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DESIGN OF ROLL ON ROLL OFF FERRY FOR YANGON PORT

3.1. The Ship Design Procedure.

The broad ship design requirements, which are necessary to ensure that the
ship can support the overall mission objectives, must be translated into specific ship
performance capabilities by marine engineers and naval architects. Inputs from other
perspectives, such as owner preferences, must also be considered. In-depth analyses
that may involve many disciplines are required to provide confidence that the ship
design requirements will support the mission objectives. The analysis of these criteria,
which leads to a synthesis of mission requirements and constraints, takes the form of
an iterative process entailing successive steps of reassessment and adjustment. Most
ship design requirements are interdependent and cannot be analysed without
considering the others. Investigations may demonstrate that some of the basic ship
requirements are not feasible, and a change in the overall strategy is necessary. In the
event of such a change, all of the ship design requirements must be re-evaluated to
ensure that a balanced set of ship design requirements is maintained.
The procedure used by marine engineers and naval architects to translate the
ship design requirements into spiral. The traditional method of illustrating the ship
design procedure represents the process as a reiterative series of engineering and
design activities that proceed through progressively more definitive phases and spiral
inward to a solution. As the ship design develops and progresses through the inner
stages, the feasible range of each decision becomes more restricted and the
engineering analyses become progressively more detailed.
The ship design process is generally considered to progress through four
stages, namely, conceptual design, preliminary design, contract design, and detailed
design. Each of these design stages is band of engineering activity that is separated
from other bands of activity by an approval of the preceding stage or by some other
authorizing action. The design stages are shown separated because there is no
assurance that design conditions can be developed that will satisfy all of the
requirements established for any stage. Instead, in some cases, no amount of analysis
and reassessment will result in a ship design that satisfies the established criteria and
is acceptable to those with the authority to initiate the next stage. The authorization to
proceed to a subsequent stage is normally in the form of a formal approval or contract
award. These authorizations are significant events because not only do they constitute
the acceptance and conclusion of that stage, but they also initiate the authorization to
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expend the resources required to execute the next stage. While the conceptual design
stage may be performed by a small group of people for a few hundred man-hours,
each subsequent stage may entail an order-of-magnitude increase in engineering
effort. The award of a ship construction contract is normally the authorization to
proceed with the detail design stage.
The ship design process begins with a definition of the ship design
requirements. Based upon the required payload delivery schedule, limiting hull
dimensions (e.g., draft restrictions), and other stipulations stated as the ship design
requirements for commercial ships, the hull form and dimensions of candidate ship
designs can be determined. From these, with further modifications and compromises,
the most economical ship design may be established by using procedures such as
those outlined in reference 2. However, before the dimension, form, and
characteristics of a candidate ship can be established, as-yet unknown secondary data
concerning the machinery space, fuel consumption, and other engineering features
must be available. To overcome this seemingly impossible situation, and to permit the
analysis to proceed, the unknown characteristics must be initially approximated and
later refined as the analysis progresses. Estimates that are based on sophisticated and
time-consuming analytical procedures may not be warranted during the formulative
phases of a design analysis because the supporting data may change and nullify the
results obtained. Parametric studies of similar ship designs, and other overall methods
of comparison, are generally adequate, and are more appropriate for early
approximations. Of course, as the design analysis progresses and the supporting data
become more firm, increasingly rigorous analytical procedures become appropriate.
During the conceptual design stage, feasibility studies are conducted, usually
by a small group of people, to identify alternative ship configurations that might
satisfy the ship design requirements. This study effort may require the development of
an array of alternative design configurations that involve various combinations of the
number and size of ships and ship speed, specialized hull forms, and optional
propulsion and machinery concepts. All of the ship features indicated on Fig. 2 may
not be analysed to the same depth for each candidate ship configuration, since
reasonable approximations for some features may be adequate for the intended
purpose. However, during the conceptual design stage, the number of alternative
configurations is narrowed to those with combinations of principal characteristics that
have the best potential for satisfying the cost and performance.
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The products of the conceptual design stage gei include: hull dimensions
and propulsion power requirements; general arrangement drawings and an inte
location of space by function (e.g., machinery cargo or combat systems volume, crew
accommodation an estimate of total manning requirements; a high light-ship weight
estimate (i.e., the weight of the outfitting, and machinery); an estimate of const costs;
and similar high-level characteristics. The conceptual design serves as a basis to
determine the v of the overall ship acquisition program and to i, candidate alternative
concepts, such as optional t, propulsion plants to be evaluated in the preliminary
design stage, which follows.
The conceptual design stage may continue for ar ber of iterations around the
band indicated on In fact, the ship design requirements may proved, impracticable as
initially specified, in which event would be curtailed during this stage. If, inst
acceptable, balanced conceptual ship design is demand approved, then authorization
to proceed with the preliminary design stage may be given.
The preliminary design stage entails more analyses and, therefore, requires a
much great engineering and design effort than does the conceptual Trade-off studies
are made during the preliminary design stage to evaluate the relative merits of the
various alternative ship systems. Once a reasonably definitive preliminary design has
been developed, a tentative listing of the machinery components may be developed.
Tables 1 and 2 list types that were prepared for a 42,000-dwt products tanker. In
addition, preliminary sketches that depict the arrangement of major components and
the larger and more important auxiliary units may be prepared. Many aspects of the
ship design remain tentative during this stage, and it is essential that each member of
the design team maintain close communications with all others. For example, changes
in the hull form or dimensions may result in a required change in the' rating of the
propulsion plant or plant configuration. During the preliminary design stage, the ship
design is developed to the extent necessary to ensure that it is technically sound and
can meet all of the ship design requirements. When an acceptable preliminary ship
design has been confirmed and approved, the development of a contract design may
be authorized.
While the basic design characteristics of the ship are generally defined at the
completion of the preliminary design stage, the design and performance parameters
are not developed in sufficient detail to serve as a basis for a construction contract.
During the contract design stage, the objective is to develop the ship design in
sufficient detail to permit a shipbuilder to have a clear understanding of the significant
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ship features and to estimate accurately the cost of building the ship. This requires a
full definition of the ship's features and is a major engineering effort. For merchant
ships, the invoked requirements of the classification societies, such as the American
Bureau of Shipping or Lloyd's Register of Shipping, as well as the requirements of the
regulatory bodies, such as the United States Coast Guard and the Public Health
Service, establish minimum requirements. The General Specifications for Building
Ships for the RO RO Ferry provide a corresponding base for RO RO ships. Contract
designs are usually performed by shipyards that have engineering departments
sufficiently large and experienced, or by independent design agents.
Some details of a ship design are not readily described in words; examples are
hull lines, space arrangements, and piping schemes. In such cases, contract drawings
or contract guidance drawings may be prepared. Contract drawings describe precisely
the design desired by the owners, and the shipbuilder must deliver a design that
conforms to that described; hull lines are often specified in this way. Contract
guidance drawings, on the other hand, are usually not contractually obligatory but
only illustrate a design that is acceptable to the owner. The shipbuilder is expected to
closely analyse contract guidance drawings and consider design alternatives to ensure
that the design is proper. The contract design products typically include a set of
contract specifications and drawings, the results of preliminary model tests, a list of
machinery and equipment (including estimated ratings), and a contract weight
estimate.
Ship specifications describe the work to be done and the performance
expected; and they define standards of design, construction, materials, and
workmanship. The preparation of a contract design package requires a thorough
knowledge of the ship, the ability to discriminate between the essential and the trivial,
a habit of thoroughness and accuracy, and a talent for clear, concise presentation. A
contract design package is developed in sufficient detail to fully define the ship;
however, unessential restrictions must be avoided, so as to accommodate acceptable
alternative approaches that are compatible with construction procedures found to be
most effective by the shipbuilder.
Design standards, which may be either a fully specified design for components
that are used repeatedly, or a parametric definition of elements that with variations
have multiple applications, are effective supplements to ship specifications. Standards
are well known and accepted by the industry, and they avoid the necessity for
redundant specification words. Descriptions of systems must state the essential system
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characteristics and may include specific descriptions of equipment where essential.

