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Department of Ship technology, CUSAT, B.Tech (NA&SB, Batch - XXVII

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CHAPTER 9

OUTLINE SPECIFICATION


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9. OUTLINE SPECIFICATION

9.1. General 9.1.1. Main Particulars LBP - 263.0 m B (mld) - 48.7 m D (mld) - 23.76 m T (mld) - 16.75 m Ice draft (fully loaded) - 16.86 m CB - 0.84 Dead weight - 150,000 t Speed - 15.0 Knots Total Complement - 44 Range - 3800 nautical mile

9.1.2. Purpose

This double acting type double hull tanker is required to transport crude oil from Belokamenka (Murmansk, Russia) to Rotterdam (Netherlands)

9.1.3. Description

The vessel is a twin screw, Podded type propulsion, longitudinally framed, double hulled vessel having a main deck, fore castle, superstructure and engine casing (aft), cranes etc. Main deck is the freeboard deck. The ship has nine watertight transverse bulkheads. A double bottom is arranged from the fore peak bulkhead to the aft peak bulkhead. The double bottom height is 3.0 m. Engine room and accommodation is arranged aft. Two deck cranes of 5t capacity are fitted on either side of the ship to facilitate easy cargo handling. Additionally one provision crane of capacity 1 tonnes has been proved port and aft side.

There are five holds to carry crude oil. The double bottom tanks beneath these holds and the wing tanks at the sides are used to carry ballast water. Towards the aft of cargo hold, a slop tank is provided to carry the sludge, which remains after the pumping out of cargo. Pump room is provided in between the slop tank and the engine room. A heavy fuel oil tank is provided in the forward region of the engine room. Forepeak tank is used for ballasting. Forepeak accommodates the chain locker also. The aft peak tank accommodates steering gear compartment. The rest of the volume in this is used for water ballast.


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9.1.4. Classification

The ships are classified under Lloyds Register of Shipping.

Class notation LRS +100A1 (ice)

9.1.5 Capacities Cargo Capacity = 174294.17 m3

Ballast water Capacity = 50841.42m3

HFO tank Capacity = 7152.1 m3

DFO tank Capacity = 797.4 m3

Boiler fuel tank Capacity = 379.42 m3

LO tank Capacity = 247 m3

Capacity of FW tank = 32 m3

Capacity of Waste water tank = 132.44 m3

9.1.6 Compliment Captain Class : 4

Senior Class : 2

Junior Class : 7

Cadet : 3

Petty Officers : 4

Leading crew : 3

Crew Class : 20

Pilot : 1

TOTAL : 44

9.2 Hull

The ship is made of Higher tensile steel (DH32 and DH36) and is of all welded construction. The wing tanks and double bottom constitute the double hull of the ship.

9.3 Life Saving Appliances

Life Saving Appliances Life saving appliances provided as per SOLAS requirements. Lifeboat particulars to be satisfied are: Volume required per person = 0.283 m3. Total compliment = 44


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The minimum length of lifeboat required is 6.5 m. Lifeboat chosen has following particulars: L = 8.5 m B = 2.97 m T = 1.25 m H = 8.58 m CB = 0.60

One totally enclosed free fall type, diesel engine driven lifeboats each capable of 55 persons capacity is provided on aft of the ship. The lifeboats are equipped with water spray fire protection system. Material of construction is GRP.

COMPLIANCE LIST

Two inflatable life rafts of 25 person’s capacity each is provided on either side of the ship.

One life raft for 6 persons with hydrostatic release is installed on forward upper deck behind forecastle deck.

Orange coloured life jackets of 55 numbers are provided.

Eight life buoys are provided, four of which are fitted with self-igniting light and lifelines.

Orange coloured life jacket for child is provided

A line throwing apparatus in wheel house is provided.

2 two way portable VHF (CH16) is provided in wheel house.

12 parachute flare has been provided in wheelhouse.

4 EPIRB has been provided in wheelhouse and above deck.

2 SART has been provided in wheel house and adjacent space.

4 WT set has been provided.

9 general alarm and P A System has been provided in different location in ships

Training manual has been provided in wheel house ,galley and other public places.

Operating instruction booklet is provided in each raft and boat.


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9 Muster list has been provided in different public places in ship.

