CONTENTS

1.
2.
3.
4.
5.
6.
7.
8.
9.

DESIGN PROBLEM
INTRODUCTION
PARENT SHIP ANALYSIS
DESIGN EQUATION (CAPACITIES INCLUDED)
FREEBOARD CHECK
LIGHT SHIP WEIGHT ESTIMATE
INITIAL STABILITY CHECK
RESISTANCE CALCULATION AND POWER PREDICTION
SEAKEEPING REQUIREMENTS
10. HULL VIBRATIONS
11. RUDDER DESIGN

CHAPTER -1
DESIGN PROBLEM

DESIGN PROBLEM
The aim of this project is to design a SHRIMP TRAWLER with the following
requirements:
Fish hold volume = 80

m3

Service speed

= 10.5 knots

Trawling speed

= 4 knots

Range = 400-450 miles in exclusive economic zone (bay of Bengal )

CHAPTER 2
INTRODUCTION

INTRODUCTION
In our country , fishing activities before independence were
confined to
traditional
fisherman employing indigenous
fishing craft and gear.
Subsequently ,mechanization was initiated to improve the socio-economic condition

of fisherman and increase the fish production by various developmental measures

taken by the government through 5 year plans and foreign assistance , leading to
introduction and establishment of modern methods of fishing like shrimp trawling.
India has a vast coast line of 7500 km(EEZ) of 2.02 million square km
extending into Bay of Bengal, Arabian sea and Indian Ocean .Exports of Sea Foods
have been improved by the liberalisation of Govt. Economic Policy.
The development of export oriented industry based on shrimp arose the
adoption of mechanised crafts for trawling the shrimp ,resulted in the introduction
of larger vessels with more power.
A fishing boat is a specialised vessel which is intended to perform certain well
defined tasks. Its size , deck layout , carrying capacity , accommodation , machinery
and equipment are related to its function in carrying out its planned operations.
Factors that influence the design of fishing vessels are:

Available resources
Fishing gear and traditional methods
Geographical characteristics of fishing area
Seaworthiness of the vessel and crew safety
Laws and regulations applicable to fishing vessel design
Choice of construction materials
Handling and stowage of handling economics
FISHING GEARS:

1.Towed (or) Dragged gear:

Net is dragged behind the ship hence more power is required.
2.Encircling gear:
Net is made to encircle the fish.
3.Static gear:
Fish along with current comes and get trapped in the net.
Generally , bottom trawling operations carried out in various fishing grounds
have proved that commercial exploitation of fishery is not possible beyond 50m
depth range.
Ex: macherel ,deep sea lobster,ribbon fish are some of deep water resources for
exploitation.
Therefore fishing vessel like shrimp trawler is a commercial vessel used
solely for trawling purposes , fishing vessel is a volume carrier.
FOR SHRIMP TRAWLER:

Double rigged trawlers tow one net off each side of the vessel.

Large outriggers are lowered at an angle of 60 to let the nets out ,when not
used they are hung from the boom.
Double riggers have a set of doors for each net . The nets have tickler chains
attached to the footrope , inorder to stir the shrimp up and force them into
the net.

CHAPTER 3
PARENT SHIP ANALYSIS AND ROUTE
SPECIFICATION

PARENT SHIP ANALYSIS:

Parent ship information provides a designer , a very valuable data for a

new design. A number of trawlers in the range of 38

to 100

hold

volumes are analysed.

