SHIP DESIGN I

SKMO3523
SECTION 1

PROJECT REPORT
LINES PLAN

BULK CARRIER
GROUP NO. 1
A4 MARINE CORP.

PREPARED BY:
ABDUL RAHMAN BIN JAAFAR (B12KM0002)
AMIRUL AKIF BIN ABDUL AZIZ (A12KM0242)
AHMAD ZUHAIRI BIN ABDOLLAH (A12KM0152)
ADELINA STEVEN (A12KM0151)

PREPARED FOR:
DR. KOH KHO KING
MR. YAHYA BIN SAMIAN

SUBMISSION DATE:
MAY 17TH, 2015

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 TABLE OF CONTENTS

UNIT ITEMS PAGE

TITLE PAGE 0
TABLE OF CONTENTS 1
1 INTRODUCTION 3
2 OBJECTIVES 3
3 DESIGN PROCEDURES 4
3.1 FLOW CHART 4
3.2 MAIN PARTICULARS DATA 5
3.3 THE BOW AND STERN 5
3.3 MAXSURF’S SAMPLE DESIGN 6
4 DESIGN STEPS USING MAXSURF 7
4.1 PARAMETRIC TRANSFORMATION 8
4.2 FRAME OF REFERENCES AND ZERO POINT 8
4.3 DESIGN GRID 9
4.4 ADJUSTING CONTROL POINTS 10
4.4.1 PROFILE VIEW 10
4.4.2 BODY PLAN VIEW 11
4.4.3 PLAN VIEW 12
4.5 HYDROSTATICS AT DWL 13
5 PRELIMINARY HULL FORM DESIGN 14
5.1 PRIMARY DESIGN 14
5.2 SECONDARY DESIGN 15
5.3 TERTIARY DESIGN 16
6 FINALIZED HULL FORM DESIGN 17
7 DESIGN SELECTION 18
8 CONCLUSION 19
9 REFERENCES 20
APPENDICES 21

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 UNIT 1

INTRODUCTION

The lines plan or lines drawing consist of projections of the intersection of the
hull with a series of planes. The planes are equally spaced in each of the three
dimensions. A lines plan is now needed for a number of reasons. One of it be so that a
General Arrangement plan can be drawn. It is also needed to take of quantities and used
for weights, centers of gravity and cost estimates. The cargo spaces and tanks also can
be arranged and their capacities checked. Lines plan also needed to calculate the
hydrostatics and check its trim and stability. The tank then can be used as the basis for
model tests. Therefore, the lines plan has to meet a large number of different objectives
all of which will have been set by the stage in the design at which it is drawn.
Since the computer became widely available, it has been used for a variety of
engineering purposes. In designing, it can be used to design the shape of the hull as
well. Many different types of software is developed in ship designing for examples
Maxsurf, DELFTship, hydronship, AVEVA, etc. We will be using the Maxsurf
Modeler Advanced for our report to come up with the lines plan of a bulk carrier from
the main particulars which has been determined previously.
These report will includes the procedures taken when designing a hull form
using the software mentioned above. All the consideration is also stated and explained
in detail and the final results is concluded to properly fit the owners’ requirement based
on the main particulars developed.

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 UNIT 2

OBJECTIVES

The objectives of these part of the report are:

I. To discuss on engineering design concepts to relate to hull form design process
from the previously determined values of main particulars.
II. To utilize the Maxsurf Modeler Software in designing a hull form based on the
basic design provided.
III. To evaluate the validity of the hull form design from its hydrostatic particulars.

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 UNIT 3

DESIGN PROCEDURE

In this part, we will be discussing in details of the steps in determining the hull form
design of new design bulk carrier by using Maxsurf Modeler software. Shown below
were the flowchart of methodologies as how the process has taken place. Followed in
the next sections were the main particulars data previously determined of the bulk
carrier, consideration for the bow and stern of hull form design and the sample design
retrieved from Maxsurf Modeler software data.

3.1 FLOW CHART

Figure 1: Hull Form Design Process.

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3.2 MAIN PARTICULARS DATA
Below are the main particulars of the bulk carrier that were retrieved from the previous
main dimensions report. This data will be used as a basis dimension to design the hull
form using the Maxsurf Modeler. After the hull form design is completed, the very
same data is used to evaluate its validity by comparing it to the hydrostatics at DWL
calculated from Maxsurf.