Citing a specific manufacturer's product could avoid the necessity for a long, detailed
description; but doing so has the undesired effect of limiting competition.
To complete the contract design phase, several iterations around the contract
design band indicated on Reference 2 are required, until all aspects of the ship's
characteristics are proven to be mutually compatible. The significant ship
characteristics desired must be accurately reflected in the contract design package
because subsequent corrections might disrupt other design work previously
completed. This could necessitate a contract change with the shipbuilder, usually
incurring additional expenses.
The detail design stage is initiated after the completion and approval of the
contract design package, and usually begins immediately after the award of a
construction contract. The shipbuilder usually conducts the detail design, but an
independent design agent may perform it. During this stage, working drawings and
other data required to construct the ship are developed. As indicated by Ref .26, this is
the final design stage, and all of the major design decisions (such as the selection of
the types and ratings of machinery) have-already been made and confirmed as
satisfactory. However, a large volume of engineering and design work remains to be
done to ensure that distributive systems can accomplish their intended functions, that
individual components are technically adequate, that stress levels are within
acceptable limits, that acoustic objectives are met, that regulatory body and
classification society rules are satisfied, and that unambiguous installations are
available to the construction tradesmen (usually in the form of working drawings and
supporting data). To the extent that the preceding stages of the design process have
been accomplished properly, the detail design phase is a relatively straightforward,
but nonetheless challenging, process.

