Project Edited Final

CHAPTER-1
INTRODUCTION
1
1.1.BULK CARRIER :
Bulk carriers are single deck vessels, which carry cargo in bulk in bags. Another specialty is
its hopper shaped section with hopper and saddle tanks.
The SOLAS 1997 conference adopted a resolution to define bulk carriers. They are-
1) Ships constructed with a single deck, topside tanks, and hopper tanks in cargo spaces
and intended to carry dry bulk cargo.
2) Ore carriers, which should include a single deck ship having 2 longitudinal, bulk heads
and a double bottom, throughout the cargo region and intended to carry ore cargo in
center holds.
3) For practical purposes ‘Bulk Carriers’ is a name used for single deck dry cargo vessel.
1.2.HISTORY OF BULK CARRIER :
The origin of modern bulk carrier is not known explicitly. It is known that the first modern-
type bulk carrier had topside and hopper tanks similar to dry bulk carrier. Before the
introduction of modern concept , double bottom structure was adopted for single deck ships
in 1890. Triangular shaped top side tank structure was introduced for a cantilever – framed
ship in 1905.
1.3.TYPES OF BULK CARRIERS
Depending upon the deadweight bulk carriers are classified into four, namely:-
1) Capsize Bulk Carriers: They are ships over 80000t dwt carrying major bulk
commodities like iron ore, coal, etc: they are usually loaded gravity used overhead
chutes. Large hatches are needed. Hoppers holds (tanks), sloped topside wing tanks
provide self- trimming and ballast spaces. They may not have onboard cranes
necessarily.
2) Panamax Bulk Carriers: When cargo quantities and port facilities, do not permit use of
large bulk carriers, medium sized bulk carriers are used. Cargo carried includes bauxite,
salt sugar etc: Deadweight varies from 50000t-80000t. They have a breadth restriction of
32.2m as it is intended to cross the Panama Canal. Cargo handling equipments are
provided if adequate shore facilities are not present.
3) Handymax Bulk Carriers: These are ships with 35000t-50000t dwt. They are intended
to carry medium-sized cargo. Cargo-handling equipments are fitted on majority of these
vessels.
4) Handysize Bulk Carriers: They are ships with 10000t-35000t dwt. They are used to
carry very small commodities in bulk.
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There are also some variants of bulk carriers such as:-
a) Open-hatch bulk carriers - They have box-shaped midship sections and have been
developed for carrying forest products. Onboard gantry cranes are equipped for
efficient cargo handling.
b) Geared bulk carriers – It has got deck machineries for loading and unloading at small
harbors. It may be efficiently used for multipurpose operations by using grab and crane
combinations.
c) Self-unloading bulk carriers – They were invented for efficient unloading of cargoes
during short voyage to specific ports. They have a gravity fed conveyor belt.The
bottom of the hold has hopper tank and is fitted with hydraulic operated gates.
1.4.BULK CARGOES
Depending upon the cargoes carried by them, they are classified into:-
a) Standard Dry Bulk Carriers – these ships are usually owned by companies in Japan, China,
Hong Kong and South Korea.
b) Combination Carriers – Norway and Greece dominates the ownership of combi- carriers.
c) Self unloaders – U S and Canadian companies dominates the ownership of these types of
bulkers.
d) Other types – Japanese companies dominates the ownership of other Types of bulkers.
Bulk cargoes are categorized depending on consumption sectors. Steel-related,
agriculture –related, energy -related, and other sectors.
Iron ore, cooking coal, steel, scrap and pig iron cargoes are included in the steel related sector.
Wheat, coarse grains, soybeans. meal fertilizers, and minor cargoes are categorized as
agriculture –related cargoes. Steam coal is used for energy related sector, while bauxite and
alumina, timber ,minerals are used for particular purposes. The five major dry bulk cargoes
that are carried are iron ore, coal, grain, bauxite and alumina and phosphate rocks. Handysize
bulk carriers carry more of other cargoes than iron ore, coal and grain, while Panamax and
Capesize carriers mostly transport coal and iron ore. The Combi-Carriers can carry either bulk
cargoes or crude oil. Bulk carriers transport a wide range of bulk commodities. Usually bulk
cargoes are defined in terms of stowage rate, i.e. cubic foot per pound or cubic meter per ton.
Since the density of cargo varies, ship designers should be careful for the cargoes to be
carried. For a ship carrying heavy ore cargo, the cargo volume is not a primary design
criterion. But for a ship carrying light density cargo, this becomes important. Repose angle
should be considered to calculate the load acting on the internal surface of the cargo hold, due
to the effect of friction within the cargo and the inclination of the cargo hold surfaces against
which the cargo rests.
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1.5.DRY BULK SHIPPING
Dry bulk shipping is vital to world trade and industry. About 95% of all transported commodities
and goods go by sea. Shipping industry in the last few years has seen a tremendous increase in
demand for bulk carrier ships. According to Fear research, the research Department of
Norwegian Shipbrokers Fearnleys, a general dry bulk market improvement is foreseen because
of an expected general recovery in world economy combined with modest fleet growth as the
strong wave of bulk carrier new buildings is subsiding now-a-days. There are several reasons for
this extra ordinary growth in bulks:-
a. Soon after the Second World War, there was a very large one-way movement of bulk
cargoes such as ore, coal and grains.
b. Application of bulk carrier to the so called “Neobulk trades” (Steel, Timber,

Automobiles) was another reason for the extraordinary growth.
c. Application of bulk carriers to container trades.
India’s bulk trade depends heavily on foreign bulkers, which may prove disastrous for her
trade in the event of extraneous pressures. Hence India should rely on her fleet for trade.
India can have a low operating cost for bulk carrier ships. India can save valuable foreign
exchange and a thrust in bulk carrier facility will prove rewarding in the long run. In future
bigger bulk carriers with lower speed will dominate the world’s dry bulk weight. Also the bulk
carriers will continue to lead other ship types.
1.6.UNIQUE FEATURES OF BULK CARRIERS
The design of bulk carriers is determined by the cargo types to be transported. Bulk carriers carrying
single commodities such as rice and oats, are operating two predefined ports based on long term
contract. The port conditions influences significantly the ships length and draft. As for the other
vessels the principal dimensions of bulk carriers are also influenced by the geographical locations of
the channels, etc. For example, draft of vessels transiting Panama Canal or St. Lawrence Ways is
limited by the requirements from the corresponding authorities controlling the channels. The
possible dimension ratios of bulk carriers are:-
L/B = 5.0 -- 7.0