Table 1: Main Particulars of Bulk Carrier.

MAIN PARTICULARS VALUE
Length, L 235.68 metres
Breadth, B 37.71 metres
Depth, D 20.06 metres
Draught, T 14.24 metres
Speed, V 18 knots
CB 0.80
Displacement, Δ 104 294.48 tonnes
Volume (Displaced) 101 750.71 tonnes

3.3 THE BOW AND STERN

The first decision to be taken in relation to the bow is whether to fit a ‘normal’ or a
‘bulbous’ bow. A normal bow is cheaper to manufacture and a bulbous bow should
only be fitted if doing so will reduce the resistance and thereby either increase the speed
or reduce the power required and with it the fuel consumption. To decide on this, we
will have to take a look at the figure below.

Figure 2: The combination of Froude number and block coefficient.

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 𝑉 18𝑘𝑛𝑜𝑡𝑠 × 0.5144
𝐹𝑛 = = = 0.19
√𝑔𝐿 √9.81 × 235.68
With block coefficient, CB of 0.8, the intersection between calculated Froude Number
and CB falls in the range of ‘Bulbous bow superior’ which means having a bulbous bow
will provide advantage to the bulk carrier in term of economy and performance.
Bulbous bow comes in a variety of shapes and sizes. For our hull form design, we
decided on bow configuration of ‘Deeply Submerged Ram’ since the Maxsurf Modeler
already provided one of those sample design.
Meanwhile, according to D.G.M Watson’s Practical Ship Design, the sterns have to be
considered in relation to the following roles:
I. Accommodation of the propeller with good clearances that will avoid propeller
excited vibration problems
II. Provision of good flow to the rudder to ensure both good steering and good
course stability
III. Termination of the ships waterlines in a way that minimizes separation and
therefore resistance
IV. Termination of the ships structure in a way that provides the required supports
for the propeller and rudder plus the necessary space for steering gear, stern
mooring and towage equipment etc. and is economical to construct.

3.4 MAXSURF’S SAMPLE DESIGN

Sample design of a bulker retrieved from the Maxsurf Modeler Advanced is simplified
only to display its hull form design as shown in Figure 3 below.

Figure 3: Bulker Sample Design Maxsurf Modeler.

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 UNIT 4

DESIGN STEPS USING MAXSURF

After deciding on the general hull form design and the sample design of bulker from
Maxsurf Modeler, we will continue with the next step which is modifying the basis ship
into our own by calculating and changing the numerical data that defines the design.
The following section will discuss in detail of these procedures.

4.1 PARAMETRIC TRANSFORMATION

By activating the Parametric Transformation dialog, the existing bulker design can be
manipulated to fit the main dimension of our own ship. From the Data/Parametric
Trasformation menu, we will ‘Search For:’ the ‘Block Coefficient’ of 0.8 and ‘Scale
To:’ ‘Length on DWL’, ‘Beam on DWL’, and ‘Immersed Depth’ of 235.68m, 37.71m
and 14.24m respectively. Clicking the button ‘Search’ will gives the following dialog.

Figure 4: Parametric Transformation Dialog Box.

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4.2 FRAME OF REFERENCES AND ZERO POINT
The function ‘Frame of Reference’ allows to set the positions of the Fore and Aft
Perpendiculars, the DWL and the Baseline of the design. The Midship position is
altered indirectly since it is assumed to be the midway between the Fore and Aft
perpendiculars. All values are entered relative to the Zero Point. The ‘Zero Point’
function sets the longitudinal and vertical reference point for all measurements.
From the ‘Data/Frame of Reference’ menu, we will need to ‘Find Base’ from
the ‘Vertical Datum’ section first. The ‘DWL’ is then set to 14.24m. At the section
‘Longitudinal Datum’ section, the ‘Aft Perp.’ and ‘Fwd Perp.’ is ‘Set to DWL’. The
‘Zero Point’ is set to the position of one of the elements in the ‘Frame of Reference’.
Once, the ‘OK’ button is clicked, the ‘Zero Point’ will be automatically updated in the
‘Frame of Reference’ dialog box. The values generated by the Maxsurf Modeler is as
in the figure below.