2 OMTL is provided in wheel house.

2 Embarkation ladder with light is provided in aft at MDK.

1 Muster station has been provided at MDK in aft region.

9.4 Fire Extinguishing Appliances

Fire fighting systems are to be installed in accordance with SOLAS and LRS rules. Cargo oil tank deck spaces - Foam fire extinguishing system. Engine room and pump room - CO2 fire extinguishing system. Accommodation spaces, open deck engine room and pump room - Water hydrant system. Galley - Portable fire extinguishers Paint store - Portable fire extinguishers.

9.5 Ventilation and Air-conditioning

Mechanical ventilation is to be arranged for galley, provision store (dry), laundry, sanitary spaces, and pantries. Conditioned air to be supplied to all cabins as well as to the wheelhouse (spot cooling). Air conditioning installations to comprise an automatically controlled air-handling unit with filter, steam heater, cooler, and de-humidifier. One refrigerating plant, comprising one compressor with condenser etc for supply by a single duct system is provided. Outlets are to enable individual control of air. Engine room is to have mechanical ventilation. E.R control room is to have separate air conditioning unit.

9.6 Navigation and communication equipments

Wheel house is fitted with the following equipment:- One anchutez repeaters at each wing of the bridge. Magnetic compass. Engine control and telegraphs. Revolution indicators. Steering wheel. Chart table with drawer for charts and navigational publication Voice pipes communication system. Locker with locking arrangement for navigational instruments. Transceiver set. Navigational radar. Pod angle indicators.


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One sextant. Navigational lights:

The ship has the following lights used for navigation. One masthead light forward. One masthead light aft. Two side lights (green). One stern light (white). One towing light (yellow). Two anchor lights (white). Four all round lights (white). One flashing light.

9.7 Propulsion

The vessel will be propelled by twin Azipod propeller driven by3 generator directly coupled to 3 diesel engines separately. Diesel Engines Type: 9TM620 Number:3 Manufacture: STORK WARTSILA DIESEL CO. Holland Rated output: 12,750KW Rated speed: 428rpm Consumption of heavy fuel oil: 174G/KWH +5% Consumption of lube oil: 1.3+0.3G/KWH Greatest weight/piece: 270T Highest exhaust temperature ahead of the turbine:550 C degrees Highest exhaust temperature of single cylinder: 425 C degrees Ambient temperature: 38Centigrade (ISO) Generators Type: HSG 1600 S14 Number: 3 Rated capacity: 15,537 KVA Cos Factor: 0.8 Frequency: 50 HZ Rated current: 815A Rated voltage: 11KV Greatest weight/piece: 55T Rated speed: 429 rpm Ambient temperature < or =40 Centigrade degrees (ISO) ABB, FINLAND Rated output: 12.43 MW


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Transformers Number: 2 Type: STROD/BTRD. CL-2 Manufacturer: TAKAOKA ENGINEERING CO. LTD JAPAN Rated voltage: 11KV/121KV Weight: 58T Auxiliary engines Type: SKU CUIN-1400N305, Model 1400 GQKA Number:3 Manufacture: Cummins Rated output: 1400 kW Rated capacity: 1400 kW (1750 kVA) 60 Hz or 1166.7 kW (1458.3 kVA) 50 Hz

Propeller Particulars Type : Wageningen –B series D : 7.26 m Z : 4 AE/AO : 0.527 P/D : 0.742 T : 1612.56 KN ηO : 53.8

Material : Lloyd’s grade Cu 4

Manganese Aluminium Bronze Tensile strength N/mm2 minimum: 630N/mm2

9.8 Anchoring Arrangement Anchor type = Commercial standard stockless No. Of anchors = 2 Mass of anchor, WA = 17800 kg Total length of stud link cable, Lc = 742.5 m Diameter of stud link cable, dc = 102 mm (special grade of steel)


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CHAPTER 10

DESIGN SUMMARY AND CONCLUSION


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10. DESIGN SUMMARY AND CONCLUSION

The entire project work done till this stage is only a preliminary design procedure. Technical aspects were only considered and that too only up to the level of obtaining data from available literature. Economic aspects were not given due importance in all the places. In the real case importance is given to economic as well as technical aspects.

The design of a tanker is highly dependent on the owner’s requirement and market trend. Draft restriction of the loading and unloading ports should be given due importance. The cargo compositions will very much influence the design. Crude oil with density ranging from 0.8 to 0.9 is available in Russia.