LBP(m)

18.5

24

23.5

18.5

27.7

33.5

BREADTH(m
)
DEPTH(m)

6.1

7.5

6.5

6.5

7.35

8.69

3.0

3.86

3.2

3.0

3.43

5.5

DRAUGHT(m
)
SPEEDS(Kn)

2.08

2.73

2.3

2.7

2.83

3.4

11

10.5

10.5

11

CAPACITY(

38

58

70

80

100

100

400

350

400

m
ENGINE
POWER(HP)

DISPLACEMENT:
The preliminary estimate of displacement can be made from statistical data analysis
as a function of dead weight capacity. The statistical

dwt

following table
Vessel type
Large tankers
Product tankers
Container ships
Ro-ro ships
Large bulk carriers
Small bulk carriers
Refrigerated cargo ships
Fishing trawlers

C=

C cargo DWT

Ctotal DWT

0.85-0.87
0.77-0.83
0.56-0.63
0.50-0.59
0.79-0.84
0.71-0.77
0.50-0.59
0.37-0.45

0.86-0.89
0.78-0.85
0.70-0.78
0.81-0.88
0.60-0.69
-

Cargo DWT ( ) Total DWT

Displacement

ratio is given in

For this shrimper C=0.37 ,

Cargo DWT =stowage factorhold volume

0.480
32t

displacement =

40
=108.1t
0.37

VOLUME OF DISPLACEMENT=

1.025 = 105.46

m3

LENGTH:
1.CAPACITY VS LBP:

CAPACITY (m3)

VS

LBP

120
100
80
CAPACITY

f(x) = 3.1x - 1.03

R = 0.54
CAPACITY (m3)

60

Linear (CAPACITY (m3))

40
20
0
16 18 20 22 24 26 28 30 32 34 36
LBP

By interpolation , at y=80
L1=26.10m
2.VOLKERS STATISTICS:

m3 then x=26.10 m.

1
3

1
3

C =3.5+ 4.5

V in m/s
L in m
C = 0 for dry cargo ships and container ships
= 0.5 for refrigerated ship
= 1.5 for trawlers
L2=30.55m
Average length =

L 1+ L2
= 28.325m
2

BREADTH:
1.L/B VS LBP

LBP VS L/B
40
35
30

f(x) = 12.26x - 17.25

R = 0.8

25
LBP

LBP (m)

20

Linear (LBP (m))

15

Linear (LBP (m))

10
5
0
2.6

2.8

3.2

3.4

3.6

3.8

L/B

By interpolation , at LBP= 28.325 m L/B=3.7156.

LBP
=B=
L
7.623m=B1
B
2.recent trends in small crafts with L<=30m such as trawlers have L/B =4
So ,B2=7.08m
Average breadth=

B 1+B 2
= 7.35m
2

DEPTH:
1.B VS B/D

B VS B/D
10

f(x) = - 3.53x + 14.11

R = 0.64

BREADTH (m)
Linear (BREADTH
(m))

0
1.5 1.6 1.7 1.8 1.9 2 2.1 2.2 2.3
B/D

By interpolation at B=7.35m , B/D=1.914

B
=D=
B
3.84m=D1
D
2. For fishing vessels and capacity type vessels (stability limited) B/D = 1.65
So D2=4.45m

Average depth =

D 1+ D 2
= 4.145m
2

DRAUGHT:
1.B VS B/T

B VS B/T
10
8
6
BREADTH

f(x) = - 1.97x + 12.4

R = 0.16

2
0
2.3 2.4 2.5 2.6 2.7 2.8 2.9 3
B/T

By interpolation at B=7.35m , B/T =2.554

B
=T =
B
2.877m=T1
T
2.D VS D/T

BREADTH (m)
Linear (BREADTH
(m))

D VS D/T
6
5
f(x) = 3.82x - 1.55
R = 0.51

4
DEPTH

Linear (DEPTH (m))

2
1
0
1

1.1 1.2 1.3 1.4 1.5 1.6 1.7

D/T

By interpolation at D=4.145m , D/T=1.49

D
=T =
D
2.781=T2
T
T 1+ T 2
=2.829m
2

Average draught =

BLOCK COEFFICIENT:
1.Ayres formula
CB= 1.081.68 Fn
For single screw ships
CB1=0.536

2.

DEPTH (m)

C B=1.180.69

For 0.5<

V
L

V
L

CB2=0.435

<1

3.