Figure 5: Frame of Reference and Zero Point Dialog Box.

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4.3 DESIGN GRID
From the ‘Data/Design Grid’ menu, the positions of ‘Sections’, ‘Waterlines’, ‘Buttocks’
and ‘Diagonals’ is specified. Here, only the ‘Sections’ position will be discussed since
the steps of editing those other three is the same. First, the ‘Sections’ is ‘Delete’ since
the data basis of the number of sections is excessively provided. A number of 32 section
is deleted, leaving the bulker with 30 stations labelled from ‘st 1’ to ‘st 30’. Next, from
the ‘Space’ button, we will decide on how the sections will be distributed. The ‘Space
Stations’ is distributed ‘Evenly between Perpendiculars’. By clicking ‘OK’, the
Maxsurf Modeler will automatically calculated the ‘Station m’ distance from midship,
where the ‘Zero Point’ is previously indicated.
Figure below shows the steps of these procedures. The same steps will be used
to determine the’Buttocks’, ‘Waterlines’ and ‘Diagonals’ distribution along the bulker
dimension.

Figure 6: Design Grid Dialog Box (a), Delete Sections Dialog Box (b) and Space
Dialog Box (c).

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4.4 ADJUSTING CONTROL POINTS
Specific functions in Maxsurf Modeler to manipulate the shape of the hull form is to
work with markers, curves and/or control points. For these report, the control point tools
are used to manipulate a control point or a group of control points to achieve the desired
surface shapes. The adjustment of these control points are made on the profile view,
body plan view and plan view as discussed in the sections below. Adjusting the control
points in ‘Perspective’ window is not recommended as it is hard to moves the point in
three dimensional.

4.4.1 PROFILE VIEW

The profile displays the hull as seen from the Starboard side, with the bow to the right.
It is considered to be the most important process of modifying the control points. The
ship parts modified here includes bow at forward peak, size and spaces available for the
required propeller at aft peak, machinery space and the cargo hold at the middle section.
The position for propeller and rudder is first specified by the ‘AP’ indicator.

Figure 7: Foreshortens Display of Profile View.

The bulk carrier is ‘Compress’ so the display of the surface is foreshortens to

aid the fairing of long slender hull. To modify the control points, instead of moving it
at the window, it can be modified by entering the coordinates of the ‘Control Points’ in
‘Properties’ panel. The movement of these control points is dependent to the ‘Zero
Point’. The ‘Long. Pos. m’ and ‘Height m’ is the two coordinates to define the new
position of ‘Control Points’.

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4.4.2 BODY PLAN VIEW

Figure 8: Body Plan of Bulk Carrier.

The body plan displays the transverse section as seen from aft of the model. Starboard
is on the right of the centerline and Portside on the left. The number of sections and
their longitudinal positions is specified here. The control point adjustment at body plan
view is done for stern, upper and lower midsection of the hull, bowcone, bulwark, bulb
and deck.

Figure 9: Control Box of the Body Plan Window

In the top right hand corner of Body Plan window is the control box containing a
miniature view of the plan shape of all currently visible surfaces. These control box
allows us to specify precisely what part of the surfaces we wish to view or modify, by
allowing to select different cross sections and column of control points in that surface.

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4.4.3 PLAN VIEW

Figure 10: Full Foreshortens Display of Plan View.

The plan view displays the hull form design as seen from below, with Starboard
above the centerline and Portside below. As seen from Figure 11, the outermost dark
line is the upper deck of the bulk carrier while the red one is the designed waterline
(DWL).
The ‘Control Points’ modified here by moving them along the ‘Offset m’ in
‘Properties’ panel. Only half hull of the starboard side will be displayed since the
surface are symmetrical. By displaying the net, which can be done when clicking
‘Display’, ‘Net’ and ‘Show Net’, the hull shape can also be modified on this ‘Plan’
window.

Figure 11: Half Foreshortens Display of Plan View.