Hull form was designed using BSRA Charts, while aft has been designed using aft hull form of ice class tanker .The arrangement of the holds has been made to distribute the cargo evenly in its holds so as to reduce the cargo handling time. Maximum length of cargo holds, as specified by Lloyd’s Register of Shipping

The structural arrangement is made so as to obtain the maximum unobstructed space below the deck. The longitudinal in wing tank bulkhead protrude into wing tank so that it does not affect the crude oil stowage.

The general arrangement has been done keeping in mind all the major characteristics required for a ice class tanker.

The tanker has been examined for intact stability in all loading conditions and meets the IMO A.167 Righting Energy Criteria with a margin of safety. While doing the trim and the stability calculations, various centres of gravity are found using various empirical formulae. This may not be the actual centre of gravity and this can be calculated only after a detailed mass estimation for which the data is unavailable.

The structural configuration of the double-bottom hull and cargo tanks results in an effective design that satisfies the owners’ requirements. The scantlings of the structural members are within accepted industry producibility limits. The stress distribution of the structure, although it requires further analysis, predicts a successful design. It is based on a parent hull form design that has good sea keeping abilities while allowing for 150,000 t Dwt tank carrying capacity. A bulbous bow has been utilized to reduce wave making and viscous drag as well as increasing fuel efficiency while moving aft and forward.

The propulsion system within the tanker incorporates a medium -speed diesel engine with diesel electric Podded drive chosen for its cost efficiency, proven technology, and maintainability. The system also includes a four-blade fixed pitch propeller due to its optimal efficiency and minimal fuel rate. The engine, in conjunction with the propeller, produces ample power to propel the ship efficiently and effectively. The propulsion system satisfies the requirements for endurance speed and range. The vessel exceeds the calculations for required endurance electrical power and endurance fuel. Cargo systems utilize the most advanced equipment available for safe and efficient cargo handling. The cargo piping serves alternative pairs of tanks and is cross-connected for redundancy, allowing any tank to be serviced by any cargo pump. The cargo pumps facilitate the timely loading and unloading of the cargo. To eliminate the possibility of deck spills, the cargo is offloaded through discharge headers that run through the cargo tanks.


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The ballast water system is completely segregated from the cargo system to prevent contamination of either system. The ballast water exchange system on the ship requires less operation and maintenance of auxiliary equipment. This system will meet future ballast water exchange requirements. Ballast pumps supply the means for ballasting the ship to ensure stability during the offloading procedures and unloaded voyages.

COW systems ensure the maximum cargo holding capacity and remove crude oil debris from the tanks. IGS is necessary for safe storage of cargo while in route and meets all requirements. Oil monitoring systems are utilized to ensure that water-oil mixtures are not discharged into the sea.

The deckhouse exceeds the owners’ requirements for crew size and additional personnel. The design incorporates the efficient use of five decks: two decks of machinery space, two decks of living quarters, and a navigation deck. Central stairs and elevator, and various exterior entrances allow crew members to move freely through the entire superstructure. Crew accommodations include individual staterooms, galleys, mess areas, and various rooms to provide an excellent crew living environment. The navigation deck provides outstanding visibility of the ship and surroundings, exceeding the visibility requirements.

Tanker has 6.0 meter double side widths and a 3.0 meter double bottom height to provide the most protection against collision and grounding. This also provides easy access to the J-tanks for inspection and maintenance which increases overall ship safety and life. All fuel tanks lube tanks, and waste oil tanks are contained within the 3.0 meter double side and 3.0 meter double bottom, providing protection against spills and short piping runs.

The machinery space design optimizes the space arrangements of various components of cargo, propulsion, and electrical equipment. The majority of the equipment surrounds the main engine. Components are positioned to work efficiently in performing their duty. Pumps interacting with cargo, ballast, and supply tanks are positioned within close proximity to their respective tanks. Other components are effectively positioned to provide control of propulsion and electrical systems. All equipment in the machinery space performs together in an efficient manner to meet and exceed the owner’s requirements.

As far as preliminary design is concerned, camber has not been considered, but there is need to provide camber in order to avoid accumulation of ice on deck.


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ice breaking and ice going ships

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