Preliminary design of a catamaran ferry carrying 75 passengers

PRELIMINARY DESIGN OF A CATAMARAN FERRY CARRYING 75 PASSENGERS A MAJOR PROJECT

submitted by

JAGADEESVARAN S ANA19041L

for the partial fulfilment of the degree

of

BACHELOR OF ENGINEERING in

NAVAL ARCHITECTURE & OFFSHORE ENGINEERING

DEPARTMENT OF NAVAL ARCHITECTURE & OFFSHORE ENGINEERING AMET UNIVERSITY MAY 2023

BONAFIDE CERTIFICATE

This is to certify that the project entitled “PRELIMINARY DESIGN OF A CATAMARAN FERRY CARRYING 75 PASSENGERS” submitted by MR.JAGADEESVARAN.S to the Department of Naval Architecture & Offshore Engineering, AMET, India for the award of degree of Bachelor of Engineering is a bonafide record of technical work carried out by him/her under my supervision. The contents of this project, in full or in parts, have not been submitted to any other institute or university for the award of any degree or diploma.

….….…………

….……………….

Signature

Signature

(Guide)

(HOD)

SLt.A.Prem Anandh

Prof SK Bhattacharya

Assistant Professor

Professor

Department of Naval Architecture& Offshore Engineering

Department of Naval Architecture & Offshore Engineering

ACKNOWLEDGEMENTS I take this opportunity to express my sincere gratitude and appreciation to all those who made this project possible.

I am deeply indebted to S/Lt A. Prem Anandh, Assistant professor my guide, for his valuable guidance, encouragement and support during the project work. His sincerity and dedication to work remain as source of inspiration to me.

No words can express my deep sense of gratitude for Prof SK Bhattacharya, Professor and Head, Department of Naval Architecture & Offshore Engineering, for his constant encouragement and moral support throughout the research work.

I am thankful to my reviewer committee members for their critical evaluation and creative suggestions that have been impressively fruitful for this research work.

I express my deepest gratitude towards my family for all the sacrifices borne for me and emotional support throughout the course of my B.E. work. I express my deep sense of gratitude to my parents and all my friends for their constant support, help and encouragement.

JAGADEESVARAN S Date: 05/04/2023 Place: Chennai, India.

i

ABSTRACT Keywords: Ferry, passengers, hydrostatics, stability, Structural strength, classification society.

This project is to design a ferry which transports the passenger from one destination to another as per the owner’s requirement. A particular model hull form is selected and several similar hulls are generated among which a suitable hull form is selected. The initial calculations such as hydrostatics and stability are found out. The capacity and general arrangement of the vessel is estimated. The structure strength of the hull is checked with the help of classification society.

The cost and material required for construction is also estimated.

ii

TABLE OF CONTENTS ACKNOWLEDGEMENT ........................................................................................................ i ABSTRACT .............................................................................................................................. ii TABLE OF CONTENTS........................................................................................................ iii LIST OF TABELS ................................................................................................................. vi LIST OF FIGURES .............................................................................................................. vii CHAPTER 1 INTRODUCTION 1.1 Introduction ……………………………………………………………………..

1

1.2

Objective…………………………………………………………………………

2

1.3

Literature survey…………………………………………………………………

2

1.3.1

Interpretation of ferry……………………………………………………………

2

1.3.2

Types of ferry………………………………………………………………...….

3

1.3.3

Description of foot ferry…………………………………………………………

3

1.3.4

Suitable hull form……………..……………………...…………………………

3

1.3.5

Average passenger capacity…………………………...………………………...

4

1.3.6

Average speed……………………………………………...……………………

4

1.3.7

Average length…………………………………………………………………...

4

1.3.8

Modern age engine……….……….………………………………………...…...

4

1.3.9

Light weight material……..…………………………………………………..…

5

1.4

Owners requirement………………………………………………..……………

6

CHAPTER 2 HULL SURFACE GENERATION AND ANALYSIS 2.1 General…………………………………………………………………………..

7

2.2

Initial space estimation………………………………………………………….

7

2.3

Parentship analysis……………………………………………………………...

7

2.4

Creating hull models……………………………………………………………

8

2.5

Selecting the hull model………………………………………………………...

9

2.6

Lines plan……………………………………………………………………….

10

2.7

Hydrostatics……..………………………………………………………………

10

iii

CHAPTER 3 POWERING AND CAPACITY CALCULATIONS 3.1 General……………………………………………………………………………

14

3.2

Powering………………………………………………………………………….

14

3.3

Selecting the suitable engine……………………………………………………..

14

3.4

Selecting the suitable generator…………………………………………………..

15

3.5

Tank capacity calculation ………………………………………………………..

16

CHAPTER 4 TANK PLAN AND GENERAL ARRANGEMENT 4.1 General…………………………………………………………………………..

17

4.2

Tank plan of the vessel………………………………………………………….

17

4.3

General arrangement plan of the vessel….………..…………………………….

17

CHAPTER 5 SCANTLING CALCULATION OF THE VESSEL 5.1 General………………………………………………………….……………….

21

5.2

Design pressure on the vessel…………………………………………………...

21

5.3

Minimum thickness of panels………………………………………………..

21

5.4

Stiffening members of the vessel………………………………………………..

22

5.5

Determining the strength of the vessel………………………………………….

23

CHAPTER 6 MATERIAL AND COST ESTIMATION 6.1 General…………………………………………………………………………..

25

6.2

Material estimation……………………………………………………………...

25

6.3

Cost estimation………………………………………………………………….

25

CHAPTER 7 WEIGHT AND INITIAL STABILITY CALCULATION 7.1 General…………………………………………………………………………..

28

7.2

Weight calculation………………………………………………………………

28

7.3

Initial stability…………………………………………………………………..

29

7.4

Satisfying stability criteria ……………………………………………………...

29

CHAPTER 8 FREEBOARD CHECK, EQUIPMENT NUMBER AND TECHNICAL SPECIFICATIONS 8.1

General…………………………………………………………………………..

31

8.2

Freeboard check…………………………………………………………………

31

iv

8.3

Equipment number calculation………………………………………………….

31

8.4

Technical specifications………………………………………………………...