3.2. ROLL ON -ROLL OFF Ferry design.

In the paragraph 3.1 the ship design procedure is mentioned completely. The
structural design of RO RO IV is base on the American Bureau of Shipping, Rules for
building and Classing 1995 (Steel Vessels for Service on Rivers and Intracoastal
Waterways) and Lloyd's Register of Shipping Rules and Regulations for the
construction and classification of Inland Waterways Vessels. The calculation is shown
in Appendix (2). The RO RO Ferry will deploy in Myanmar water and registration is
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necessary in compliance with Regulations laid down by the Department of Marine

Administration. The plans, drawings and design are submitted before the construction
to Marine Authority and construction commence after approval. During the
construction the government surveyor visit several times to RO RO Ferry and inspect
the hull structure and machineries installation with submitted drawings. Also surveyor
conducts the hydraulic survey of the hull on the building berth. During this inspection
hull components are inspected such as size, thickness and quality of steel. After
launching, Stability test are carried out with sufficient deadweight. The dead weight
surveys are performing during this test and assess the safety standard of the vessel.
The yard trial is performed after stability test and official test trial is carried with
several officials from various departments. The speed, manoeuvrings, crabbing
ability, engine load, loading and unloading tests are conducted during the official trial.
After conduct the series trial, final survey for inspection undertaken by the officials of
Marine Administration Authority. All this procedure is performed within two weeks
in Dalla Dockyard and Yangon River.

3.3. Computer Developments and the Naval Architect.

Those who have attained some familiarity with computer operation and
application have subsequently learned that they must continually keep abreast of
developments or rapidly fall behind, not only in regard to programming skills but also
even with respect to the terminology. The progress in hardware has been phenomenal,
but most naval architects have properly decided that their interest is in using the
computer and are willing to permit specialists to design the computers. However,
advent of graphical input—output devices, for example, cannot help but affect the
manner in which naval architect relate to the computer. The concept of time sharing
(multiple simultaneous use of the computer from remote consoles) is just achieving
popularity as this is written and surely will result in wider computer usage. These
brief remarks on the use of computers in naval architecture calculations, however,
need not involve the tremendous advances in computer technology, some of which
now seem sensational, even though many of these in time change the practice of naval
architecture.

It is important, though, to mention here the more immediate progress in the

development of problem-oriented languages and optimization techniques for
engineering design. As an example, STRESS (STRuctural Engineer- Systems Solver)
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consists of a language that describes problem and a processor or computer program

that accepts problem descriptions in this language and produces the requested results.
The communication with the computer approximates as much as possible the
engineer’s language and is in essentially the terms which one engineer would use in
instructing another. There are other examples (GMR DYANA, for dynamic system
has achieved relatively wide usage) and it appears that the trend is to more such
systems. While some naval architects are now familiar with programs of this type; the
majority are not. That they will become. So seems certain, and that similar special
systems for use particularly by naval architects will be developed also seems equally
certain.

Another aspect of computer utilization, at – present only indirectly related to

naval-architecture calculations, is the increasing -control of shipbuilding fabrication
procedures by computer, notably the control of flame cutting burners after input data
have been received, perhaps in polynomial form or as a detailed set of offset tables.
As the activity in this area increases it is certain that there will evolve a much closer
correlation between the format of what is considered a completely finished ship
design and the material the shipyard actually needs to construct the ship, with
resulting interaction between the designer and the shipbuilder to optimize their
combined efforts. The progress in graphical communication between man and
machine, particularly with respect to three-dimensional representation and perception,
has recently been quite rapid and presumably will be significant in this regard.
Production scheduling, inventory control, and many of the other data processing
applications of computers will, of course, also play an ever larger part in
revolutionizing shipyard operations.