L/D = 11.0 -- 12.0
B/D = 1.6 – 2.1
1.7.TYPICAL LOADING CONDITIONS

A Bulk Carrier ship can be loaded in accordance with the need. Typical loading conditions
such as normal ballast, heavy ballast, homogeneous load, heavy ore, grain load and dry
docking conditions are calculated in the trim and stability calculations for departure and
arrival states. For bulk carriers having an air draft restriction, partial flooding of cargo should
be considered. The unsteady fluid pressure applying to the shell plating of a bulk carrier in
seaway may cause two- node vibration.
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1.8.RULES AND REGULATIONS FOR BULK CARRIERS
Similar to other types of vessels, bulk carriers also should be classed by any one of the
Classification Societies and must be registered to a national flag. It is compulsory to comply with
international conventions such as International Maritime Organization (IMO) resolution,
International Convention on Load Line 1966, SOLAS, Marine Pollution (MARPOL) 73/78, IMO
resolution MSC 23(59), International Code for Safety Carriage of grain in bulk and IMO
resolution A715, International Code for Safety Practice for Ships carrying Timber Deck Cargoes
1991, etc. Subdivision and stability of cargo ships built before 1992 were to satisfy the
International Convention on Safety of Life at Sea of 1974 (SOLAS 74) and the International
Convention on Load Lines of 1966 (ICLL 66) as amended for reduced freeboard of vessels. In
1982, IMO introduced a regulation for freeboard for dry cargo ships based on a probabilistic
analysis procedure.
Figure.1.1
Since the density of cargo varies, ship designers should be careful for cargoes to be carried. For ship
carrying heavy ore cargoes, cargo volume is not a primary designcriterion. For a ship carrying grain
or light density cargoes, cargo volume becomes an important design requirement.
1.9. Main Features Of Bulk Carriers:
1) Wedge shaped upper and lower wing tanks are present, giving the holds a hoppered cross
section.
2) Double bottom is fitted throughout the length of the vessel.
3) Wing tanks are used for ballast. Upper wing tanks can be used to hold cargo as well as
ballast if needed.
4) Slopping using tank facilities, makes loading and unloading facilities faster.
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5) The presence of topside tanks reduces free surface effect due to cargo shifting.
6) Corrugated bulkheads ca is used.
7) Hatch openings are 0.4B-0.65B.
Usually bulk carrier are not fitted with their own cargo handling gear like cranes. All the
loading and unloading are done by shore facilities. Bulk carrier are designed to withstand
heavy seas. The massive structure of the largest ships will bend with action of sea, like
hogging and sagging.
One is gearless carriers which are bulkers without cranes or conveyors. These ships depend
entirely on the shore – based equipment of the ports they visit for the loading and unloading
. Due to their large sizes , they can only dock at the largest and most advanced ports. The
use of gearless bulkers avoids the cost of installing ,operating and maintaining cranes. Other
is self – dischargers are bulkers with conveyor belts which allow them to discharge their
cargo quickly and efficiently.
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CHAPTER-2
FIXING OF MAIN DIMENSION
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2.0.FIXING OF MAIN DIMENSION.
2.1. Preliminary Investigation
This is a very important chapter, which deals with the fixing of the main dimensions.
For this we make use of the empirical relations to find out an approximate deadweight
corresponding to each length. In short we plot a graph between the length and the
deadweight, and then calculate the length for the required deadweight. Corresponding
to this value of length main particular is calculated and these values are iterated till
satisfying all the preliminary condition, which is illustrated below.
2.2.Mission Analysis
Aim of the project is to carry the rice and oats in the designed bulk carrier.
Type of ship : Bulk carrier

Type of cargo : Rice and oats
Trade route : Hay Point Port ,Australia To Bhorsagar Deep Sea Port,
West Bengal, India
Classification : LRS
Speed : 13 Kn
Radius of action : 6323nm
Shape of hull : B.S.R.A.
Shape of stern : Transom stern
Shape of stem : Bulbous bow is provided
2.3.Selection of trade route:
In this design, the vessel is primarily intended to carry rice from West Bengal (India) to Hay
Point (Australia) and oats on its return voyage. The ship will journeying through Barabian
sea, Indian Ocean, Pacific Ocean. The stowage factor of iron ore ranges from 0.29 to 0.8 m³/t
and that of coal ranges from 0.79 to 1.3 m³/t. Apart from the main commodities, some minor
commodities such as fertilizers, cement, zinc and copper can also be carried in the vessel
whenever in need.
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2.3.1.BHORSAGAR DEEP SEA PORT
Port situated in the Sagar Island which is an island lying on the continental shelf of Bay Of
Bengal about 100 km(54 nm)south of Kolkata.It belongs to Republic of India and its governed
by state government of West Bengal.
available depth-16.41 m
2.3.2HAY POINT
The port of Hay point situated at the estuary of Haihe River in the west of Bohai Gulf, is one of
the hub ports and an important international trading in Australia
Longest vessel-300 m LOA

-53 m Beam
-17.6 m Draft
2.3.3Cargo Handling
There are a number of multipurpose berths with depths of 9.4m. Berths No. 14 and No.15 are
fertilizer and ore berths. The dry cargo worked upon per day is 905t. Mumbai is also equipped
with multipurpose mobile and electric cranes, with capacities ranging from 3t to 35t. It also
has two floating cranes of 120t and 60t capacity.
2.3.4Other facilities
Dirty ballast can be discharged into reception facilities tanks at J.D. Island. Sludge is normally
not permitted and chemical waste depending on the type and category may be disposed off.
Harbor and dock tugs are available. There are a number of hospitals in the city. The port of
Mumbai owns and operates it’s own railways, which is connectd to the broad gauge main lines
of the Central and Western railways
2.4.SPEED, ENGINE PLANT AND PROPULSION SYSTEM
Speed: The vessel is to be designed to function at a service speed of 13 knots.
Engine plant: For smooth cargo handling and reduced shaft length, the engine room is
situated aft. From an analysis of parent ships, an average power of 17221kW is required.
Propulsion system: Single screw propulsion system is decided for the initial design.
2.5.SUPERSTRUCTURES AND DECKHOUSES
From parent ships, and a general study of bulk carriers, a total of four decks including the wheel
house is decided upon. A forecastle is present, if in case sufficient bow height is not attained, but
there is no poop deck.
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2.6.RADIUS OF ACTION
The distance between Mumbai and Adelaide port is given as 5475 nautical miles. An allowance of
10% is taken considering the effect of bad weather and hence taken 6023.
2.7.SPECIAL REQUIREMENTS
Since the ports of call have sufficient and proper cargo handling arrangements, the ship is not
intended to have its own cargo handling equipment.
2.8.RELEVANT RULES AND REGULATIONS
IACS (International Association of Classification Societies) launched the following rules to

