudder stock Lower stock dia 45mm,Upper stock dia 35mm Forged steel 2 Rudder plate 4mm thickness Forge steel 3coupling 90mm dia Forge steel 4 Coupling bolts 10mm dia,25mmheight Forged steel 5sleeve 10mm thickness Brass

► 6Bush 12.5mm thickness Forged steel 7 Doubler plate 8mm thickness Forged steel 8tiller 55mm dia Forged steel 9pintle 10mm height Forged steel 10 Pintle bearing 60mm height,70mm dia Forged steel 11 Upper bush Outer dia 410mm,inner dia 155mm Forged steel

SHAFT DIAMETER

PROPELLER AND SHAFT ARRANGEMENT

DIMENSION OF DIFFERENT PART OF THE SHAFT

ETIMATION OF POWER USING HOLTROP AND MENNEN METHOD

WAVE MAKING RESISTANCE

CALCULATION OF WAVE MAKING RESISTANCE

FRICTIONAL RESISTANCE

MODEL-SHIP CORRELATION RESISTANCE

APPENDAGE RESISTANCE

TOTAL RESISTANCE

EFFECTIVE POWER

EFFICIENCY

BRAKE POWER

ENGINE SELECTION

ENGINE

ENGINE FOUNDATION DRAWING

ENGINE FOUNDATION

GREAR BOX FOUNDATION

BOTTOM CONSTRUCTION DRAWING

DECK CONSTRUCTION DRAWINGS

WEIGHT CALCULATION UPDATE

HYDROSTATIC CURVES

STABILITY AT NEW LOADING CONDITION

VARIFICATION OF STABILTY CRITERIA FOR NEW LOADCASE