C B=4.22+27.8 Fn39.1 Fn+ 46.6 Fn

For 0.15<Fn<0.32
CB3=0.52

Average block coefficient =

CB 1+CB2+CB 3
=0.497
3

AFTER NO. OF ITERATIONS THE BELOW COEFFICIENTS ARE FINALIZED:

Midship Area Coefficient

CM

= 0.977 + 0.085 (CB 0.60) = 0.9682

C B3.56

= 1.006 0.0056

Average

1 1 C

CM

3. 5

0.9385

0.9174

= 0.9413

Longitudinal Prismatic coefficient

C P=

CB
C M = 0.5418

Water Plane Area Cofficient

C =0.444+ 0.520C P = 0.7257

Average

2
3

CP

(1+2C B )
3
C

= 0.6648

= 0.688

Vertical prismatic coefficient

= 0.6733

CVP =

CB
C = 0.7414

ANALYSIS:
FISHING GEAR:
Bottom trawling gears are used to exploit the shrimps.
SPEED:
Usually speed ranges from 7 11 knots. But 10.5 knots is the requirement here.
This has to be proved adequate for maximum number of steaming days.
ENGINE PLANT:
Since holds have to be located in the aft, the engine plant is better to be placed in
the forward, close to collision bulkhead.
INTERNAL SUBDIVISION:
Under deck volume is divided into aftpeak tank , shrimp hold , engine room
compartment , fuel oil tanks , fresh water tanks and forepeak tank.
SUPERSTRUCTURE LOCATION:
Located forward of midship , inorder to provide clear working space aft . The
superstructure is subdivided into accommodation, galley , mess and stores . Deck
house is provided with wheel house and accommodation for officers.
SHAPE OF HULL:
Chine construction
Transom stern
No bulb is provided , to decrease cost of construction.
ROUTE SPECIFICATION:
The vessel operates from visakhapatnam , harbour to a distance of 400 450 miles
of EEZ (bay of bengal)
The maximum days required to reach the fishing grounds is

450
=1.8=2
10.524

days (taking adverse environmental affects into

consideration)
Taking an average catch of about 2 2.5 tons per day ,
The total no of days required to fill the hold will be

stowage factorhold capac ity

2.5

0.480
=13 days
2.5

NO. OF DAYS AT SEA FOR ONE VOYAGE:

1. No of steaming days = 2 days onward journey + 2 days return to the harbor
2. Max no of fishing days = 13 days
3. Total duration of voyage = 13+2+2 = 17 days

CHAPTER - 5
DESIGN EQUATION

Since shrimp trawler is a volume carrier , the governing equation would be

V h=C BD LB D' =

V r V u
+V m
1S s

V h = volume of ship below upper deck in

V r =total cargo capacity in

m3

V u =total cargo capacity available above upper deck in

m3

V m =volume required for machinery, tanks , etc

C BD =block coefficient at moulded depth
C B + ( 1C B )

0.8 DT
3T

'

D =D+C m+ S m
2
Cm =mean camber= C( for parabolic camber)
3
1
C(for straight line camber )
2
S m=mean sheer
S s = % of moulded volume to be deducted as volume of structurals in cargo space
( normally taken as 0.05 )
VOLUME NECESSARY AND VOLUME AVAILABLE:
The volumes which are necessary for ship operation must match with the available
volume . During the preliminary design stage this is the first check to be done by a
designer to estimate further design and operational considerations.

V u = 0 , since there is no cargo being stowed on the upper deck , all the catch is
processed and stored in refrigerated holds.