enhance bulk carrier safety.
 Reinforcement of corrugated transverse bulkheads between No1 and No2 holds and double
bottom of hold No1.
 Installation of bulwarks, breakwater, if a bulk carrier is not fitted with a forecastle, to provide
more protection for forward hatches and fore deck fitting.
 Requirements to improve integrity of fore deck fittings to resist Green water loading.
 Strengthening of hatch covers in the forward 0.25L
 Strengthening of side hold frames.
2.9.PARENT SHIP DATA
The bulk carrier is designed as a deadweight carrier. For the fixing of main dimensions empirical
relations and ratios are used. These ratios are checked with the given parent ship ratios. Parent
ship data are collected from Register ship book. The parent ship data are as given on Table
Table.2.1(a)
Sl no NAME LBP B D T DWT
1 AFTERHOURS 217 32.26 19.6 14.233 74500
2 ALKYON 217 32.2 19.15 13.806 74875
3 ALPHA AFOVOS 217 32.26 19.4 14.077 74427
4 ALPHA MELODY 217 32.26 19.4 14.077 74475.3
5 AM ANNABA 217 32.26 19.7 14.231 76079
6 AMALFI 217 32.26 19.6 14.183 75206
7 AMAZON 217 32.2 19.15 13.806 74910
ANDREAS
8 PETRAKIS 217 32.3 19.7 14.231 76000
9 ANGELIC GLORY 217 32.26 19.6 14.233 75006.6
10 ANGELIC PEACE 217 32.26 19.6 14.233 74768
11 ARIANA 218 32.2 19.8 14.18 76631
12 ATLANTIC HAWK 216 32.26 18.9 13.881 74204
13 CAPTAIN TASSOS 217 32.26 19.6 14.18 75200
14 DIAMOND INDAH 218 36.5 18.35 12.63 78000
15 EFROSSINI 218 32.2 19.8 14.097 75003
16 MAHA ROOS 217 32.26 19.3 13.952 75592
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Table.2.1(b)
Sl no NAME L/B L/D B/D B/T D/T

1 AFTERHOURS 6.72 11.07 1.64 2.26 1.37
2 ALKYON 6.73 11.33 1.68 2.33 1.38
3 ALPHA AFOVOS 6.72 11.18 1.66 2.29 1.37
4 ALPHA MELODY 6.72 11.18 1.66 2.29 1.37
5 AM ANNABA 6.72 11.01 1.63 2.26 1.38
6 AMALFI 6.72 11.07 1.64 2.27 1.38
7 AMAZON 6.73 11.33 1.68 2.33 1.38
ANDREAS
8 PETRAKIS 6.71 11.01 1.63 2.26 1.38
9 ANGELIC GLORY 6.72 11.07 1.64 2.26 1.37
10 ANGELIC PEACE 6.72 11.07 1.64 2.26 1.37
11 ARIANA 6.77 11.01 1.62 2.27 1.39
12 ATLANTIC HAWK 6.69 11.42 1.70 2.32 1.36
13 CAPTAIN TASSOS 6.72 11.07 1.64 2.27 1.38
DIAMOND
14 INDAH 5.97 11.88 1.98 2.88 1.45
15 EFROSSINI 6.77 11.01 1.62 2.28 1.40
16 MAHA ROOS 6.72 11.24 1.67 2.31 1.38
The information obtained from the above ratios are interpolated for the requirement of the
designed deadweight requirement of 75000t using the least square method in curve fitting,
the equation of a straight line (trend line) can be shown as
Y = A1+ A2X……
Where Ao and A1 can be determine by the equations
From the parent ship data, the values cab be derived
DWT -L/B
6.9
6.8
y = -10.3ln(x) + 123.0
6.7
6.6
6.5
6.4
6.3
6.2
6.1
6
5.9
74000 74500 75000 75500 76000 76500 77000 77500 78000 78500
Figure2.1
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DWT-L/D
12
11.9
y = 6.682ln(x) - 63.85
11.8
11.7
11.6
11.5
11.4
11.3
11.2
11.1
11
10.9
74000 74500 75000 75500 76000 76500 77000 77500 78000 78500
Figure2.2
DWT-B/D
2.5
y = 4.073ln(x) - 44.06
1.5
0.5
0
74000 74500 75000 75500 76000 76500 77000 77500 78000 78500
Figure2.3
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DWT-D/T
1.46
y = 1.267ln(x) - 12.84
1.44
1.42
1.4
1.38
1.36
1.34
74000 74500 75000 75500 76000 76500 77000 77500 78000 78500
Figure2.4
DWT-B/T
3.5
y = 8.066ln(x) - 88.25
3
2.5
1.5
0.5
0
74000 74500 75000 75500 76000 76500 77000 77500 78000 78500
Figure2.5
Average ratios
Table2.2
L/B L/D B/D B/T D/T
6.726478 11.16005 1.66015 2.29379 1.381996
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2.10.FIRST ESTIMATES OF DISPLACEMENT / VOLUME
Preliminary calculation of displacement is based on the coefficient of
deadweight CD, where CD =
Deadweight/Displacement = dwt/∆
For Bulk Carriers the value of CD falls in between 0.8 and 0.85. So we take CD as 0.8,
then the preliminary displacement can be estimated as,
Displacement = 75000/ 0.8 = 93750t
2.11.PRELIMINARY SELECTION OF MAIN AND AUXILIARY MACHINERY
Initial assessment of the main engine power is based on the parent ship analysis. The ship is
now at a stage of initial design and requires a service speed of 16.5 knots and a trial speed of
17.325 knots. The main criteria depending on which the engine is to be selected are,
1. Weight consideration.
2. Reliability.
3. Maintainability.
4. Reversing capability.
5. Specific fuel consumption (sfc).
6. Space and arrangement requirements.
At the initial design stage, no much iteration is done with the above criteria. Normally for the Bulk
Carriers, diesel engine is selected as the main propulsive device.
An empirical relation exists for calculating power delivered (PD).
PD = (∆ ^ 0.567 × V ^ 3.6 ) / 1000

