Department of Ship technology, CUSAT, B.

Tech (NA&SB, Batch - XXVII

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
3
Cargo Capacity = 174294.17 m
3
Ballast water Capacity = 50841.42m
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

¾ Two inflatable life rafts of 25 person’s capacity each is provided on either side of the
ship.

¾ One life raft for 6 persons with hydrostatic release is installed on forward upper deck
behind forecastle deck.

¾ Orange coloured life jackets of 55 numbers are provided.

¾ Eight life buoys are provided, four of which are fitted with self-igniting light and lifelines.

¾ Orange coloured life jacket for child is provided

¾ A line throwing apparatus in wheel house is provided.

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

¾ 12 parachute flare has been provided in wheelhouse.

¾ 4 EPIRB has been provided in wheelhouse and above deck.

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

¾ 4 WT set has been provided.

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

¾ Training manual has been provided in wheel house ,galley and other public places.

¾ Operating instruction booklet is provided in each raft and boat.

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

¾ 2 OMTL is provided in wheel house.

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

¾ 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:-
¾ One anchutez repeaters at each wing of the bridge.
¾ Magnetic compass.
¾ Engine control and telegraphs.
¾ Revolution indicators.
¾ Steering wheel.
¾ Chart table with drawer for charts and navigational publication
¾ Voice pipes communication system.
¾ Locker with locking arrangement for navigational instruments.
¾ Transceiver set.
¾ Navigational radar.
¾ Pod angle indicators.

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¾ One sextant.

Navigational lights:
The ship has the following lights used for navigation.
¾ One masthead light forward.
¾ One masthead light aft.
¾ Two side lights (green).
¾ One stern light (white).
¾ One towing light (yellow).
¾ Two anchor lights (white).
¾ Four all round lights (white).
¾ 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
2
Tensile strength N/mm 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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REFERENCES
1. MARPOL 73/78 ,International Convention on Marine Pollution,2003

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Considerations

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economical evaluation of DAT’

20. Reko Antti Suojanen; ‘Double Acting Ship concept and podded propulsion in Ice’, Seminar on

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ice breaking and ice going ships

21. Sami Saarinen; ‘Design of Cargo vessels for Arctic’, Kvaerner Masa Yards, Arctic Technology

22. Strengthening for Russian ICE Tanker (pdf file)

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32. Amo Keinomen, Robin P Brown, Colin R Revill and Ian M Bayly; ‘Icebreaker performance
prediction’, SNAME

33. Alfred M. Kracht; ‘Design of Bulbous Bows’, SNAME

34. Calm water model tests for propulsive performance prediction, VTT Technical research centre of
Finland

35. IACS; ‘Requirements concerning Strength of Ships’

36. . Propulsion trends in tankers (FSICR)

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