32

CHAPTER 8 SUMMARY AND CONCLUSION 9.1 Summary…………………………………………………………………………..

33

9.2

Conclusion………………………………………………………………………..

33

9.3

Future work………………………………………………………………………

34

REFERENCES ....................................................................................................................34

v

LIST OF TABLES 1.1

Owners requirement ……………………………………………………………...

6

2.1

Main particulars of the vessel……………………………………………………..

8

2.2

Total resistance values of hull models…………………………………………….

9

2.3

Hydrostatic parameters of the vessel……………………………………………...

12

3.1

Powering calculation of the vessel………………………………………………..

14

3.2

Technical specifications of the selected engine…………………………………...

15

3.3

Technical specifications of the selected generator………………………………..

16

3.4

Fuel capacity calculation…………….……………………………………………

16

5.1

Design pressure of panels ………………………………………………………...

21

5.2

Required thickness for core material……………………………………………...

22

5.3

Required thickness for laminates………………………………………………….

22

5.4

Minimum thickness required for each panel……………………………………...

22

5.5

Bending moment calculation …………………………………………………..…

23

6.1

Cost estimated for constructing ……………………………………………..…...

26

6.2

Material estimation of the vessel………………………………………………….

27

6.3

Foam material estimation of the vessel…………………………………………...

27

7.1

Weight calculation of the vessel…………………………………………………..

28

7.2

Stability criteria status of the vessel for Lightship condition……………………..

30

7.3

Stability criteria status of the vessel for Fully loaded condition………………….

30

vi

LIST OF FIGURES 1.1

Working ferry during its voyage………………………………………………...

3

1.2

A model of a Stern drive engine…………………………………………………

5

2.1

Initial space estimation…………………………………………………………..

7

2.2

Regression plot of Speed vs B/T………………………………………………...

7

2.3

Regression plot of speed vs T/D…………………………………………………

8

2.4

Hull surface model 1 generated using Rhino……………………………………

8

2.5

Hull surface model 2 generated using Rhino……………………………………

9

2.6

Hull surface model 3 generated using Rhino……………………………………

9

2.7

Resistance curve plotted for hull models.……………………………………….

9

2.8

Lines Plan of the vessel………………………………………………………….

11

2.9

Hydrostatic curves of the vessel…………………………………………………

13

3.1

Volvo Penta stern drive engine…………………………………………………..

14

3.2

Generator selected for the vessel………………………………………………...

15

4.1

Tank plan of the vessel…………………………………………………………..

17

4.2

Airline style seating arrangement………………………………………………..

18

4.3

Seating with proper pitch and leg room…………………………………………

18

4.4

General arrangement plan of the vessel………………………………………….

19

4.5

Main deck of the vessel………………………………………………………….

20

4.6

3D model of the vessel…………………………………………………………..

20

5.1

A sample piece of a single skin laminate………………………………………..

22

5.2

Midship section of the vessel…………………………………………………….

24

7.1

GZ curve obtained for Lightship condition……………………………………...

29

7.2

GZ curve obtained for Fully loaded condition…………………………………..

30

8.1

Freeboard height of the vessel…………………………………………………...

31

vii

CHAPTER 1 INTRODUCTION 1.1 INTRODUCTION There are many different types of boats that can be used for civilian purposes. The high-speed craft (HSC) is one such example. High speed crafts use air pressure to keep them moving at a fast pace on the water and have engines and turbine-propellers to move them. The high-speed craft was a very popular boat from the time it was launched and still maintains its popularity.

The

first

high-speed

craft

were

often hydrofoils or hovercraft,

but

in

the

1990s catamaran and monohull designs become more popular and large hydrofoils and hovercraft are no longer built. Most high-speed craft serve as passenger ferries, but the largest catamarans and monohull also carry cars, buses, large trucks and freight. There is still a wide variety of builders for smaller fast catamaran ferries between 24 and 60 meters.

The HSC Code applies to high-speed craft engaged on international voyages, including passenger craft which do not proceed for more than four hours at operational speed from a place of refuge when fully laden and cargo craft of 500 gross tonnage and above which do not go more than eight hours from a port of refuge. The Code requires that all passengers are provided with a seat and that no enclosed sleeping berths are provided for passengers. The design and safety of high-speed craft is regulated by the International Convention for the Safety of Life at Sea (SOLAS) Convention, Chapter 10, High-Speed Craft (HSC) Codes of 1994 and 2000, adopted by the Maritime Safety Committee of the International Maritime Organization (IMO). In accordance with SOLAS, high-speed craft are craft capable of a maximum speed, in meters per second (m/s), equal to or exceeding 3.7*𝗏0.1667 where = 𝗏 volume of displacement in cubic metres corresponding to the design waterline, excluding craft of which the hull is supported clear above the water surface in non-displacement mode by aerodynamic forces generated by ground effect. A high-speed craft is something that deserves to be greatly admired.

The smallness of the vessel does not impact the servicing ability of the boat. Keeping in mind all these aspects, it needs to be noted that the high-speed craft is something that will be present not only in the present but also in the future, quite strongly.

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1.2 OBJECTIVE The main objective of this project is to perform a preliminary design of a high-speed ferry which is economical to the passengers and profitable to the owner as well. The abovementioned objective can be achieved by doing the following 

Understand the owner’s requirement



Estimate the initial dimensions



Generating the hull model



Find the initial stability and hydrostatics



Estimate the spaces required for storing and seating



Estimate the structural strength of the midship

1.3 LITERATURE SURVEY A literature survey or a literature review in a project report is the section which shows the various analyses and research made based on the project topic and the results already published, taking into account the various parameters of the project and the extent of the project. Before getting into the project various articles, literature papers, journals and websites were referred to collect various information based on the previous existing vessels of the same type.

Information based on the hull form, dimensional parameters, capacity, propulsion, and others are given below.

1.3.1 Interpretation of ferry Ferry is a merchant vessel used to carry passengers, and sometimes vehicles and cargo, across a body of water. A passenger ferry with many stops, such as in Venice, Italy, is sometimes called a water bus or water taxi. Ferries form a part of the public transport systems of many waterside cities and islands, allowing direct transit between points at a capital cost much lower than bridges or tunnels. Ship connections of much larger distances (such as over long distances in water bodies like the Mediterranean Sea) may also be called ferry services, especially if they carry vehicles. Or it is a place where passengers, freight, or vehicles are carried by boat across a river, lake, arm of the sea, or other body of water. The term applies both to the place where the crossing is made and to the boat used for the purpose [22].