=7782.894 kw
where V =VT, trial speed of the ship
Also, PB=1.02* PD = 7938.552 kw
Considering the above formulae and parent ship data,
2.12.FIRST ESTIMATES OF MAIN DIMENSIONS AND COEFFICIENTS
Concept: The process of arriving main dimensions to meet the design requirement is based on
the idealization of hull form using non dimensional ratios and coefficients. The method is to
balance both sides of an equation one of which represents the design requirement and the other a
univarient expression. The variable thus obtained is the fundamental dimension based on which
other dimension could be calculated. In the idealization of hull form the establishment of non
dimensional ratios and coefficients plays a critical role.
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Factors considered during the selection of ratios.
1) L/B
a) The high L/B means lower resistance and lesser power required to drive the ship but
building cost increases.
b) L/B should not exceed a certain value to ensure sufficient stability
c) Restrictions in length and breadth during the course play an important role in the
selection of the L/B. Thus we select a middle value.
2) B/D
a) B/D primarily governs stability as KG = f (D) and BM = f (B) Hence should be
sufficiently large to ensure stability.
b) B/D must be sufficiently small to ensure longitudinal strength.
3)L/D ratio
Deflection and structural strength is influenced by L/D ratio
4) T/D
a) T/D should be sufficiently small to ensure free board requirement

b) T/D should also large enough which is a measure of the service efficiency of vessel.
Length Estimation
Various empirical formulas are used for estimating length.
1) Schneekluth formulae
LBP = C x 0.3V0.3
C = a constant for bulk carrier = 3.2 with CB = 0.48 to 0.85
 = 93750
V = 13Nt
LBP = 224.05
(b) Dankwardt’s formu [Ref: 11]
LBP = [5.1+ (Vt-15)0.07] (∆)1/3

Where Vt = trial speed in knots
Vs = 12.6 knot
Vt = 12.6knot
LBP = [5.1+(16.8-15)0.07] (∆)1/3
LBP = 224.05m
(c) Ashik’s formula [Ref: 11]
LBP = (1.36  0.2) V1/2 1/3

LBP = 182.54 to 245.49
(d) Parent ship range
LBP = 210-220m
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Range of length selected for main dimension fixing is, 190m to 240m
Breadth
Breadth is calculated from the average L/B ratio value L/B =
6.72 (from parent ship data)
Depth
Depth is calculated from the average L/D ratio value
L/D = 11.16(from parent ship data)
Draft
Draft is calculated from the average B/T ratio value
B/T = 2.29 (from parent ship data)
Block Coefficient (CB)
CB depends on the Froude number (Fn)
Fn = V/ ( gL)
Where V = velocity of the vessel in m/s
L = length of the vessel in meters
g =9.8m/s2
CB = 0.975-0.9Fn  0. 02=0.83 (Dankwardts formula)
Displacement
Displacement () = LBTCB1.025 (1+0.006)
Where 0.006 is a side shell correction factor, and 1.025 is the density of seawater in t/m3
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2.13.calculation of the light ship mass:
Steel Mass:
According to Watson & Gilfillan, equation for steel mass is given by,

SE = SE 7 {1 + 0.5 (CB 8 - 0.70)}
CB 8 = Block coefficient at draught 0.8  D
CB 8 = C + {(1-C ) (0.8 D – T) /3 T}
E= L (B + T) + 0.85 L (D – T) + 250 (here250 is the fraction for superstructure & DH)
K = Constant
= 0.029 to 0.032 for Bulk carriers for which 3000  E  15000
Taking average value, K = 0.0305
Outfit Mass
OU = MOU  LB (tones) MOU = MOU1 + MOU2 L
MOU1 = 0.325
MOU2 = -0.0006
Engine Plant Mass

EP = 0.102  PB (t)
Where,
Transmission efficiency =PD /PB = 97 %
PD = (0.567  VT 3.6) / 1000 (kW) (Volkes Formula)
The values of SE, OU and EP are calculated from the above equations. To these calculated
values, a certain percentage is added as a correction factor. The margin values thus added varies
for each component of lightship mass.
The range of margin values is:
1% to 2% of SE for steel mass
2% to 3% of EP for EP mass
4% to 6% of OU for outfit mass
These correction factors are applied as a design reserve, selecting the average, we have.
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SE new = SE + 0.015 SE
EP new = EP + 0.025 EP
OU new = OU + 0.05 OU
Lightship Mass
Lightship mass is obtained by adding the above three components The above procedure is
repeated for a range of lengths (195 m to 240m) to attain the deadweight, and then the
deadweight. Versus length curve is plotted.
Table 2.3 - Particulars for different lengths
Lbp 200 205 210 215 220 225 230 235 240 220.5 205
Fn 0.15 0.14 0.14 0.14 0.14 0.14 0.14 0.13 0.13 0.14 0.14
Cb 0.81 0.82 0.82 0.82 0.82 0.84 0.82 0.82 0.83 0.83 0.82
B 29.73 30.47 31.21 31.96 32.70 33.44 34.19 34.936 35.67 32.78 30.47
D 17.92 18.36 18.81 19.26 19.71 20.16 20.60 21.05 21.50 19.75 18.36
T 12.96 13.28 13.61 13.93 14.25 14.58 14.90 15.23 15.55 14.29 13.28
Dispt 65119.47 70269.1 75684.9 81373.68 87342.25 93597.42 100146 106994.8 114150.7 88409.03 70269.1
E 9632.10 10107.07 10593.77 11092.19 11602.35 12124.23 12657.83 13203.17 13760.23 11654.01 10107.07
(Disp)Se7 7982.89 8522.96 9085.91 9672.16 10282.11 10916.15 11574.67 12258.07 12966.74 10344.42 8522.96
Cb8 0.82 0.82 0.82 0.83 0.83 0.83 0.83 0.83 0.837067 0.83 0.82
Steel Mass 8484.46 9065.3 9671.11 10302.35 10959.45 11642.87 12353.05 13090.41 13855.4 11047.88 9065.3
Mou 0.20 0.20 0.19 0.19 0.19 0.19 0.18 0.18 0.181 0.19 0.20
Outfit Mass 1219.06 1262.03 1304.68 1346.93 1388.72 1429.98 1470.65 1510.65 1549.94 1392.87 1262.03
Power 6544.12 6832.70 7126.49 7425.43 7729.50 8038.66 8352.89 8672.13 8996.38 7782.89 6832.70
18
DWT-LBP
218.5
218
217.5
y = 0.000x + 191.8
217
216.5
216
215.5
74000 74500 75000 75500 76000 76500 77000 77500 78000 78500
Figure 2.6- Deadweight Vs Length Curve
For length 220.5m

Table2.4
Length 220.5
Froude Number 0.14
CB 0.82
Breadth 32.78
Depth 19.75
Draft 14.29
Displacement 88409.03
E 11654.01
(DISP)SE7 10344.42
CB8 0.83
Steel Mass 11047.88
MOU 0.19
Outfit Mass 1392.87
Delivered Power 7782.89
Break Power 7938.55
Engine Mass 809.73
Light Ship Mass 13250.49
Dead Weight 75158.54
Cw 0.89
Cm 0.99
Cp 0.83
Water plane area coefficient
CW = 0.76CB + 0.273 for normal sections