Calculation of total cargo capacity

V r =( 1+ K 1+ K 2 ) SM c
K 1 =allowance for structural members

K 2 =coefficient for stowage facilities within hold

SM c =stowage factor * mass of shrimp
= volume of shrimp hold required

V r =( 1+ 0.3+0.02 )80=105.6 m3
Fuel oil tank capacity
mass of fuel oil required with 10% allowance

SFCpowerno . of hours1.1
From previous ships data assuming a power of 300kw
SFC = 210

g
kwH

No of hours of voyage =20*24=480 hrs

Power = 250kw
Mass = 25.2 tons
Volume of fuel oil = (1+0.04+0.03+0.02)*1.05*25.2
=28.84 m

Fresh water tank capacity

Assuming a consumption of 50 lt/day /person
Number of crew = 15
Required fresh water = 15*20*50 = 14.73tons
Volume of fresh water = (1+0.03)*14.73*1.04
= 15.77 m

Engine plant volume

V E =EP E
E =0.2 0.4

m3 /KW
3

V E =0.4300=120 m

for diesel engine installation

refrigeration volume:
approx. value for refrigeration of similar ships is almost 50 m

The necessary volume required under below the upper deck

105.6+28.84+15.77+ 90+ 40=320.21 m

Now for initial check volume required is almost equal to volume available. So now
calculating the middle expression

C BD LB D'
C BD=C B + ( 1C B )

0.8 DT
3T

]
Typical straight line camber =

breadth
=0.118 m
50

1
Cm =mean camber= C
2
S f =sheer forward=50

S a=sheer aft =25

( L3 + 10)

( L3 +10)

S M =mean sheer=

S f + Sa
6

'

D =D+C m+ S m=m
The value

C BD LB D '

is not matching , so after a number of iterations , combined

with the formula for under deck volume

V h=(1.25

D
0.115)
d

[ TAGGART ]

The design equation is satisfied with these values

Volume necessary = 320.21 m

Under deck volume available = 344.95

The middle term

m3

C BD LB D ' = 321.054 m3

With a maximum error of 5 % , now the design can proceeded to next stage .
Now the fixed main dimensions are
L = 24.1 m
B = 6.5 m
D = 3.6 m
T = 2.5 m

C B =0.51

CHAPTER 6
FREEBOARD CHECK

ESTIMATION OF FREEBOARD:
Freeboard FBD = D-T
As load line regulations are not available for fishing vessels, minimum
freeboard calculations are based on empirical relations.

FBDmin =0.111B=0.7215 m

FBDmin =0.085LWL0.7=1.433 m
Avg. freeboard = 1.077 m

FREEBOARD CHECK:
Minimum Free board required = 1.077 m
Free board available = 1.1 m

CHAPTER 7
LIGHT SHIP WEIGHT ESTIMATE

LIGHT SHIP WEIGHT ESTIMATION:

Light ship weight includes
Mass of hull
Outfit material
Equipment for fishing
Deck machinery weight
MASS OF HULL:
Mass of hull consists of under deck mass , superstructure and deckhouse.
Hull Numeral

E=

L ( B T ) 0.85 ( D T ) L 0.85 l1 h1 0.75 l 2 h2

metric units where

l1 and h1

: length and height of full width erections

l 2 and h2

: length and height of houses.

Ws Ws 7 1 0.5 C B1 0.70

where

Ws
Ws 7

: Steel weight of actual ship with block

: Steel weight of a ship with block 0.70

C B1

at 0.8D

 0.8 D T

3T

C B 1 C B 1 C B

Where

CB

: Actual block at T.

Ws 7 K . E 1.36
Ship type

Value of K

For E

Tanker
Chemical Tanker
Bulker
Open type bulk and
Container ship
Cargo
Reefer
Coasters
Offshore Supply
Tugs
Trawler
Research Vessel
Ferries
Passenger

0.029
0.036
0.029
0.033

0.035
0.037
0.032
0.040

1,500
1,900
3,000
6,000

0.029
0.032
0.027
0.041
0.044
0.041
0.045
0.024
0.037

0.037
0.035
0.032
0.051

0.042
0.046
0.037
0.038

2,000 < E < 7, 000

E 5,000
1,000 < E < 2, 000
800 < E < 1, 300
350, E < 450
250, E < 1, 300
1, 350 < E < 1, 500
2,000 < E < 5, 000
5, 000 < E < 15, 000

E = 252.2795 ,

C B 1=0.5224

Ws 7 K . E 1.36

, K = 0.0415

=76.66

W s =weight of steel=69.85 t
At the cubic no . the corresponding
OUTFIT WEIGHT ESTIMATE:
Cubic no :