Finally, the computer on board ships should in time affect design criteria and
allow for safer and more economical operation through automatic decision making in
regard to loading, engine operation, navigation, and other considerations. This too
will in time affect the practice of naval architecture and may generate entirely new
calculations for the naval architect to carry out.

The development of computers will surely continue and they will play an ever-
increasing role in almost all aspects of our activity. The principles of naval
architecture may indeed remain unchanged, but this vital tool must profoundly affect
their application as yet in its infancy. The full impact of the computer and its capacity
for increasing the engineer’s capabilities are beyond our present ability to
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comprehend, but their influence on the field of naval architecture will be implemented
with ever-increasing intensity.

3.4. Computer applications in RO RO Ferry Design.

The structural design, equipment selection is using ABS and Lloyd's rules.
Also details design is based empirically on previous built vessels. The hull surface
modelling, Hydrostatics, KN, Stability, Longitudinal strength, Tank calibration and
Damage calculations are carried out by the Maxsurf, Hydromax and Hullspeed
integrated Naval Architecture software. The EXCEL calculates the hull girder section
modulus, Llyod's and ABS rules, Load lines and Tonnage. The thesis compiler for
quick calculations wrote this program. Using the Wolfson propeller design software
carries out the propeller design. The Hydrostatics, KN, Stability, Longitudinal
strength, Tank calibration and propeller design calculations were shown in chapter (5)
and hull girder section modulus, Lloyd's rules, ABS rules, Load lines and Tonnage
calculations were attached in Appendix (2).The design tools in Dalla Dockyard is
conventional drawing room practice and manual calculations. It takes same time as
building for designing. The design staffs start using the PIII computer with above-
mentioned software in designing the RO RO IV vessel. It assists very helpful not only
in designing but also in material management.

3.4.1. Hydromax software for Hydrostatics, Stability and Longitudinal Strength

Hydromax is a hydrostatics and stability program specifically designed to

work with Maxsurf. Maxsurf design files may be opened directly into Hydromax,
eliminating the need for time-consuming digitizing of drawings or hand typing of
offsets, and preserving the three dimensional accuracy of the Maxsurf model.

For the calculation of large angle stability data, a range of heel angles may be
specified, together with a displacement and center of gravity position. Displacement
and center of gravity information is entered by way of a spreadsheet of weights and
levers. Hydromax then cycles through the heel angles, floating and trimming the hull
to find equilibrium and calculating hydrostatic data.
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Upright hydrostatics can be calculated over a range of drafts. Hydromax can

also simulate the floating of a hull to its equilibrium position given a displacement
and center of gravity. After finding equilibrium, Hydromax will perform longitudinal
strength calculations on the hull. In addition, tables of KN values can be calculated
and presented as a graph of stability cross curves.
Tanks can be defined and calibrated for capacity, center of gravity and free
surface moment. Tanks and compartments can be flooded for purposes of calculating
effects of damage. Results are stored and may be reviewed at any time, either in
tabular form, or as graphs of the various parameters across the full range of
calculation. All results are accumulated in the Report window, which can be saved,
copied or printed for further reference. In addition, views of the hull are shown for
each heel and trim, complete with immersed sectional areas, and actual waterlines.
The centers of flotation, gravity and buoyancy are also displayed. Heeled and trimmed
hull forms and water plane shapes may be printed.

3.4.2. Hull speed Resistance Prediction Software.

Hull speed provides a means of predicting the resistance of a boat hull. The
results of the analysis of a hull may be used to estimate the hull’s resistance at various
speeds. Hull speed may be used as a preliminary design tool or to analyze an existing
design. Design parameters may be established by using Hull speed to analyze the
resistance of various preliminary hull designs. Alternatively, existing designs may be
read into Hull speed, and their resistance estimated.
Many different approaches exist to predict the resistance of a hull. Hull speed
implements several different resistance prediction algorithms, each applicable to
various families of hull shapes. For example, some of the algorithms are useful for
estimating the resistance of a planing hull, while others are useful for estimating the
resistance of sailing boat hulls. It should be emphasized that resistance prediction is
not an exact science, and that while the algorithms implemented in this program are
useful for estimating the resistance of a hull, they may not provide exact results.
Given the data required for the resistance prediction algorithm used, Hullspeed
will calculate the resistance at a range of speeds, and will give results in graphical and
tabular formats. These results may be copied to a spreadsheet or document for further
analysis and/or formatting.
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3.5. Freeboard

The freeboard for the RO RO IV is calculated according to the load lines rule
and requirement of Department of Marine Administration (DMA). For the
conventional vessel of inland vessel freeboard assign by the DMA is sufficient. The
construction of RO RO IV is our new experience and check also the freeboard with
International convention on Load lines 1966.The results is 12.72 inches for tropical
summer load line. But our design draft is 4 feet and freeboard is 24 inches. The
freeboard calculations are attached in appendix (2).