= 0.8947
19
Midship Section Coefficient
CM = 0.9 + 0.1CB
= 0.992
Prismatic Coefficient
CP = CB/CM
= 0.8366
2.14.Development of Preliminary lines
In the lines design there are three sets of drawings.
They are:
 Body plan
 Half Breadth Plan
 Profile.
The lines plan is developed from the charts provided by the British Ship Research Association
(BSRA). BSRA has developed standard hull for a range of CB values from 0.55 to 0.85. These
charts give the ratios of (ordinate/0.5B) for a particular value of CB. CB will be the input. These
ratios are given for different water lines, each of which is expressed as a percentage of draft.
The half breadth values are given for stations 0 to 20.
We adopt BSRA Methodical Series due to the following reasons:
- Development of the lines plan from the first principles involves a lot of trial and error and
the quality of the lines plan depends largely on experience.
- Standard lines plan are tank tested and their resistance and their sea keeping qualities are
known.
- Standard lines plan are suitable for conventional vessels like Bulk Carriers.
Modifications of the Standard Lines
The BSRA lines are for a ship with cruiser stern but transom stern is proposed fo
the present design because,
-Construction gets simpler
20
-Increased deck area is available aft
-More nearly axial flow to the propeller
-Supports weight placed for aft without excessive trim by stern
2.15.Parallel Middle Body and Half Angle of Entrance

From the BSRA series graphs, we
get, From the BSRA series graphs,
we get,
Length of parallel middle body (PMB) =33.33% of LBP = 73.49m
Length of fore portion of PMB =22.66% of LBP = 49.97m
Length of aft portion of PMB =10.66% of LBP = 23.50m
Half angle of entrance ( ½ E ) = 38.550
Derivation of Offset Table
From the BSRA Charts, the desired half breadths are obtained by reading from the graphs the
ratios of ordinates to half breadths. These values are given as a set of graphs – one for each station.
At each station, the half breadth is read out for the different BSRA water lines. These half breadths
are given for varying values of CB. So, once we know the CB of the ship, we can obtain the half
breadth values for different BSRA water lines from the BSRA Graph, for stations 0 to 10.The BSRA
stations are 0, 0.25, 0.5, 0.75, 1, 1.5, 2, 2.5, 3, 3.5, 4, 5, 6, 6.5, 7, 7.5, 8, 8.5, 9,
9.25,9.5, 9.75, 10. The 0 and 0.25 stations give the offsets for a cruiser stern. But since we have
adopted a transom stern, the values of the offsets at these respective stations. So the half breadth
values of stations 0 and 0.25 are obtained after the design of the transom stern. With the help of the
offset table we draw the body plan of the ship and from this body plan we lift the offset values for
standard water lines with a spacing of 1 meter. From this body plan we draw the half breadth and
profile views of the ship and fair the lines if necessary.
Stem Profile
The distance from FP for the stem profile is expressed as a percentage of L BP for each water line
Table2.5
WATERLINE STEM
(from FP)
0 0
0.5 3.6
1 4.6
1.5 4.7
2 4.3
3 2.3
4 0.9
5 0.11
LWL 0
6 0.17
7 0.68
MDK 1.14
21
Stern Profile
Table2.6
STERN
WATERLINE PROFILE
(from AP)
0 9.9
0.5 7.6
1 7
1.5 5.1
2 5.1
3 6.7
4 4.2
5 -4.7
LWL -7.4
6 -7.5
7 -7.5
MDK -7.5
2.16.Propeller Clearances for Single Screw Vessels
LWL
A
C K
0.7R
0.7R
H F
Fig 2.7 Propeller clearances
Approximate formulae for propeller diameter = 2/3 *T =9.52

Selected values
A = (0.16 to 0.17) D 1.5232
C = (0.12 to 0.15) D 1.1424
K = (0.24 to 0.26) D 2.2848
H = (0.21 to 0.22) D 1.9992
F = (0.26 to 0.29) D 2.4752
G = (0.41 to 0.42) D 3.9032
X = (0.05 to 0.055)D 0.4760
22
Faired offset
Table2.7(a)
STN/WL 0 0.5 1 1.5 2 3

0 0 0 0 0 0 0
0.5 0 0 0 0 0 0
1 0.27 2.00 2.80 3.43 3.95 5.157692
1.5 0.80 4.13 5.18 6.02 6.75 8.240846
2 1.28 6.37 7.66 8.64 9.50 10.99162
3 2.89 9.70 11.10 12.13 12.96 14.155
4 5.67 11.46 12.88 13.78 14.43 15.46162
5 8.28 12.97 14.39 15.14 15.59 16.16077
6 10.25 14.26 15.53 15.97 16.20 16.35562
7 11.63 14.95 15.96 16.25 16.35 16.39
8 12.53 15.41 16.13 16.34 16.39 16.39
9 13.41 15.80 16.24 16.37 16.39 16.39
10 13.75 16.01 16.29 16.37 16.39 16.39
11 13.52 15.92 16.30 16.37 16.39 16.39
12 13.14 15.72 16.28 16.37 16.39 16.39
13 12.50 15.59 16.25 16.37 16.39 16.39
14 11.32 15.43 16.21 16.36 16.39 16.39
15 9.86 14.92 15.98 16.24 16.30 16.34415
16 7.79 13.81 14.99 15.48 15.73 15.95446
17 5.22 11.71 12.98 13.65 14.05 14.53323
18 2.30 8.72 9.98 10.67 11.10 11.67931
18.5 1.14 6.98 8.13 8.76 9.15 9.650615
19 0.68 5.11 6.09 6.61 6.89 7.232231
19.5 0.34 3.31 4.10 4.47 4.61 4.687769
20 0 1.60 2.21 2.42 2.51 2.18
23
Table2.7(b)
STN/WL 4 5 LWL 6 7 MDK