LBD
=180.62
2.834

KG
D

value is 0.75

<
<
<
<

E
E
E
E

<
<
<
<

40, 000
2, 500
15, 000
13, 000

The corresponding outfit coefficient is 0.22

The value of
Outfit weight =

KG
D

= 1.1

cubic no .1.013outfit coefficient =36.124 t

MACHINERY WEIGHT ESTIMATE:

The corresponding machinery weight coefficient is 0.072

The value of

KG
D

Machinery weight =

= 0.5

cubic no .machinery coefficient1.013=13.17 t

Total lightship weight = 69.85 + 36.124 + 13.17 = 119.144 t

DEAD WEIGHT ESTIMATE:

Dead weight makes up of fish weight , fuel oil , fresh water , crew , provisions and
fishing gear.
Fish in hold =
Fishing gear =

80

Crew =

0.38

t
of shrimp=0.480=32tons
3
m

0.085LBP=2.04 tons
kg
=8015=1.2 tons
person

Provisions = 3 kg/ person /day = 0.765 tons

Freshwater = 50 lts / person / day = 12.75 tons
Fuel oil consumption = 0.21kg / HP /hour = 25.7 tons
TOTAL DEAD WEIGHT

74.455 tons

WEIGHT EQUATION
DISPLACEMENT = LIGHT SHIP + DEAD WEIGHT
Light ship + dead weight = 119.144+74.455 = 193.599 tons
Displacement =193.599 tons

MODIFICATION OF DRAFT :

Draft =

C B LBK

K = shell correction factor = 1.008

= displacement = 193.599 t
T = 2.345 m
So the final main dimensions are :

Lbp =24.1 m
B

= 6.5 m

= 3.6 m

= 2.34 m

Speed V = 10.5 knots

Trawling speed = 4 knots

C B = 0.51
C M = 0.9413
CP

= 0.5418

= 0.688

CVP

= 0.7414

Displacement = 193.599 tons

= 188.87

m3

CHAPTER 8
INITIAL STABILITY CHECK

Intial Estimate of Stability

Vertical Centre of Buoyancy, KB

KB
1
1 CVP
T

:Posdunine and Lackenby recommended for hulls with 0.9<C M

KB = 1.34 m
Regression formulations are as follows :

KB
T

= 0.90 0.36 CM

KB
T
KB
T

= (0.90 0.30 CM 0.10 CB)

= 0.78 0.285 CVP

1.31m

=
KB = 1.325 m

Metacentric Radius : BMT and BML

Moment of Inertia coefficient CI and CIL are defined as

IT
CI =

LB 3
IL
CIL =

CIL = 0.350 CWP2 0.405 CWP + 0.146

CI = (0.13 CWP + 0.87 CWP2 ) / 12

LB 3

0.0330

0.0417

I T =276.45

I L = 218.4

m4

1.32m

1.33m

BM T

BM L

IT

IL

=1.463 m

=1.156 m

Transverse Stability
KG =2.35 m
+ BML = 2.481m
KMT = KB + BMT =2.788 m
KG = 0.13

KM

= KB

GM L = KML

GMT = KMT KG = 0.435 m

Correction for free surface
GMT = GMT 0.03 KG (assumed).
= 0.3645
IMO regulation on stability for fishing vessels , states minimum GM should be 0.35
under most unfavourable conditions.

