1

Acknowledgements
First of all, the authors are deeply grateful to Dr. Charlie Than, Rector,
for his valuable speech of improvement of knowledge and experience.
The authors wish to extend their gratitude to U Tin Tun (Part-time
Lecturer, Myanmar Maritime University) for giving the advice and
informations.
The authors are very grateful to U Myint Khin, Chief Engineer of
Simmalike Shipyard for his suggestions in the part of the project.
The authors wish to express unique gratitude to Daw Myint Myint
Khine (Head of Naval Archithecture and Ocean Engineering Department)
and all the teachers of Myanmar Maritime University for teaching and
sharing invaluable wisdom and all of their knowledge.
And, special appreciation goes to their supervisors, Daw Khine Myo
Thwin (Assistant Lecturer, Department of Naval Architecture and Ocean
Engineering) and Daw Khin Khin Moe (Assistant Lecturer, Department of
Naval Architecture and Ocean Engineering) for their great kind help and
supervision and sharing their little spare time for work.
The authors wish to thank all who are worth to thank and teachers
from Naval Architecture and Ocean Engineering Department.
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Abstract
Tugs are recognized as slaves due to its purposes for many years.
Nowadays they still include in an important role at various fields. In order to
implement the developing inland waterway transport, optimum shallow draft
tugs and barges system was considered according to the restrictions of
Ayeyarwaddy River. The Goal is to achieve the design which can provide
more capacity, high performance and cost-effective services.
Firstly, the principal particulars for design are chosen based on current
operating ship. And then, hull form is generated from offset table and
General Arrangement plan is done by AutoCad software. Stability is
calculated using Hydromax and Tribon softwares results and check with
criteria. Resistance for tug and barge train is calculated using the equation of
Howe and compared with the results of HullSpeed software. Then, tunnel
stern and nozzle design is carried out to get high performance. According to
ABS rule, structural and welding considerations are made. Maneuverability
for tug is also considered.
Finally, conclusion and recommendations are described for further
studies.
Keywords : Ayeyarwaddy River Restrictions, Tug and Barges,
Tunnel Stern and Nozzle, Structural and Welding
design, Maneuverability
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Table of Contents
Acknowledgment i
Abstract ii
Table of Contents iii
List of Figures viii
List of Tables x
Nomenclature xi
Chapte Title Page
r
1 Introduction
1.1 Tug World 1
1.1.1 Importance & Role 1
1.1.2 Functions 2
1.2 Background 2
1.3 Approach of Study 2
1.4 Objectives and Scope 3
2 Design Consideration and Hull Form Generation
2.1 Design Consideration 4
2.2 Intended Route and River to be Travelled 4
2.3 Connection Between Tug and Barge 5
2.4 Required Thrust for Tugboat 6
2.5 Principal Particulars of Design Tug 6
2.6 Efficient Tunnel Stern 7
2.7 Study on Kort Nozzle 8
3 Stability Consideration
3.1 Introduction 12
3.2 Transverse Stability 13
3.3 Longitudinal Stability 13
3.4 Hydrostatic Calculation 13
3.5 Cross Curve of Stability 16
3.6 Intact Stability Criteria for Towing Vessel 16
4 Resistance, Power and Propeller Selection
4.1 Prediction the Resistance for Barge Train Tow 18
4.1.1 Using Howes Equation 18
4.1.2 Using Hullspeed Software 20