0 0 4.3 5.27 6.64 8.48 9.22
0.5 3.725 7.22 7.90 8.90 10.20 10.83
1 7.50 9.51 10.14 11.12 12.43 12.83
1.5 9.88 11.35 11.82 12.60 13.71 14.38
2 12.21 13.26 13.61 14.09 14.84 15.27
3 14.93 15.48 15.58 15.80 15.97 16.13
4 15.96 16.21 16.24 16.29 16.33 16.37
5 16.32 16.36 16.39 16.39 16.39 16.39
6 16.39 16.39 16.39 16.39 16.39 16.39
7 16.39 16.39 16.39 16.39 16.39 16.39
8 16.39 16.39 16.39 16.39 16.39 16.39
9 16.39 16.39 16.39 16.39 16.39 16.39
10 16.39 16.39 16.39 16.39 16.39 16.39
11 16.39 16.39 16.39 16.39 16.39 16.39
12 16.39 16.39 16.39 16.39 16.39 16.39
13 16.39 16.39 16.39 16.39 16.39 16.39
14 16.39 16.39 16.39 16.39 16.39 16.39
15 16.36 16.37 16.39 16.39 16.39 16.39
16 16.08 16.18 16.20 16.25 16.29 16.30
17 14.83 15.09 15.14 15.32 15.54 15.72
18 12.10 12.52 12.69 12.95 13.44 14.08
18.5 10.08 10.53 10.79 11.06 11.71 12.56
19 7.56 7.98 8.195 8.56 9.35 10.40
19.5 4.80 5.08 5.23 5.63 6.53 7.49
20 0.97 0.11 0.05 0.34 1.49 2.46
24
2.17.PRELIMINARY GENERAL ARRANGEMENT
INTRODUCTION
The General Arrangement gives a detailed picture of how the vessel looks in position of holds and various
allocations of rooms. The General Arrangement is done in order to calculate, initially, the volume of holds,
and do a capacity check.
The various spaces allocated are:
1. Cargo space
2. Machinery space
3. Storage for fuel and stores
4. Ballast Tanks
The requirements on the spaces which have to be met are:
a) Watertight subdivision and integrity

b) Structural integrity
c) Adequate stability
d) Adequate access to spaces
Preliminary General Arrangement is based on this, and subsequently during the design of the
final General Arrangement, the allocation for the spaces of the crew is done.
2.18.LOCATION OF MACHINERY SPACES
Every mechanically propelled merchant ships, must have machinery spaces which is large
enough to contain the main engine, its associated auxiliaries and access trunks, without
encroaching excessively upon available cargo spaces. In most ships today, the usual practice is
to locate the engine room aft as possible, thereby eliminating the shaft tunnel and freeing the
middle of the ship for cargo. In the present design, the engine room is located aft.
2.19.MINIMUM NUMBER OF BULKHEADS (LRS Pt3 Ch3 Sec4 Tab 3.4.1)
Form the Lloyd’s Register Classification Rules, the ship is required to have 8 bulkheads or more, (for lengths greater than 150)
inclusive of fore, aft and engine room bulkhead. A maximum length of a hold is taken as 30m as per sub division requirements.
The main subdivisions are:-
Aft peak bulkhead =3.5 % L ford of aft perpendicular = 7.7175m
Minimum distance between bulkheads = 0.03L + 3.05
= 9.665m
Length of the engine room, LER = 0.13L
= 28.665m
25
Length of the aft peak, LAP = 0.045L to 0.09L
Here, LAP = 0.054L is taken.
LAP = 11.907m
Length of fore peak, LFP = 0.05L to 0.13L (taken as .058L)
= 12.789m
Length of the cargo holds, LC = 198.80 – (25.844+10.93+11.92)
= 167.139m
Number of cargo holds = 7
Length of each hold = 150.094/7
= 23.877m
Length of collision bulkhead = 0.08*L – f1 (max.) [LR Rules]
where f1 = G/2;
where G = bulbous bow length
f1 = 2.35
 Length of collision bulkhead = 15.29m
Length of Hatch opening, LHO = 55 to 65 % hold

= 65 %LHOLD = 15.52005m (7 holds)
Breadth of Hatch opening, BHO = 0.5% B = 16.3904m
Coaming height, HHC = 1 m
Camber = 2% B = 0.655 m (no Camber)
26
2.20.POSITION OF FRAMES
a) Forward of 0.05L from fore perpendicular
s = (470 + L/0.6) mm or 600mm whichever is lesser
= 837.5mm
s = 600mm
b) Between 0.05L and 0.2L from fore perpendicular
= 837.5mm
s = 700mm
c) Between 0.2L from fore perpendicular to 0.15L from aft perpendicular s = (510 + L/0.6) mm or 850 mm
whichever is lesser
= 877.5mm
S = 850mm
d) Between 0.15L from aft perpendicular to 0.05L from aft perpendicular s = (510 +
L/0.6) mm or 850 mm whichever is lesser
= (510 + 198.80/0.6) = 877.5mm
s = 850mm
e) Aft of 0.05L from aft perpendicular
s = (470 + L/0.6)mm or 600mm whichever is lesser
= (470 + 198.80/0.6) = 837.5mm
s = 600mm
27
Location of frames from aft
Table2.8
Frame spacing Frame location

Length
600mm 0 – 17 9.94m
850mm 17-194 158.86m
700mm 194-236 188.68m
600mm 236-253 198.80m
Table2.9
Length Frame position

Zone
Aft Peak tank 10.93 m 0 – 18
Engine room 25.84 m 18-49
Hold 7 21.44 m 49-75
Hold 6 21.44 m 75-101
Hold 5 21.44m 101-127
Hold 4 21.44m 127-153
Hold 3 21.44m 153-179
Hold 2 21.44m 179-203
Hold 1 21.44m 302-236
Fore Peak Tank 9.97m 236-253
28
2.21 CROSS SECTION OF THE BULK CARRIER
Approximate dimensions of the hatch openings are:
Length of hatch, LHC = 0.65Length of hold
= 15.52005m
Breadth of hatch, BHC = 0.5B
= 16.39045m
 ranges from 25o to 35o, so taken,  =30

 ranges from 35o to 55o, so taken,  =45
SW = 0.02B
= 0.655m
TW = 0.5(0.80B)
= 13.11236 m
UW = B/2 – (SW + 0.5hatch width)
= 7.53m
LW = B/2 –TW
= 3.27
HW = B/4
= 8.19m
UW = B/2 –HW -SW

= 7.53
29
Cargo hold showing the dimensions of hatch openings
Figure 2.8 Typical midship section
Height of the double bottom,
HDB = 28B + 205T

= 1.7 m
Again, HDB = 250 + 20B + 50T
= 1620.176 mm = 1.6m
Height of the double bottom in engine room is also taken as the same,
HDB(ER) = HDB
= 1.7m
2.22.DESIGN OF FORECASTLE
Height of forecastle is determined by minimum bow height. Minimum bow height =
56L [1-(L/500)]  [1.36/ (C 0.85 + 0.68)] B
0.85
0.85CB = 1.03CB
30
= 0.8549
Minimum bow height = 6115.99mm
Available freeboard = 5.46m.
So, forecastle is required. Minimum height of forecastle is given as 2.3m. So the forecastle height is
taken as 2.4m.
Length of forecastle is taken approximately as = 7% L
= 0.07 * 220.5
= 15.43m
2.23.BILGE RADIUS
Recommendations for bilge radius of conventionally framed and very broad ships without rise of floor is
given by,
R = BCK/[((L/B)+4)CB 2], where C lies