3.6. Measurement

The new formula tonnage regulations came into force in 1982 and are
applicable to all new and converted ships and, at the owner's request, to existing ships.
The formulae now applied to ascertain the gross and net tonnages are as follows:

Gross tonnage, GT = K1 V

 4d   N 
Net tonnage, NT = K 2Vc   + K 3  N 1 + 2 
2

 3D   10 

where K1 = 0.2 + 0.02 log10V

V = total volume of all enclosed spaces, m3
K2 = 0.2 + 0.02 log10Vc
Vc = total volume of all cargo spaces, m3
d = moulded draught amidships, m,
D = moulded depth amidships, m
 GT 
K 3 = 1.25 
 10000 
N1 = number of passengers (in cabins with not more than 8 berths)
N2 = number of passengers not included in N1

 4d 
note that:   must not be taken as greater than unity
2

 3D 

 4d 
K 2Vc   must not be taken as greater than 0.25 GT
2

 3D 
NT in must not be taken as less than 0.30 GT
if N1+N2 is less than 13, N1 and N2 shall be taken to be zero
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d is the assigned summer load line draught or, for passenger ships, the deepest
subdivision load line draught
V and Vc are calculated for metal ships to the inside of shell plating and are
to include appendages.
While these new regulations are considerably simpler than the old ones, they still
require geometry and phrases such as 'enclosed spaces' and 'excluded spaces'.
National regulations should be consulted for the definitions. The measurements and
calculations for RO RO IV is attached in Appendix(2) with Excel format. The GT is
133.72.

3.7. Propeller Design.

The Propeller Design Program computes propeller performance, using various

design and off-design methods, from standard Gawn and Wageningen B-series
propeller charts or propeller data input by the user. Data for Kaplan propellers
operating in nozzles are also available. The program provides a rapid means of
designing a propeller or investigating the influence on performance and efficiency of
various design parameters. For each propeller, data are held as a series of KT and KQ
versus J curves, one curve for each Pitch/Diameter ratio. The program's method of
calculation is based upon locating data points within the KT-KQ-J curves. At the core
of the process is a cubic spline fitting and interpolation routine, which allows cross
plotting from a known J and KT to determine the P/D ratio and KQ value. Various
analysis methods can be used, depending on the propulsion data available and the
propeller characteristics required. Other propeller data may be prepared in a simple
format for use by the program provided that KT,KQ, J values are available.
The propeller design calculations are shown in Chapter(6).The resultant
parameter are as follows.
Diameter =3.28 feet.
Pitch =2.04 feet.
P/D = 0.62
BAR =0.7
Four Bladed
B Series Propeller

3.8. RO RO Ferry Design Results.

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The design results of RO RO Ferry are as follows:

Length Overall 142 feet
Length Water line 125 feet
Beam Extreme 42 feet (Including Sponson deck)
Breadth Moulded 30 feet
Draught design 4 feet
Depth Moulded 6 feet
Displacement 361.7 Ton at 4 feet draft
Under water form Cb=0.825.
Speed/Power 6 knots at 500hp.
Propulsion machinery Industrial Diesel Engine with Radiator cooling.
Propulsor Hydromaster Outboard Propulsion Unit.
LCG,LCB Balance Amidship.
Transverse Stability Sufficient.
Safety, Survivability Sufficient for Inland.
Architecture layout Acceptable.
Seakeeping Suitable only for shelter water.
Manoeuvring Good
Structural Strength Safe for Half-meter high wave with wave equal to ship
length.
Ease of production Good.
Cost Acceptable,
Signatures Outstanding.
Electrical Load Negligible.
Reliability Good
Maintainability Good
Availability Good
Payload 200 Ton,12 cars, Lane 100 feet two lanes.
Complement Accommodation for six crews.