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Figure 1.1: Working ferry during its voyage [19].

1.3.2 Types of ferries Ferries include a wide variety of vessels, from the simplest canoes or rafts to large motordriven ferries capable of carrying trucks and railway cars across vast expanses of water. 

Double-ended



Hydrofoil



Hovercraft



Catamaran



Roll-on/roll-off



Cruise ferry / RoPax



Fast RoPax ferry



Turntable ferry



Pontoon ferry



Train ferry



Foot ferry

1.3.3 Description of foot ferry Foot ferries are small craft used only for passengers, and often also cyclists. Or in other words a ferry where only passenger travelling without a vehicle.

1.3.4 Suitable hull form One of the major advantages of a catamaran versus a monohull is their inherent stability.

Stability is a big plus for families with young children or seniors who are not particularly steady on their feet. Because the boat is not as susceptible to the effects of wave action and does not 3|Page

heal the way a monohull does, it is much easier to walk around on deck and within the interior of the yacht while underway. Anyone who may be prone to seasickness will feel the effects of motion much less aboard a cat than they might on a mono. The added stability on a cat makes the cook’s job a lot less challenging both while underway and at anchor. Catamarans don’t rock and roll the way monohull do. The shallow draft of a cat allows you to anchor in shallower water which means you can be closer to the beach than almost all monohull. Many of the newer catamarans have raised or flybridge helms. No monohull can beat the visibility from the helm provided on most modern catamarans. Catamarans are usually faster than monohull, particularly on downwind runs, reaches and broad reaches [24].

1.3.5 Average passenger capacity The average passenger capacity over the last 30 years can be seen that, in 1961, the average capacity (world-wide) of an HSC was around 125 passengers, and in 1996 it was around 425.

1.3.6 Average speed It can be seen that the average speed has not really increased over the last 37 years and it has been an average of 34 knots. Since 1994, there has been a noticeable increase and by 1996 the average had increased to 40 knots. However, it can also be seen that the average speed increases with the average capacity. The fact that the average speed has not increased suggests that the operators do not consider it either economical or necessary to travel faster, and that the speed of around 34/35 knots is adequate for the journeys that the craft are being used on.

1.3.7 Average length A steady increase in the overall length shows an average of about 15 m in 1961, increasing to about 38 m in 1995.

1.3.8 Modern age engine A stern drive, sometimes also called an I/O, or Inboard/Outboard, is essentially a combination between inboard engine and an outboard drive unit. The engine itself is oriented like an automotive engine, and the rear of the engine mates with a drive unit much like the lower unit of an outboard, which can tilt. These two parts join at a hole in the transom of the boat, where a rubberized part called the “boot” seals out the water but flexes to allow the drive unit to move and turn [26]. A model of an engine is shown in the Figure 1.2.

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Figure 1.2: A model of a Stern drive engine. [26] Thus, the boater gets to enjoy the benefits of inboard power (an automotive-like engine that’s easy to work on and has optimal weight distribution), while also gaining certain advantages of outboard engines (the ability to trim the drive as needed for optimizing performance, the ability to tilt it up for mooring, enhanced handling with the articulating drive, and reduced draft).

The advantages of stern drive engine are 

High fuel efficiency



Low CO2 emissions



Excellent low-speed manoeuvrability



Beach and shallow water tilt



Allows for a swim platform

1.3.9 Light weight material Fibre Reinforced Polymer (FRP) composite is defined as a polymer that is reinforced with fibre.

It represents a class of materials that fall into a category referred to as composite materials.

Composite materials are made by dispersing particles of one or more materials in another material, which forms a continuous network around them. FRP composites are anisotropic whereas Steel and Aluminum are isotropic. Therefore, their properties are directional, meaning that the best mechanical properties are in the direction of the fibre placement. These materials have a high ratio of strength to density, exceptional corrosion resistance and convenient electrical, magnetic and thermal properties. The primary function of fibre reinforcement is to carry the load along the length of the fiber and to provide strength and stiffness in one direction [5]. It replaces metallic materials in many structural applications where load-carrying capacity is important.

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1.4 OWNERS REQUIREMENT The owner’s requirement given in Table 1.1 is the detail of functional requirements and the expectations of a project given by the owner.

Table 1.1: Owners requirement Items Values Passengers 75 Route Chennai - Nagapattinam Intermediate stop Pondicherry Speed 20 Material FRP

Units Knots -

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CHAPTER 2 HULL SURFACE GENERATION AND ANALYSIS 2.1 GENERAL Hull surface of the vessel is generated on the basis of owner’s requirement. Several methods have been approached in creating the hull surface and the generated hull is analysed.

2.2 INITIAL SPACE ESTIMATION The approach used in this method is to estimate the initial space required for the vessel as per owner’s requirement. since the number of passengers to be seated is 75, the space required is estimated considering the average seating spaces between two seats and average space for the passage as shown in the Figure 2.1. As shown in the below figure the length and breadth required for the vessel is estimated.

Figure 2.1: Initial space estimation 2.3 PARENT SHIP ANALYSIS Based on the values obtained in Figure 2.1, a list of existing parent vessel nearing to the length and breadth values were taken as shown in Table 2.1. Then by regression plotting of graphs the other main dimensional values such as draft and depth is found out. The plotting of graph between the obtained values versus the speed to find the other two parameters is shown in the figures 2.2 and 2.3.

B/T

8 7 6 5 17.9

18.9

19.9

20.9

Speed in knots

21.9

Figure 2.2: Regression plot of Speed vs B/T 7|Page

T/D

0.57 0.52 0.47 0.42 18

19

20

21

22

23

Speed in knots

Figure 2.3: Regression plot of speed vs T/D Table 2.1: Main particulars of the vessel Particulars Values Units Length overall 16 m Breadth 6 m Draft 0.92 m Depth 1.8 m

2.4 CREATING HULL MODELS Based on the values obtained in the table 2.1, three hull models were created in a 3D modelling software based on the reference taken from the previous existing models as shown in the Figures 2.4, 2.5 and 2.6. Apart from the dimensions the three models have one other in common, that is all the hull shapes have a common reverse bow [21]. The reason why reverse bow models are selected are listed as follows. 