K between 0.5 and 0.6 ( take 0.55)
= 2.4 m
2.24.HEIGHT OF SUPERSTRUCTURE
It depends on the required dead visual range
Max dead visual range = 1.25L = 275.625m

Min height of superstructure =17.6m
2.25 Initial estimates of consumables, stores and cargo
a) Mass of heavy fuel (MHF)
MHF =SFC  PBRange/V Sfc =

166 g/kWhr
PB =Brake horse power (kW)
PB = 1.020.567(VT)3.6 / 1000
31
PB = 7938.06KW
Range = 6223 nm
Speed = 13Kn

MHF = 630.50t
b) Mass of Diesel fuel (MDF)
MDF = 1/3  610.5

MDF = 210.50 t
c) Mass of lube oil ( MLO )

MLO = 0.04(MHF + MDF) = 32.56t
e) Mass of fresh water (MFW)

MFW = volume  compliment  days of voyage  10-3 t Days of voyage =
range/(speed24) = 6223/(1324 ) = 19.94
Mass of fresh water and stores depends on number of persons on board.
Total number of officer = 9 Total number

of crew = 20.
16
MFW = MDrinking water + Mwashing water MDrinking Water
= 10 to 20 liters / person / day MWashing water
= 60 liters/ person/ day for crew.
= 120 liters / person / day for officers
MFW = [(202920)]+[(6020 20)+(120920)] 10-3
MFW = 59.12 tones
f) Mass of provisions (MPR)
Depends on the number of crew, number of passengers and the radius of

action of the ship
MPR = 6 kg / person / day (crew)

= 8 kg / person / day (officers)
MPR = (69.321) + (819.39)
MPR = 3.82 t
MST (stores) = 630.5+210.5+32.56+3.82+59.12
= 907.6 t
g) Mass of crew and effects ( MCR )
32
Mass and effects = 120.Kg / person
For officers = 150 Kg / person
MCR = 12021 + 1509 = 3.87 t
i) Mass of cargo = Dwt – (MST + MCA + MWB)

= 75158.54 -(907.6+3.87)
= 74247.55 t
2.26.CHECK ON DISPLACEMENT
From the design equation,
Available Displacement () = L  B  T  CB 1.025(1+s)
Where s is the shell correction factor it varies between 1.005 and 1.006. 1.006 is chosen.
1.025 is the density of seawater in t/m3
Available Displacement () = LBT*Cb*1.025*(1+0.006)
= 88409.03t
Also
Required displacement () = Deadweight +light ship

Light ship = steel mass + engine plant mass + outfit mass
= 13250.49t
Dead weight = 75158.54t

 = 75158.54 + 13250.49
= 88409.03t
Hence displacement check is satisfactory
2.27.RESISTANCE CALCULATION
The resistance of a ship at a given speed is the force required to tow the ship at that speed in smooth water,
assuming no interference from the towing ship. If the hull has no appendages this is called bare hull
resistance.
Towing power or effective power, PE = RT  V
where, PE is in KW, RT is resistance in KN; V is speed in m/s.
Calm water resistance is made up of four main components, namely,
a) Frictional resistance
33
b) Viscous pressure drag
c) Wave making resistance
d) Eddy and separation resistance
Frictional resistance accounts for about 80-85 % of total resistance in slow speed ships and about 50% in high
speed ships. It depends upon the Reynolds number.
Reynolds number =VL/ν,
where V is the speed in m/s,
L is the length on waterline;
ν is the kinematic viscosity of water. Wave making resistance is dependent on Froude
number.
Froude number = V/ (gL), where g is acceleration due to gravity.
At low speeds the wave making resistance is very small.
Relation of hull form to resistance
1. Length: For a given speed, when length increases, Froude number decreases and hence wave making
resistance decreases. But frictional resistance increases due to larger wetted surface area. So longer lengths
will be beneficial at high speeds.
2. Draught: When draught increases resistance increases.
3. Breadth: When breadth increases resistance increases.
In slow speed ships, a small reduction in length and a compensating increase in breadth, because of the
resulting decrease in wetted surface, may result in little or no increase in resistance. This results in cheaper
ships.
Various methods are available for the estimation of ship resistance. All these can be said to be
approximate.
34
2.28.HOLTROP
INTRODUCTION
The resistance of a ship at a given speed is the force required to tow the ship at that speed in smooth water,
assuming no interference from the towing ship. If the hull has no appendages this is called bare hull
resistance.
Where, PE is in KW,
RT is resistance in KN,
V is speed in m/s
For doing powering calculations we have to know total resistance of the ship. It can be calculated in many
ways, namely:-
1. Guldhammer and Harvald method
2. Holtrop method
3. BSRA method
The major components of ship’s hull form resistance are:-
1. Viscous resistance
2. Pressure resistance
3. Separation and eddy resistance
4. Air resistance
5. Steering resistance
6. Additional resistance due to restricted water way, if any
The wave making and Eddy resistances may be coupled together and called the
Residuary resistance. Frictional resistance accounts for about 80-85 % of total resistance in slow speed ships
and about 50% in high speed ships. It depends upon the Reynolds number
Reynolds number = VL/ν,
Where V is the speed in m/s, L is the length on waterline;

35
ν is the kinematic viscosity of water.
Wave making resistance is dependent on Froude number.

Froude number (Fn) = V/ (gL), where g is acceleration due to gravity.
Various methods are available for the estimation of ship resistance. All these can be said to be approximate.
Since B.S.R.A lines have been adopted, B.S.R.A method is expected to give a reliable estimate and hence it is
used for further calculations.
HOLTROP AND MENNEN METHOD
This is another method used to calculate the ship hull resistance. The hull resistance is calculated by using
computer software “NavCad” in this method and the results are shown below:-
General:
Length between PP 220.5 [m]
WL bow pt aft FP 0.000 [m]
Length on WL 220.5 [m]
Max beam on WL 32.7809 [m]
Max molded draft 14.29115 [m]
Displacement bare 88409.03 [t]
Wetted surface 11356.43 [m2]
Chine type Round bilge
Parameters:
Lwl/B 6.726
B/T 2.29379
Cb 0.83
Cws 0.894
2.29.POWERING CALCULATION
Quasi propulsive co-efficient = K-NL/10,000
= 0.643014882
Again, Quasi propulsive co-efficient
36
= 3.6CB (1-0.9*CB)-V/4.8CBL =0.6
Taking QPC as 0.6 and shaft transmission efficiency as 0.97
PD= PE / ɳs*qpc = 6817.834542kW
Taking 85% of MCR as derated power
Power required = 6817.834542/.85 =8020.98KW
2.30.CHECK ON HOLDS & TANKS CAPACITY
Calculation of Hold Volume
Cargo Hold Volume, VHO=VDD +VSH +VCA+VHT -VFP -VAP -VER -VST -VTA-VDB
Here, DD – up to main deck