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4.5 HYDROSTATICS AT DWL
The ‘Calculate Hydrostatics’, in the ‘Data’ menu compute the upright hydrostatics at
the design waterline. More sections are used for the computation as the precision is
increased. As well as the normal hydrostatics, the righting moment at one degree is also
given. The ‘VCG’ and ‘Density’ can be change and ‘Recalculate’ to gives a new value.
Table 2 below are the ‘Hydrostatics at DWL’ at 14.24m. When using these dialog,
Maxsurf Modeler displayed the sections used to calculate the hydrostatic properties in
the window in the background.

Table 2: Hydrostatics at DWL.

Measurement Value Units
Displacement 104498 t
Volume (displaced) 101949.613 m^3
Draft Amidships 14.240 m
Immersed depth 14.240 m
WL Length 238.840 m
Beam max extents on WL 37.710 m
Wetted Area 13286.482 m^2
Max sect. area 526.955 m^2
Waterpl. Area 8025.258 m^2
Prismatic coeff. (Cp) 0.810
Block coeff. (Cb) 0.795
Max Sect. area coeff. (Cm) 0.981
Waterpl. area coeff. (Cwp) 0.891
LCB length -116.885 from zero pt. (+ve fwd) m
LCF length -122.745 from zero pt. (+ve fwd) m
LCB % -48.939 from zero pt. (+ve fwd) % Lwl
LCF % -51.392 from zero pt. (+ve fwd) % Lwl
KB 7.506 m
KG fluid 0.000 m
BMt 8.344 m
BML 310.089 m
GMt corrected 15.850 m
GML 317.594 m
KMt 15.850 m
KML 317.594 m
Immersion (TPc) 82.259 tonne/cm
MTc 1408.183 tonne.m
RM at 1deg 28906.053 tonne.m
Length:Beam ratio 6.334
Beam:Draft ratio 2.648
Length:Vol^0.333 ratio 5.113
Precision High 114 stations

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5 PRELIMINARY HULL FORM DESIGN

From the beginning of the hull form design procedures, each group members is assigned to come up with owns lines plan design. All four
preliminary design is then compiled and shown as below.

5.1 PRIMARY DESIGN

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5.2 SECONDARY DESIGN

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5.3 TERTIARY DESIGN

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 UNIT 6

FINALIZED HULL FORM DESIGN

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 UNIT 7

DESIGN SELECTION

The design selected for the bulk carrier is made under a few criteria that need to be
fulfilled. The criteria includes:
I. Deadweight of the bulk carrier
The bulk carrier is designed to carry a total of 85000 tonnes of fine clay. As
calculated in ‘Main Particulars’ previously, the total displacement of the bulk
carrier are 104294.48 tonnes. Compared these value with the hull form design
‘Hydrostatic at DWL’ data generated by Maxsurf Modeler, which were 104498
tonnes, the absolute error are only 0.195%. Same goes with comparison between
the ‘Volume (Displaced)’ of 101750.71 tonnes and 101949.613 tonnes
respectively. To conclude on these matter, the hull form designed from Maxsurf
Modeler fulfils all the supposed ‘Main Particulars’ of the fine clay carrying
bulker.
II. Route of the bulk carrier
Departing from Jurong Port, Singapore, these bulk carrier will be making her
way through the South China Sea to the next port of call which is the Port of
Jeju (Cheju), South Korea. The conditions of its route is a mix of rough and
calm sea depending on the weather by the time it operates.
III. Resistance on the hull form
Since the bulk carrier will be making a lengthy ballast voyages between ports,
it will need to use their full power on this leg. The availability of a bulbous bow
will generally help to reducing pitching and the amount of water shipped on the
fore peak. Besides, the effect of wave-making resistance can also be reduced
and on the other hand reduced the power needed to operate by the engine.

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 UNIT 8

CONCLUSION

Having been able to come up with a lines plan of a bulk carrier is a crucial part of ship
designing process. Through these report, we have discussed on engineering design
concepts related to the hull form process by using the data acquired from the main
particulars of a bulk carriers. The Maxsurf Modeler is also put in good use to ease with
the drawing process of the bulk carrier. The design is done based on the basis ship
provided in the software itself. The bulk carrier hull for design is also validated from
its hydrostatic particulars to ensure it does fits the previous requirement by the client.
In the end, the lines plan of the bulker is presented with a proper profile, plan and body
plan view along with its half-breadth offset tables.