Increase waterline length over a traditional raked bow, which is advantageous for resistance and powering.



The reverse bow will have less added resistance in bigger sea states.



Vessel can maintain a higher speed in a rough sea.



And it is purely an aesthetic in design.

Figure 2.4: Hull surface model 1 generated using Rhino

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Figure 2.5: Hull surface model 2 generated using Rhino

Figure 2.6: Hull surface model 3 generated using Rhino 2.5 SELECTING THE HULL MODEL The best of the above 3 hulls are to be selected. So, running resistance for the models is the best way to select one model. Since the vessel is expected to be planning and have a twin hull, the resistance method savitsky and Blount & fox method is approached [9][7]. As shown in the Table 2.2, the resistance values of all the three hull models is analyzed and the hull model 2 is found out to be having less resistance among the three hull models.

Table 2.2: Total resistance values of hull models Hull Model Total Resistance Units Model 1 18 kN Model 2 13.5 kN Model 3 16.5 kN

Resistance curve of all 3 models

23.5

Resistance in kN

21.5 19.5 17.5

Model 3

Model 1

15.5 13.5

Model 2

11.5 9.5 15

17

19

21

23

25

Speed in Knots

Figure 2.7: Resistance curve plotted for hull models 9|Page

The Figure 2.7 clearly shows the resistance curve of the hull model 2 with respective to various speeds of the vessel. The curves appear to be increasing with increase in speed, but when observed closely the curve contains several humps and hollows. These humps and hollows indicate that the vessel operated at the speed where the curve is humped will be more resistance than the place where the curve is hollow.

2.6 LINES PLAN The hull form is portrayed graphically by the lines plan or sheer plan. This shows the various curves of intersection between the hull and the three sets of orthogonal planes [4]. Because the vessel is symmetrical, by convention only one half is shown. The curves showing the intersections of the vertical fore and aft planes are grouped in the sheer profile; the waterlines are grouped in the half breadth plan; and the sections by transverse planes in the body plan.

Generally, the common practice of drawing lines plan was to derive lines from any existing models or any readily available offset values. Since we obtained the model initially the lines were derived from the hull. The number of stations, waterlines, and buttock lines is totally dependent on the designer’s requirement.

Unlike merchant ships or big boats here the rudder propeller clearance is not a greater issue cause sterndrive or outboard engines are used for better performance, and for both the type engines only transom part has an angle and it depends on the engine we use for the vessel.The lines plan of the vessel is shown in the Figure 2.8.

2.7 HYDROSTATICS Hull characteristic parameters calculated for a floating ship, which can either directly be used to comment on the nature of stability of the ship or be used to evaluate other stability parameters, are called ship hydrostatics [4].It is possible to derive a number of characteristics which have significance in determining the general performance of the ship. The initial hydrostatic parameters and the curves of various waterline levels are obtained from maxsurf as given in the table 2.3 and figure 2.9 respectively.

10 | P a g e

JAGADEESHVARAN S

Figure 2.8: Lines Plan of the vessel

11

Table 2.3: Hydrostatics Parameters of the vessel Draft Displacement LWL WSA Awp Cp Cb Cm Cwp LCB LCF KB BMt BML KMt KML TPc MTc

0 t m m2 m2

m m m m m m m tonne/cm tonne.m

0 0 0 0 0 0 0 7.447 7.447 1.859 0 0 1.859 1.859 0 0

0.207 0.5842 15.371 13.367 5.723 0.643 0.042 0.067 0.087 6.591 6.48 0.14 40.207 149.9 40.347 150.04 0.059 0.058

0.414 2.45 15.987 27.94 11.904 0.628 0.079 0.129 0.162 6.417 6.274 0.279 20.008 78.112 20.287 78.391 0.122 0.127

0.621 5.645 15.959 42.967 18.198 0.632 0.113 0.186 0.231 6.286 6.123 0.418 13.351 52.979 13.769 53.397 0.187 0.199

0.828 10.17 15.899 57.761 24.403 0.629 0.143 0.238 0.291 6.19 6.024 0.557 10.025 39.599 10.582 40.155 0.25 0.269

0.92 12.6 15.865 64.446 27.126 0.627 0.154 0.259 0.312 6.154 5.986 0.618 9.036 35.482 9.654 36.1 0.278 0.3

1.035 15.99 15.817 72.865 30.51 0.624 0.165 0.283 0.333 6.113 5.938 0.695 8.058 31.344 8.752 32.038 0.313 0.338

1.242 23.05 15.709 87.9 35.797 0.623 0.197 0.329 0.39 6.059 5.959 0.831 6.626 24.824 7.458 25.655 0.367 0.39

1.449 31.16 15.57 103.73 41.25 0.639 0.229 0.369 0.449 6.049 6.175 0.966 5.702 20.91 6.668 21.875 0.423 0.449

1.656 40.28 15.391 117.58 44.711 0.665 0.259 0.4 0.489 6.089 6.261 1.099 4.816 17.318 5.915 18.417 0.458 0.489

1.863 49.92 0 248.57 0 0 0 0 6.126 7.447 1.226 0 0 1.226 1.226 0 0.04

12

Figure 2.9 Hydrostatic curves of the vessel

13

CHAPTER 3 POWERING AND CAPACITY CALCULATIONS 3.1 GENERAL Engines are one of the essential parts in a vessel, and it is selected in such a way that it provides proper thrust required so that the vessel obtains its required cruising speed.

3.2 POWERING Powering of the engine is calculated by the engine efficiency including all the considerable losses. Its decided that stern drive engine is to be fitted in the vessel cause of its performance characteristics as shown in 1.3.8. The losses in stern drive engine is comparatively less than that of other inboard engines because it doesn’t have a complex gear system or a long-routed stern tube to attach the engine and the propeller. The losses in the stern drive engine are mostly while the propeller turns in any angle, mainly in trim condition and the sea margin. Therefore, the loss in a stern drive engine is considered as 20 percentage of effective power of the engine.

The powering calculation of the vessel is shown in the table 3.1.