Estimation of Centre of Mass

The VCG of the basic hull can be estimated using an equation as follows:

VCGhull = 0.01D [ 46.6 + 0.135 ( 0.81 CB ) ( L/D )2 ] + 0.008D ( L/B 6.5 ),

120 m
= 1.66 m

VCG of the machinery weight can be estimated as

VCGM = hdb + 0.35 ( D-hdb )
= 0.6737 m
D=height of engine room from keel =1m

hdb

T
32B + 190

(mm) (ABS) = 0.498m

vertical center of the outfit weight can be estimated using an equation as follows:
VCGo = D + 1.25 = 4.85 m

CHAPTER - 9
RESISTANCE AND POWER PREDICTION

RESISTANCE ESTIMATION : (HOLTROP AND MENON METHOD) :

R

Total

RF 1 K 1 R App RW R B RTR R A
=

Where:

RF
K1
RW

RB

Frictional resistance according to ITTC 1957 formula

Form factor of bare hull
Wave making resistance
Additional pressure resistance of bulbous bow near the water surface

RTR
RA

Additional pressure resistance due to transom immersion

Model ship correlation resistance

R App
Appendage resistance
The viscous resistance is calculated from:

1
Rv v 2 C F 0 (1 K 1 ) S
2

CF 0
Friction coefficient according to the ITTC 1957 frictional

0.075
log 10 Rn 2 2

Statistical value of

1 K1

1 K1

is given by

0.12
1.0681
0.4611
0.93 0.4871c B / L
.T / L
. L / LR

0.3649

L /

. 1 C P

0.6042

C is a coefficient accounting for the specific shape of the after body and is given
by
C = 1+0.011

C Stern

C Stern

= -25 for prom with gondola

= -10 for v-shaped sections
= 0 for normal section shape
= +10 for U-shaped section with hones stern

Since shrimp trawler is V shaped hull form ,

LR

C Stern

= -10

is the length of run can be estimated as

LR / L 1 C p 0.06 C p LCB / 4 C p 1
S is the wetted surface area and can be estimated from the following statistically
derived formula:

S L 2T B C M0.5 0.4530 0.4425 C B 0.2862 C M 0.003467 B 0.3696 C wp 2.38 AB r / C B

Where

T
L

Average moulded draught in m

Waterline length in m

Moulded breadth in m

LCB LCB

fords

or aft

of midship as a percentage of L

AB r
Cross sectional area of the bulb in the vertical plane intersecting the stern
contour at the water surface.
The resistance of appendages was also analysed and the results presented in the
form of an effective form factor, including the effect of appendages.

1 K 1 K 1 1 K 2 1 K 1

S app
S tot

Where

K2
S

app

Effective form factor of appendages

Total wetted surface of appendages

tot

Total wetted surface of bare hull and appendages

The effective factor is used in conjunction with a modified form of equation (i)

Rv 12 V 2 C Fo S tot 1 K
K2

The effective value of

when more than one appendage is to be accounted for can
be determined as follows

1 k 2 effective
Si

In which
and
appendage

S i 1 k 2 i

1 k 2 i

i
are the wetted area and appendage factor for the th

TABLE: EFFECTIVE FORM FACTOR VALUES

K2

FOR DIFFERENT APPENDAGES

value of 1 k 2

Type of appendage
Rudder of single screw ship

1.3 to 1.5

Spade type rudder of twin screw ship

2.8

Skeg-rudder of twin screw ships

1.5 to 2.0

Shaft Brackets

3.0

Bossings

2.0

Bilge keels

1.4

Stabilizer fins

2.8

Shafts

2.0

Sonar dome

2.7

For wave-making resistance the following equation of Havelock (1913)

Was simplified as follows:

d
Rw
c1 c2 c3 e m1Fn m2 cos Fn2
W

In this equation

C1 , C 2 , C 3 ,

and m are coefficients which depend on the hull form.

is the wave making length. The interaction between the transverse waves,
accounted for by the cosine term, results in the typical humps and hollows in the
resistance curves.
For low-speed range

C1 2223105 C 43.7861

Fn 0.4

T B

1.0796

the following coefficients were derived

90 iE 1.3757

with:

C 0.2296 B 0.3333
L
4

B
C4 L

L
C 4 0.5 0.0625 B
d = -0.9

0.11
L
for 0.11 B 0.25
L
B
for
0.25
L
for

 T 1.7525

m1 0.01404 L

4.7932 B C5
L
L

with:

C 5 8.0798 C p 13.8673 C p2 6.9844 C 3p

C 5 1.7301 0.7067 C p

for C p 0.8
for C p 0.8

3.24

m2 C 6 0.4 e 0.034 Fn
with:

C6 1.69385

for L

512

C6 1.69385 L 13 8.0 / 2.36 for512 L 1727

3
C 0.0

for L 1727
6

1.446 C p 0.03 L B

for L

1.446 C p 0.36

for L

12

12

where

iE

= half angle of entrance of the load waterline in degrees

6.8Ta T f

162.25 C 234.32 C 0.1551 LCB

L
T

i E 125.67 B

2
p

3
p

where Ta = moulded draught at A.P

Tf = moulded draught at F.P
The value C2 accounts for the effect of the bulb.
C2 = 1.0 if no bulbs fitted, otherwise

C 2 e 1.89
where

ABT B
BT B i

is the effective bulb radius, equivalent to

B 0.56
i

0.5
ABT

represents the effect of submergence of the bulb as determine by

i T f hB 0.4464 B
where
Tf = moulded draught at FP
hB = height of the centroid of the area ABT above the base line

C 3 1 0.8 AT / BTC M

C3

accounts for the influence of transom stern on the wave resistance

AT is the immersed area of the transom at zero speed.

For high speed range

Fn 0.55

C1 6919.3 C M1.3.346 / L.3

m1 7.2035 B

0.3269

2.0098

T B

, Coefficients

L B 2

C1

and

m1

are modified as follows

1.4069

0.6054

For intermediate speed range

0.4 Fn 0.55

10 Fn 0.4 RWFn0.55 RWFn0 4

RW
1
RWFn
04
W W
1 .5

the following interpolation is used

The formula derived for the model-ship correlation allowance C A is

C A 0.006 LW L 100 0.16 0.00205

C A 0.006 LW L 100

0.16

0.00205 0.003 LW L / 7.5

for TF / LW L 0.04

0.5

C C 2 0.04 TF / LW L
4
B

for TF / LW L 0.04
where C2 is the coefficient adopted to account for the influence of the bulb.
Total resistance

RT

R
1
2 S tot C F 1 k C A W .W
2
W

Length of Run
cstern (from reference paper)
c13
c12
(1+k1)
Wetted Surface Area (m^2)
Reynold' s Number
Frictional Coefficient
Frictional Resistance (KN)
Half Angle of Entrance (Degrees)
c7
c1
c5
c3
c2
c4
Froude Number
c15
c16
m1
m2
lamda
Wavemaking Resistance (KN)
Model Ship Corelation Coefficient
Model Ship Corelation Resistance
Total Resistance (KN)
Total Resistance + 15% Service
allowance(KN)

11.04262
-10
0.97
0.594706554
1.230965744
170.9438951
109541214
0.002056118
5.255041166
19.84959574
0.268269231
14.6198632
1
0
1
0.04
0.351274993
-1.69385
1.417757686
-2.983156857
-0.221103572
0.672212031
11.40911625
0.000724264
1.851078351
19.72897026
22.6883158

Effective Horse Power (KW)

122.5441313

The total resistance experienced by shrimper when it is travelling at service speed

(10.5 kn) is 22.68 KN.
For a vessel of almost similar dimensions :
Main propulsion : Diesel engine (Caterpillar 3408TA) Power : 300 Kw
RPM : 1800 RPM
Prop diameter : 1.25 m
Num of propeller : 1
Num of blade : 3

SHP

EHPservice
QPC

QPC 0 H R
The relative rotative efficiency in average is close to one (it normally varies between
0.95 and 1.05)

R
0

=1
= 0.6

H
= 0.85

QPC
=0.51
SHP = 240.28 KN

BHPs
BHPs SHP Transmissi on losses
Transmission loss can be taken as follows:
Aft Engine
Engine Semi aft

1%
2%

Gear losses

3 to 4%
BHP = 252.294 KW

Selection of Engine Power:

The maximum continuous rating (MCR) of a diesel engine is the power the
engine can develop for long periods. By continuous running of engine at MCR
may cause excessive wear and tear. So Engine manufactures recommend the
continuous service rating (CSR) to be slightly less than MCR. Thus CSR of NCR
(Normal Continuous Rating)

MCR 0.85 to 0.95

Thus engine selected must have MCR as

MCR BHPs / 0.85 to0.95

= 280.326 KW
POWER RATING OF CATERPILLAR (3408 TA)

Minimum Power

190.0 bkW

Maximum Power

317.0 bkW

Frequency

1500 & 1800 rpm

CHAPTER 10
SEA KEEPING REQUIREMENTS

SEA KEEPING REQUIREMENT

Bow Freeboard

V
L

Fbow
L

Fbow

0.60

0.70

0.80

0.90

0.045

0.048

0.056

0.075

= 0.596

V
L

= 0.731 ,

Fbow
L

= 0.0492

Bow freeboard = 1.187 m

ROLL PERIOD:
Early estimates of motions natural frequencies effective estimates can often
be made for the three natural frequencies in roll, heave, and pitch based only
upon the characteristics and parameters of the vessel. Their effectiveness
usually depends upon the hull form being close to the norm.
An approximate roll natural period can be derived using a simple one-degree
of freedom model yielding:

T 2.007 k11 / G M t
k11

is the roll radius of gyration

k11 0.50 KB 0.40 B

T

= 2.6

= 7.91 s

The encounter period in long- crested oblique seas is given by:

Te 2 / V 2 / g cos w

is the wave frequency = 0.06 waves / sec

V is ship speed,

is the wave angle relative to the ship heading

w 0

following seas,

Taking for an angle of

Te

w 9 0

beam seas, and

w 18 0

Head seas.

45 0

= 108.27 s

. An approximate pitch natural period can also be derived using a simple

one- degree of freedom model yielding:

T 2.007 k 22 /

GM L

0.24 L k 22 0.26 L.

k 22

=6.025 ,

= 33.03 s

Approximate heave natural period

(T C B B 3T 1.2 / C w p )

Th 2.007

= 10.14 s
Conditions to be avoided =

Th T
2Th T

T T
T 2T

- avoided
- avoided
- avoided
- avoided

Overall Seakeeping Ranking used Bales regression analysis to obtain a

rank estimator for vertical plane seakeeping performance of combatant
monohulls.

This estimator
yields a ranking number between 1 (poor seakeeping) and
10 (superior seakeeping) and has the following form:

R 8.42 45.1C w p f 10.1C w p a 378 T / L 1.27 C / L 23.5 C v p f 15.9 C v p a

Value of C not specified ,

CHAPTER 11
HULL VIBRATION

Hull Vibration Calculation

For two node Vertical Vibration, hull frequency is

Todd

B . DE
N C1

3
(cpm)
1.2 B / 3T L )
Where

1/ 2

C2
= 503.724

DE : effective depth

DE :

3
1

Where

L1 / L

1/ 3

=3.6 m

D1: Depth from keel to dk under consideration

L1 : Length of s.s. dk

C1

= 44000

C2

=20

Horizontal Vibration
Brown
For 2 node horizontal vibration, hull frequency is

N2H

Where

D. B 3
H
3
. L

1/ 2

cpm

42000, other quantities in British units.

N2H
=1120.04

N 2 H 1.5 N 2 H
=1680.06

N 3 H 2. N 2 H
= 3360.12

N 4 H 3N 2 H
=10080.32

CHAPTER 11
RUDDER DESIGN

Using DELFT Software , the preliminary rudder properties (including lift

and drag) have been obtained.

References:
1. Tonnage measurement , ship design and construction , Robert
taggart,
2. Fishing vessel design and construction , M.brett Wilson ,
3. Small boat design , Johanna M Reinhart ,
4. Small fishing boat design , John Fyson ,
5. MARINE DIESEL ENGINE DATABASE .
6. DELFT software.