4.2 Optimization of the Resistance for Barge Train 21
Tow
4.3 Resistance Calculation for Towboat 22
4.3.1 Using Hullspeed Software 22
4.4 Speed Reduction due to Shallow Water Effect 23
4.5 Appropriate Power Unit 25
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4.6 Estimation of Bollard Pull 26

4.7 Appropriate Propeller Design 26
4.8 Consideration for Kort Nozzle Design 27
4.9 Efficient Tunnel Stern Design 33
5 Strength and Structural Scantling
5.1 Midship Section Modulus Calculations 37
5.2 Longitudinal Strength Amidships 39
5.3 Maximum Wave Bending Moment and Shear 39
Force ( ABS Rule for Steel Vessel )
5.3.1 Wave Bending Moment at Midship 39
5.3.2 Wave Shear Force at Amidship 40
5.3.3 Total Vertical Shear Force and Bending 40
Moment
5.4 Limiting Compressive Stress at Deck 40
5.5 Hull Girder Section Modulus Calculation 41
5.5.1 Frames 41
5.5.1.1 Bottom Longitudinals 41
5.5.1.2 Side and Deck Framing 42
5.5.1.3 Side Stringers 43
5.6 Bulkheads 44
5.6.1 Tank Boundary Bulkhead 44
5.6.2 Construction of Other Watertight BHD 44
5.6.3 Shell Plating 45
5.6.3.1 Bottom Shell Plating 45
5.6.3.2 Side Shell Plating 45
5.6.3.3 Bilge and Tunnel Plating 46
5.6.3.4 Deck House 46
5.6.4 Shell Plating Amidships 47
5.6.4.1 Side Shell Plating Amidships 47
5.6.4.2 Bottom Shell plating at 47
Amidships
5.6.5 Shell Plating at Ends 48
5.6.5.1 Minimum Shell Plating Thickness 48
for 0.1 L
5.6.5.2 Bottom Forward Plating 48
5.6.5.3 Immersed Bow Plating 49
6 Welding Process and Welding Schedule
6.1 History of Welding 50
6.2 Features of Welding 51
6.3 Survey of the Different Welding Methods 53
6.4 Weld Design 54
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6.4.1 Welded Joint 54

6.4.2 Type of weld 55
6.4.3 Welding Position 59
6.5 Application of Welding Symbols to Working 63
Drawings
6.6 Dimensions of Weld 69
6.7 Welding Schedule for Design Tug Boat 71
7 Maneuvering
7.1 General Concept 76
7.2 Ship Motion 77
7.3 Turning Circle 77
7.4 Turning of a ship 78
7.4.1 Estimation Method 78
7.4.2 Estimation Method from the Results of 79
Series Model Tests
7.5 Turning Ability 79
7.5.1 Turning Test 79
7.5.2 Zig-Zag Test 80
7.6 Rudder Forces and Rudder Torque 81
7.6.1 Rudder Forces 81
7.6.2 Rudder Torque 82
7.6.3 Center of Pressure Position 82
7.7 Necessary Power for Steering Machine 83
7.8 Rudder Area 83
7.9 Rudder Flow, Lift and Drag 84
7.10 Profile of the Rudder 86
7.11 Calculation of Maneverability 86
7.11.1 Calculation for Rudder Area 86
7.11.2 Calculation for Rudder Force 87
7.11.3 Calculation for Rudder Torque 87
7.11.4 Calculation of Rudder Stock Diameter 88
7.11.5 Calculation of Necessary Power for 88
Steering Machine
7.11.6 Calculation of Lift and Drag Coefficient 89
7.11.7 Calculation of Turning Circle Diameter 89
8 Conclusion and Recommendations
8.1 Conclusion 93
8.2 Recommendations 94
References 96
Appendix
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List of Figures
Figure No. Figure Name Page
Fig. 2.1 Intended route 4
Fig. 2.2 Ducted propeller tunnel stern (H. HEUSER) 7
Fig. 2.3 Principle of original kort nozzle concept 8
Fig. 2.4 (a) Decelerating nozzle, (b) Accelerating nozzle 8
Fig. 2.5 Pressure process and flow contraction at a nozzle 9
propeller compared to a free propeller
Fig. 2.6 Nozzle as foil ring 9
Fig. 3.1 Three kinds of stability condition 12
Fig. 3.2 Hydrostatic curve using Tribon software 15
Fig. 3.3 Cross curve using Tribon software 16
Fig. 3.4 Righting arm GZ curve 17
Fig. 4.1 Resistance vs speed (from HOWE) 19
Fig 4.2 Resistance vs speed (Hullspeed) 20