Table 3.1: Powering calculation of the vessel Items Values Units Total resistance (RT) 13.5 kN Effective power (PE) 270 kW Power losses (20%) 11.50 kW Break power (Pb) 281.5 kW 3.3 SELECTING THE SUITABLE ENGINE With the break power (Pb) obtained from the Table 3.1, a best engine with low specific fuel consumption is selected [26] as shown in the Figure 3.1 followed by its technical specifications at Figure 3.2.

Figure 3.1: Volvo Penta stern drive engine [26].

14

Table 3.2: Technical specifications of the selected engine [26] Particulars Details Units Engine designation D3-220 A Crankshaft power 162 kW Propeller shaft power 154 kW Engine speed 4000 rpm Displacement 2.4 Number of cylinders 5 Bore/stroke 81/93.2 mm Compression ratio 16.5:1 Volvo Penta Aquametric drive DPS Ratio 1.78:1 Dry weight with DP 363 kg Rating R5* 3.4 SELECTING THE SUITABLE GENERATOR A generator on a vessel is known as the heart of the vessel. It is that life-line which supports each and every function of the ship. Generator of the boat requires special care, attention, and maintenance for its effective and economic running. Therefore, selecting a proper generator is much more important. The total power consumed in the vessel during its voyage is not possible to find at the initial level of a design stage. The normal procedure in finding out the power required for the generator is to calculate each and every equipment’s power load throughout the vessels voyage. Other method is that to take reference of the parent vessel which operated at the same condition as our vessel. And it is inferred that the power required for the generator to supply power throughout the vessels voyage is 90kW. The Figure 3.3 and 3.4 shows the generator selected and its technical specification provided by the generator manufacturers.

Figure 3.2: Generator selected for the vessel [27].

15

Table 3.3: Technical specifications of the selected generator [27] Particulars Details units Engine model C2.2 Minimum rating 16 kVA Maximum rating 27 kVA Frequency 50 Hz Speed 1500 rpm Emission EPA tier 3 Aspiration Natural Bore 84 mm Stroke 100 mm Displacement 2.21 Governor type Electric 3.5 TANK CAPACITY CALCULATION The vessel carries several types of liquid throughout its voyage, hence a proper place should be allocated for each and every liquid present in the vessel, for that we have to know each and every liquids capacity to be carried. The capacity of each liquid is calculated based on the endurance of the vessel. In this vessel only fuel oil is carried out throughout its voyage, hence the capacity calculation of the fuel oil required is shown in the table 3.2.

Table 3.4: Fuel capacity calculation Main engine Items Values SFC 45 Endurance 3 Margin 1 Total running hrs 4 Fuel oil required 360 Volume required 0.36 Generators SFC 13.88 Endurance 3 Margin 1 Total running hrs 4 Fuel oil required 111.04 Volume required 0.11

units l/h hours hours hours litres m3 l/h hours hours hours litres m3

16

CHAPTER 4 TANK PLAN AND GENERAL ARRANGEMENT 4.1 GENERAL Tank plan and General arrangement plan are used to allocate spacing of each and every liquid and equipment present inside the vessel. And the procedure followed for this is discussed in this chapter.

4.2 TANK PLAN OF THE VESSEL Volume required for the voyage is calculated through capacity calculation, but the tank plan decides the volume of each tanks and its location. The location of tanks should consider the distance between the machinery and tank, piping etc. The tank plan of the vessel is shown in the below figure 4.1

Figure 4.1: Tank plan of the vessel 4.3 GENERAL ARRANGEMENT PLAN OF THE VESSEL General Arrangement plan is used in allocating proper spaces according to the requirements of the owner and functionality of the vessel. Since all the vessels are unique in their own kind, there is no specific procedure with rules stated for GA. In this project the General Arrangement plan is shown in different layouts with respect to each deck as shown in figure 4.4.

Since it’s a passenger ferry, there is no much of different amenities other than seating. Here the airline style seating arrangement is followed. The airline style seats are often 2-4 wide across the vessel and all seats are facing the same way [25], just as they would be on a train or an

17

airplane. Seats can be front or rear facing, but it means that every passenger has their own seat, likely with an arm rest in between - not bench seats.

Figure 4.2: Airline style seating arrangement While discussing about the seating for the passengers it is important to consider about the comfortability of the passengers. This includes the head room and leg room space in the seating.

An economy flight suggests that a minimum legroom required for passengers to travel in comfort should be not less than 28 inches and the pitch distance should be not less than 32 inches as shown in the Figure 4.3.

Figure 4.3 Seating with proper pitch and leg room Recently built ferries are mostly equipped with the navigation deck at its top deck, the reason why the wheel room is kept at top deck are to obtain a better view for navigation, and some good aesthetic properties. The 3D model of the vessel is shown in the Figure 4.5

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JAGADEESVARAN S

Figure 4.4: General arrangement plan of the vessel 19

Figure 4.5: Main deck of the vessel

Figure 4.6: 3D model of the vessel

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CHAPTER 5 SCANTLING CALCULATION OF THE VESSEL 5.1 GENERAL The bending moment caused in the ships structure due to any internal or external factors are directly proportional to the stress created. Hence proper section modulus should be provided to the structure so that it reduces the stress acting on the structure.

5.2 DESIGN PRESSURE ON THE VESSEL Design pressure is the pressure used in the design of a vessel component for the purpose of determining the acceptable thickness and inherent details of the component. Therefore, estimating design pressure for each and every place acting on the vessel is an important component and it is also directly proportional to the thickness of the material. The design pressure acting on each element is estimated by the formulas given by the classification society [2]. The design pressure of all panels in vessel are shown in the table 5.1.

Table 5.1: Design pressure of panels Panels Symbol Values Units Bottom Pb 21.06 kN/m2 Side Ps 11.87 kN/m2 Deck Pd 7.7 kN/m2 Accommodation deck Pdc 7 kN/m2

5.3 MINIMUM THICKNESS OF PANELS After estimating the design pressure of each panels, the minimum thickness of each panels is to be found. Since the vessel is to be constructed with FRP sandwich material, the thickness of core as well as the laminate thickness are to be found. Here the core material is to be used is Foam and Balsa wood. Both used due to its lightweight property. Estimation of the minimum thickness of the core material is based on the required section modulus and moment of inertia given by the class rules. By satisfying both our required thickness of core balsa wood is found as shown in Table 5.2. To make the core strengthen it needs to be laminated by glass sheets which are also termed as laminates. By the formula provided by the class the laminate thickness is also found as shown in the Table 5.3. Table 5.4 shows the total required minimum thickness of each panels in the vessel.