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 UNIT 9

REFERENCES

Watson, D.G.M (1998). Practical Ship Design. The Netherlands: Elsevier Science
Limited.
Dr. C.B. Barrass (2004). Ship Design and Performances for Master and Mates. Great
Britain: Charon Tec Private Limited.
Bentley Systems, Incorporated (2013). Maxsurf Modeler Windows Version 19: User
Manual.
Lamb, Thomas (2004). Ship Design and Construction. United States: The Society of
Naval Architects and Marine Engineers.
H. Schneekluth and V. Bertram (1998). Ship Design for Efficiency and Economy. Great
Britain: Butterworth-Heinemann.
Hoyle, J. W., Cheng, B. H., Hays, B., Johnson, B. and Nehrling, B. (1986). A Bulbous
Bow Design Methodology for High Speed Ships. Trans. SNAME
Molland, Anthony F. (2008). The Maritime Engineering Reference Book: A Guide to
Ship Design, Construction and Operation. United States: Butterworth-
Heinemann.

http://marinewiki.org/index.php/Lines_plan
http://global.britannica.com/EBchecked/topic/540931/ship-construction/66759/The-
lines-plan-and-fairing

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 APPENDIX A
(Table of Offsets (Half-Breadth) in Meters)

Table of Offsets (Half Breadth) in Meters

Waterline Name and Distance from Baseline in meters
Waterline
BL WL 1 WL 2 WL 3 WL 4 WL 5 WL 6
Station
0.0 15.124 12.603 10.082 7.562 5.041 2.521
AP 0.000 0.000 0.000 0.000 0.000 2.273 10.001 11.503
1.0 8.729 0.000 0.037 0.000 1.364 7.086 11.335 13.157
2.0 17.458 0.000 1.709 2.562 7.332 11.257 13.621 14.894
3.0 26.187 0.000 4.801 8.860 12.500 14.695 15.840 16.511
4.0 34.916 0.000 10.317 14.435 16.202 17.029 17.462 17.732
5.0 43.644 0.000 15.344 17.530 18.096 18.291 18.405 18.481
6.0 52.373 0.000 17.605 18.685 18.747 18.771 18.786 18.797
Station Name and Distance from Station 0 in Meters

7.0 61.102 0.000 18.186 18.851 18.852 18.853 18.853 18.853

8.0 69.831 0.000 18.305 18.855 18.855 18.855 18.855 18.855
9.0 78.560 0.000 18.342 18.555 18.855 18.855 18.855 18.855
10.0 87.289 0.000 18.355 18.555 18.855 18.855 18.855 18.855
11.0 96.018 0.000 18.360 18.555 18.855 18.855 18.855 18.855
12.0 104.747 0.000 18.362 18.555 18.855 18.855 18.855 18.855
13.0 113.476 0.000 18.362 18.555 18.855 18.855 18.855 18.855
14.0 112.204 0.000 18.362 18.555 18.855 18.855 18.855 18.855
15.0 130.933 0.000 18.362 18.555 18.855 18.855 18.855 18.855
16.0 139.662 0.000 18.361 18.554 18.854 18.855 18.855 18.855
17.0 148.391 0.000 18.356 18.850 18.851 18.852 18.852 18.852
18.0 157.120 0.000 18.335 18.335 18.839 18.841 18.843 18.844
19.0 165.849 0.000 18.276 18.794 18.805 18.812 18.817 18.821
20.0 174.578 0.000 18.132 18.692 18.722 18.739 18.752 18.764
21.0 183.307 0.000 17.782 18.443 18.519 18.564 18.596 18.626
22.0 192.036 0.000 16.924 17.815 18.016 18.130 18.212 18.287
23.0 200.764 0.000 14.965 16.269 16.804 17.085 17.285 17.461
24.0 209.493 0.000 11.371 13.064 14.229 14.841 15.263 15.611
25.0 218.222 0.000 6.522 8.136 9.663 10.746 11.471 12.029
26.0 226.951 0.000 3.582 2.653 3.680 4.641 5.486 6.175
FP 235.680 0.000 1.948 0.318 0.000 0.000 0.000 0.278

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APPENDIX B
(Lines Plan)

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