Fig. 4.3 Power vs speed (Hullspeed) 21
Fig 4.4 Power vs speed (from HOWE) 21
Fig 4.5 Resistance vs speed (Hullspeed) 22
Fig 4.6 Power vs speed ( Hullspeed) 23
Fig. 4.7 Curves of velocity ratios for calculating resistance in 24
restricted channels(Landweber)
Fig. 4.8 Engine/Propeller curve 27
Fig. 4.9 (a) Nozzle mounted with strut, (b) Nozzle penetrates 29
hull
Fig. 4.10 Simple form of kort nozzle 29
Fig. 4.11 Aft raked-up nozzle axis 30
Fig. 4.12 Nozzle with annular grooves in internal wall 32
Fig. 4.13 Blade tips of various propellers 32
Fig. 4.14 Tunnel stern design 33
Fig. 4.15 Tunnel and nozzle clearances 35
Fig.5.1 Typical midship section 38
Fig .6.1 Comparison of metal joining process 52
Fig. 6.2 Type of welded joint 58
Fig .6.3 Weld groove types 59
Fig.6.4 Welding positions 62
Fig.6.5 Indication of site welds & continuous welds 64
Fig. 7.1 Turning circle 77
Fig. 7.2 Zig-zag maneuver 80
Fig. 7.3 Basic rudder pressure 85
Fig.7.4 Basic lift and drag 85
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Fig.7.5 Profile 86
Fig.7.6 Turning circle from Tribon software 90
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List of Tables
Table No. Table Name Page
Table 2.1 Maximum available parameters of Barge Train 5
Table 2.2 Restrictions of Ayeyarwaddy river 5
Table 3.1 Hydrostatic data using hand calculation 14
Table 3.2 Hydrostatic data calculated using Tribon software 14
Table 3.3 Results criteria for GZ curve 17
Table 4.1 Calculation of resistance using Howes equation 18
Table 4.2 Results of resistance prediction using Howes equation 19
Table 4.3 Results of resistance prediction using Hullspeed 20
Table 4.4 Results of resistance(Tug) using Hullspeed 22
Table 5.1 Midship section modulus calculations 37
Table 6.1 History of welding 51
Table 6.2 Welding positions and time factor 63
Table 6.3 Elementary weld symbols 65
Table 6.4 Supplementary symbols 67
Table 6.5 Significance of the arrow & the position of the weld 68
symbols
Table 6.6 The dimensioning of welds 69
Table 6.7 Welding schedule 71
Table 7.1 The final calculation results for Tug Boat rudder 90
Table 7.2 Summary of turning test and result 91

Nomenclature
AR Rudder area
Ax Maximum cross sectional area of the hull
B Breadth of rudder
B Breadth moulded
B Breadth of total train system
b Width of channel
CB Block coefficient
CD Drag coefficient
CL Lift coefficient
d Draft
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D Moulded depth
DI Internal diameter of nozzle
DP Diameter of propeller
EP Effective power
F Rudder force
g Acceleration due to gravity
h Depth of water
hT Height of tunnel
I Moment of inertia
ISO International Standard Organization
K Material factor of rudder stock
L Length between perpendicular
L Overall length of total train system
LD Profile length of the nozzle
MSW Still water bending moment
MW Wave bending moment
n Steering speed
NA Neutral axis
P Wetted girth of hull
PB Brake power
PD Delivered power
RH Hydraulic radius
Rt Total resistance
S Diameter of rudder stock
SF Shear force
T Rudder torque
t Plate thickness
T Draft
v Speed
V Speed
V Speed in deep water
Vh Speed at depth of water h
VI Intermediate speed
Vs Ship speed
W Width of water way
Y Minimum yield strength of material
Z Section modulus
Rudder angle
V Total speed loss due to shallow water effect
D Propulsive Efficiency
s Shaft efficiency
Inflow tunnel angle
0 Outflow tunnel angle
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Sweep angle
Displaced volume