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Table 5.2: Required thickness for core material Panels Main deck Acc. deck Side shell

Minimum values W I cm3 cm4 0.052 0.019 0.047 0.018 0.081 0.030

Obtained Values Core thickness W I k cm3 cm4 mm 0.1 0.05 5 0.1 0.05 5 0.1 0.05 5

Table 5.3: Required thickness for laminates Panels Main deck Acc. Deck Side shell Bottom

Values 2.26 1.35 1.90 11.32

Units mm mm mm mm

Table 5.4: Minimum thickness required for each panel Panels Main deck Acc. Deck Side shell Bottom

Values 9.52 7.70 8.80 11.32

Units mm mm mm mm

As shown in the table 5.3 and 5.4 the bottom panel doesn’t have any core material attached to it, which means the bottom panel is only a single laminate. Reason for this is, single laminated are much stronger and weightier than the sandwich core materials, since the pressure acting in the bottom panel is higher single skin laminates are used. Figure 5.1 shows a sample piece of a single skin laminate of thickness same as the bottom panel thickness.

Figure 5.1: A sample piece of a single skin laminate 5.4 STIFFENING MEMBERS OF THE VESSEL Stiffening members in a vessel is used as an additional strength for a panel to avoid bending due to loads acting from one direction. The dimension of the stiffener members is based on the minimum required section modulus and moment of inertia provided by the class rules.

Therefore, the dimension of the stiffener is estimated as l x b = 5 x 5 cm.

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5.5 DETERMINING THE STRENGTH OF THE VESSEL The main objective to estimate the thickness of the panels is to determine the strength of the vessel. And in the same way it should be clear that the structure is not a over design which is clearly a loss for the owner. Hence to determine the structure is stable in strength wise we have to satisfy the requirements given by the classification society. According to class society the maximum longitudinal bending moment for craft operating entirely in displacement mode shall not be taken less than a certain value which depends upon the length of waterline and breadth at waterline of the vessel along with some certain constant value. Table 5.5 shows the bending moment calculation for the vessel. Since bending moment in a vessel acts on the midship, the structures in the midship of the vessel is considered to calculate the bending moment acting.

Table 5.5: Bending moment calculation ITEMS

Total area

Lever about keel

1st Mom about keel

2nd Mom about keel

2nd Mom about own Axis

mm2

mm

mm3

mm4

mm4

460

2.2E+07

1.0E+10

6.8E+10

1390

5.1E+07

7.1E+10

5.4E+10

1860

1.0E+08

1.9E+11

4.1E+05

27500

1910

5.3E+07

1.0E+11

5.2E+05

4

10000

370

3.7E+06

1.4E+09

5.2E+05

4

10000

830

8.3E+06

6.9E+09

5.2E+05

2500

4

10000

1250

1.3E+07

1.6E+10

5.2E+05

2500

4

10000

1670

L

t

Area

Qty

mm

mm

mm2

Bottom Panel

4160

11.32

47091.2

1

47091.2

Side Panel

4200

8.80

36960

1

36960

Deck Panel Deck Longitudinal

5670

9.52

53978.4

1

53978.4

50

50

2500

11

BP long 1

50

50

2500

BP long 2

50

50

2500

SP Long 1

50

50

SP Long 2

50

50

TOTAL

205529.6

1.7E+07

2.8E+10

5.2E+05

2.7E+08

4.2E+11

1.2E+11

From the table above, the neutral axis and the bending moment of the vessel can be derived as shown below, Vertical distance away from neutral axis Y = 1.29 m Total Moment of Inertia = 0.554 𝑚4 Moment of inertia at neutral axis = 0.206 𝑚4 Section modulus of the vessel at midship = 0.359 𝑚3 Bending Stress of FRP laminate = 130 Mpa Bending Moment of the vessel = 46.68 kNm According to the class requirements the bending moment of the vessel should not be less than 35.27 kNm, hence it is inferred that the vessel is structurally stable. Figure 5.2 shows the midship section of the vessel.

23

JAGADEESVARAN S

Figure 5.2: Midship section of the vessel 24

CHAPTER 6 MATERIAL AND COST ESTIMATION 6.1 GENERAL Material required for constructing a vessel is an important factor as per the production point of view. The pre estimating of material gives a clear idea to the production side to know how much material should be ordered initially from the industry so that the production completes on time. When the material is estimated it is clear that we can also estimate the cost for constructing the vessel, here the cost estimation is based only one the material used and doesn’t include any outfitting charges.

6.2 MATERIAL ESTIMATION Material estimation for constructing vessel is found here. Since the material of construction is FRP sandwich there are other also required to fabricate the panels required. To prepare a single skin laminate of a definite measurement several layers of glass mats are used along with resin, the resin acts as a bonding agent to bond all the glass mats layers together as a single skin.

Hardener in a frp construction is an important in production. It acts as a catalyst so that the time required for the resin to bond with the layers of glass mats are reduced. The glass mats are also of several types namely uni- axial, Bi axial, quad- axial, chop strand mats based on the strength they contribute on each direction. The material used for the construction is estimated by the thickness required for each panel and the area of each panels. The material estimation of the vessel is shown in the Table 6.2 and 6.3.

6.3 COST ESTIMATION After estimating the material used to construct the vessel, now cost required for the materials can be estimated. All the materials and its quantity to be used is identified initially and the current rate for each material are referred in various broachers provided by the industries. And hence summing up all the cost gives the total cost estimated for constructing the vessel as shown in the Table 6.1. cost estimation also includes the labor wages, rent of the yard, electricity charges, equipment charges, water charges, etc. This may vary depending on the place of construction and is not shown in the calculation.

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Table 6.1: Cost estimated for constructing.

S.NO

ITEMS

1 2 3 4 5 6 7

Balsa core Bx 450 Bx 600 Qx 820 Epoxy Resin Hardener Foam

PRICE/kg INR 445 265 226 238 225 500 303

QTY 510.7068 216.1 385.35 2046.669 1870.77 22.44924 853.4048 TOTAL

COST INR 227264.5 57253.4 87090.2 487107.2 420923.2 11224.6 258581.7 1549444.811

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Table 6.2: Material estimation of the vessel Balsa Core

Resin consumption

Fiber mat

Total

kg

layers

kg

layers

kg

layers

kg

Bx 450 kg

kg

kg

1 2

Bottom panel area Side shell area

94.22 33.96

0 150

0 5

0.00 44.83

1.00 1.00

42.40 15.28

2.00 3.00

113.06 61.14

12.00 2.00

927.11 54.34

42.40 15.28

92.50 50.02

618.07 36.23

1835.54 232.29

3 4 5 6

Transom area Lower deck area Main deck area Top deck floor

8.81 32.71 254.81 55.59

0 150 150 150

0 5 5 5

0.00 37.79 363.85 64.23

1.00 1.00 1.00 1.00

3.97 14.72 114.67 25.02

1.00 1.00 1.00 1.00

5.29 19.63 152.89 33.36

12.00 2.00 4.00 2.00

84.62 53.64 835.78 91.17

3.97 14.72 114.67 0.00

4.33 16.06 125.09 27.29

56.41 35.76 557.19 60.78 Total

158.59 154.53 1900.27 237.62 4518.84

S.No

Panels

Total area

Density

thickness

weight

Bx 450

m2

kg/m3

mm

weight

Bx 600

weight

Qx 820

weight

Bx 600 kg

Qx 820

Table 6.3: Foam material estimation of the vessel S.No Panel Total area Foam core m2 kg 1 Top deck side 65.08 195.24 2 Top deck top 124.45 373.35 3 Top deck back 9.65 28.94 4 Super.Str side 67.58 202.73 5 Super.Str front 3.40 10.20 6 Super.Str back 14.32 42.95 853.4047952

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weight

CHAPTER 7 WEIGHT AND INITIAL STABILITY CALCULATION 7.1 GENERAL In this chapter the weight of the vessel is estimated from the inputs obtained from chapter 6 and initial stability of the vessel is found and made sure that the vessel is stable and it satisfies the classification societies criteria.

7.2 WEIGHT CALCULATION Initially the weight of the vessel is only estimated with the basic formulas or the values obtained from the 3D software. According to Maxsurf modelling the displacement of the vessel is 12.48 tonnes. The vessels weight can be classified into two types that is the light weight and the dead weight. The lightweight of the vessel consists of the hull weight, super structure weight and machineries. Since most of the values are approximate 2 percent margin is given. And deadweight of the vessel is the weight of the passengers onboard and the fuel used during its voyage. The weight calculation of the vessel is shown in the Table 7.1.

Table 7.1: Weight calculation of the vessel S. No 1 2 3 4 5 6 1 2 1 2

Items Weight Lightship weight Hull 4518.8 Super structure 853.4 Main engine 726 Seats 141.87 Generators 194 Others 128.68 Deadweight Passengers 5925 Fuel 0.4 Displacement Lightship weight 6283 Deadweight 5925.4 12481 Displacement 12.48

units kg kg kg kg kg kg kg kg kg kg kg t

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7.3 INITIAL STABILITY Initial stability is the resistance of a boat to small changes in the difference between the vertical forces applied on its two sides. It is determined by the angle of tilting on each side of the boat as its center of gravity (CG) moves sideways as a result of the passengers or cargo moving laterally, or as a response to an external force. The wider the boat and the further its volume is distributed away from its center line (CL), the greater the initial stability [4]. Twin-hulls are considerably more stable due to the fact that their buoyancy is distributed at a greater distance from their center line and therefore acts more effectively to reduce tilting [24]. For purposes of stability, it is advantageous to keep the center of gravity as low as possible in small boats, so occupants are generally seated. In this vessel the initial stability is found for two load cases, lightship condition and fully loaded condition. And both the curves are made sure that it satisfies the criteria given by the classification society [2] as well as International Organization for Standardization [10] as shown in 7.4. GZ increases from zero when upright to reach a maximum point and then decreases becoming zero again at some point. The vessel will capsize if the applied moment is such that its lever is greater than the value of GZ at a maximum point.

It becomes unstable once the minimum point in the curve has been passed. GZ is done by assuming KG value initially. The GZ curves of both load cases are shown in the Figure 7.1 and 7.2.

GZ CURVE 2

1.5

GZ (m)

1

0.5

0 0

10

20

30

40

50

60

70

80

90

-0.5

-1

Heel angle (degree)

Figure 7.1: GZ curve obtained for Lightship condition 29

GZ CURVE 2 1.5 1

GZ (m)

0.5 0 0

10

20

30

40

50

60

70

80

90

-0.5 -1 -1.5 -2

Heel angle (degree)

Figure 7.2: GZ curve obtained for Fully loaded condition 7.4 SATISFYING STABILITY CRITERIA According to DNV- High speed crafts [2], the crafts should pass the following for both cases in order to be approved as stable vessel. The Table 7.2 and 7.3 shows the stability criteria and the status of the vessel.

Table 7.2: Stability criteria status of the vessel for Lightship condition Obtained Criteria Values The righting arm at 30° heel is to be minimum 0.20 meters.

1.03 m The maximum value of the GZ-curve shall occur at an angle not 30 deg smaller than 25° The GZ curve shall normally be positive up to 50° of heel.

Till 50 deg Table 7.3: Stability criteria status of the vessel for Fully loaded condition Obtained Criteria Values The righting arm at 30° heel is to be minimum 0.20 meters.

1.17 m The maximum value of the GZ-curve shall occur at an angle not 30 deg smaller than 25° The GZ curve shall normally be positive up to 50° of heel.

Till 60 deg

Status Pass Pass Pass

Status Pass Pass Pass

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CHAPTER 8 FREEBOARD CHECK, EQUIPMENT NUMBER AND TECHNICAL SPECIFICATIONS 8.1 GENERAL Freeboard of the vessel is to be checked. Equipment number is found out using class rules to find out the anchor and stud chain. Once all the calculations are finished, the vessel’s technical specifications are prepared.

8.2 FREEBOARD CHECK Freeboard calculations are carried out to ensure that the sufficient freeboard is available on the vessel. According to the class rules the freeboard is not to be less than 200mm [2], Figure 8.1 shows the freeboard height of the vessel and it also satisfies the requirement.

Figure 8.1: Freeboard height of the vessel.

8.3 EQUIPMENT NUMBER CALCULATION Equipment number is a dimensionless parameter used to determine the size and number of anchors and chain cables for a new vessel. The equipment number is calculated as per DNV rules [2]. Based on the equipment number which is found out to be 62.5, the anchor and chain cable specifications are found out which are as follows,  Mass of anchor – 171 kg  Length of stud chain cables – 130 m  Diameter of the cable 14 mm  Minimum breaking strength of rope – 82 kN 31

8.4 TECHNICAL SPECIFICATIONS  Vessel type: Catamaran ferry  Length Overall (LOA): 16 m  Breadth (B): 6 m  Draft (T): 0.92 m  Depth (D): 1.86 m  Displacement: 12.4 tons  Maximum Speed: 22 knots  Cruising Speed: 20 Knots  Route: Chennai to Nagapattinam via Pondicherry  Passengers: 75  Crew: 3  Endurance + margin = 3 + 1  Classification society: DNV-GL  Material: FRP  Main engine: 2 x Volvo Penta D3-220A  Generators: 2 x C2.2 49.9 kw  Ventilation: Fully air conditioned  Propulsion: Stern drive  Fuel capacity: 471 liters

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CHAPTER 9 SUMMARY AND CONCLUSION 9.1 SUMMARY Techno-economical vessels are now predominantly attractive among the owners. Since it’s the designer’s responsibility to make a design in such as way that the vessel is equipped with good technology as well as affordable to the owners. And since it’s a passenger vessel the safety is a predominant concern. Therefore; a preliminary design of a catamaran ferry is carried out on the basis of the requirement given by the owner.

Various hull form of the recently built catamaran with the reverse bow has been referred and a new hull form has been created based on the dimension obtained by the preliminary general arrangement and parentship analysis. The resistance is run for all the hull models to estimate the best hull among all.

The initial hydrostatic and stability calculations are performed by using software ensuring that the hull is stable at intact condition. And then the suitable engine for the vessel is selected and the fuel required for the voyage is calculated along with the fuel capacity calculations. Fuel capacity is completely based on the endurance range of the voyage. Since the passenger vessel seating space as already defined and having passenger comfort as a concern the general arrangement plan is made thus producing a proper 3D model of the vessel.

Scantling calculations are performed for the vessel to determine its structural stability with the help of classification societies requirements. The material required for constructing the vessel has been estimated along with cost estimation. The equipment number is found out to determine the anchor and rope specification for the vessel.

9.2 CONCLUSION This project contains the preliminary design steps carried out to design a catamaran ferry carrying 75 passengers. The same process also can be applied to design other vessels. And this can be also further continued for the detailed design process.

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9.3 FUTURE WORK This project consists of the preliminary design of a yacht in techno-economical manner. In future much more technological equipment’s and other aspects such as installation of bow thruster, diesel electrical engines, installation of solar panels etc. which are practical and economical to the vessels can be made.

REFERENCES [1] Anthony F. Molland 2011, Ship Resistance and Propulsion.

[2] DNV Standard for certification no. 2.21 craft, April 2010 [3] David G.M. Watson 1998, practical ship design.

[4] E. C. Tupper 2004, Introduction to Naval Architecture, Fourth Edition.

[5] Ted Brewer,1993, Understanding Boat Design, McGraw-Hill Book Camden, Maine [6] Larsson & Eliasson 2000, Principles of Yacht design, Second edition.

[7] Insel, M, Molland, A F 1992, An investigation into the resistance components of highspeed displacement catamarans, The National Academies of Sciences, Engineering, and Medicine 500 Fifth Street, NW Washington, DC 20001.

[8] Passenger Ferry Accidents in Bangladesh: Design and Socio-economic Aspects, 2007, Kho Shahriar Iqbal, Kazuhiko Hasegawa, Et. All [9] John M. Almeter 1993, Resistance Prediction of Planing Hulls: State of the Art, Marine Technology [10] International Organization for Standardization ISO 12217-1:2002(E) [11] David W. Taylor 1997, Small craft design guide, Naval ship research and development center, Bethesda, Maryland 20084.

[12] S.C. Misra 2016, Design Principles of ships and marine structures, Taylor & Francis Group 6000 Broken Sound Parkway NW, Suite 300 Boca Raton, FL 33487-2742 [13] Manuel Ventura, Estimation Methods for Basic Ship Design.

[14] J. Wang & S. McOwan 2010, Fast passenger ferries and their future, Liverpool John Moores University [15] Choeng Hoon Choi, Sungju Yu & et.all 2016, Development and demonstration of PEM fuel-cell-battery hybrid system for propulsion of tourist boat, Keumha Naval Technology, KNN Tower, 30 Centumseo-ro, Haeundae-gu, Busan 612-020, Republic of Korea

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[16] S Asapana & P Sahoo 2016, Resistance predictions for asymmetrical configurations of high-Speed catamaran hull forms, Florida Institute of Technology, USA [17] Jens Kirkegaard, Henrik Kofoed-Hansen and Berry Elfrink 1999, Wake wash of highspeed craft in coastal areas, Danish Hydraulic Institute, Agern Alle 5, DK-2970 H0rsholm, Denmark.

[18] H. Schneekluth and V. Bertram 1998, Ship Design for Efficiency and Economy, Butterworth-Heinemann Linacre House, Jordan Hill, Oxford OX2 8DP, 225 Wildwood Avenue, Woburn, MA 01801-2041 [19] Webpage: www.boatdesign.net [20] Webpage: www.sciencedirect.com [21] Webpage: www.graingerdesigns.net [22] Webpage: www.boats.com [23] Webpage: www.britannica.com [24] Webpage: www.yachtcharters.com.au [25] Webpage: www.ferryseat.com [26] Webpage: www. muldermotoren.com [27] Webpage: www.Catapillarengines.com

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