SH –sheer
CA-camber
HT – hatchway trunk
DB – double bottom
FP – fore peak
AP – aft peak
ER – engineroom
ST – shaft tunnel
TA – tanks
a) Volume upto Maindeck (VDD)
VDD = CBDLBD
CB at maindeck, CBD = (D/T –1) 0.086 + (0.7- CB) 0.0475 + CB
= 0.85
VDD = 121343.2 m3
Since the engine room is placed aft, shaft tunnel (ST) is not required. Also, sheer (SH) is not given.
37
Volume of sheer, VSH = 0
Volume of shaft tunnel, VS = 0
Volume of camber, VCA = 0
b) Hatchway Tank (VHT)
VHT = LHW× BHW × DHatchcoming × No. Hatches
LHW = length of the Hatchway
BHW = breadth of the Hatchway
VHT = 1794.156
c) Forepeak Volume (VFP)
VFP =KFP(LFP/LBP)2 LBP BDCBD KFP

=1.7 K.b
K=3.33(AB /LBP)-0.667
=1.0646
AB=0.52 * L =114.66
B = 1.75 for ships having Bulbous bow
KFP = 3.167185
VFP = 1292.84 m3
d) Aft Peak Volume (VAP)
VAP = KAP (LAP/LBP)2 LBPBDCBD
KAP = 2.16(1-K), where K= 0.075
= 2.16(1-0.075)
= 1.998
VAP = 706.96 m3
a) Engine Room Volume (VER)
38
VER = B (D-HDB) LER [K (KERaft + KERfwd)] /2
XERaft = 11.025
XERfwd = 37.485
KERaft = 5.9(11.025/220.5) + 0.11
= 0.41
KErfwd = 5.9(36.21/198.80) + 0.11
=1.12
=19757.24
VER = 15114.29 m3
f) Double Bottom Volume (VDB)
VDB = CBDBLBHDB
where, HDB is Double Bottom Height = 1.7 m
CBDB = 2.068(HDB/T) 0.5–1.5004(HDB/T) 1.265(CB-0.7)
= 0.534
 VDB = 6571.20 m 3
g) Tank Volume (VTA)
VTA=Volume of the upper wing tank+ Volume of the lower wing tank
VUWT = [(1/2Uw 2  tan) + Uw  tan  Sw

+ Sw (Sw+Uw)] 2L cargo
VUWT = 8230.72
VLWT = [(1/2Lw 2 tan) + (Lw  HDB)] 2Lcargo
39
VLWT = 4771.84
So,VTA = 13002.56m3
h) Available Cargo Hold Volume
VHO = VDD+ VSH+ VCA+ VHT-VFP-VAP-VER-VST-V TA-VDB

= 82861.19 m3
2.31.STOWAGE FACTOR DETERMINATION
Stowage factor = Available cargo hold volume/mass of cargo

= 1.116
Stowage factor of rice = 0.95m3/ts
Stowage factor of Oats = 0.98m3/t
Volume required for carriage of rice = Mass of cargo  stowage factor of rice
= 70906.41
Volume required for carriage of oats = Mass of cargo  least stowage factor of oats
= 72762.599
Volume available for cargo in holds = 82861.19 m3
From this it is clearly seen that there is ample space for carrying the required weight of
Cargo
2.32.INITIAL STABILITY AND FREEBOARD CALCULATION
STABILITY CHECK
The initial check on stability is done using Prohaskas Method.

Righting Lever,
GZ =GM.Sin + BM
40
h* where, h* is form coefficient, from Prohaskas Curves
.GM = KB + BM - KG
KB = 0.52 T
= 7.92m
BM = CIT B2
(12.T.CB)
CIT = 0.894 C 2w+ 0.096
(CW is Water Plane Area Coefficient = 0.901)
= 0.811
BM = 6.13m
KG/D = 0.57, for Bulk Carriers.
KG = 11.257m
GM = 2.7925m
GM/B = 0.085
For Bulk Carriers, GM/B should lie between 0.06 and 0.092, which is satisfactory. From Prohaskas Curves
the values of form coefficient h* can be found. h* is given in graphs with D/B Vs T/B.
41
Table2.10
Angle(deg) GM*Sin< h* BM*h* GZ
0 0 0 0 0
15 0.722 0.009 0.055 0.77
30 1.39 -0.01 -0.061 1.33
45 1.97 -0.1 -0.613 1.36
60 2.41 -0.25 -1.53 0.88
75 2.69 -0.4 -2.45 0.24
90 2.79 -0.5 -3.065 -0.27
GZ CURVE
1.6
1.4
1.2
0.8
0.6
0.4
0.2
0
0 10 20 30 40 50 60 70 80 90 100
-0.2
-0.4
Figure2.9
Results of Stability Check (IMO Regulation)
42
 Available1.Maximum GZ should occur at an angle of heel exceeding 30

 Limited GM should not be less than 0.15 m
 Area under GZ curve should not be less than 0.055mrad upto 30
 Area under GZ curve should not be less than 0.09mrad upto 40
 Area under GZ curve should not be less than 0.03 mrad between 30&40
Hence all IMO regulations are satisfied the preliminary stability check is found to be satisfactory
2.33.FREEBOARD CHECK
The freeboard is the distance measured from the freeboard deck to the waterline, corresponding to the load
line mark. Here, the main deck is considered as the freeboard deck. The basic freeboard of the ship depends
on the type of the ship.
Bulk carriers fall under the Type B-60, where the freeboard required is between Type A and Type B.
1) TABULAR FREEBOARD
For Type B-60, for a length of 220.5 tabular freeboard is 3475.3mm
2) BLOCK COEFFICIENT CORRECTION
Corrected freeboard = Tabular freeboard (C 0.85

B +0.68) /1.36 C
0. 85
=
B 1.03 C B
= 0.839937789
Therefore, Corrected freeboard = 3131.4 [(0.852+ 0.68)/1.36]

= 3475.3mmmm
3) CORRECTION OF DEPTH
Freeboard Correction = (D –L/15) R where R=250;

= (18.23-198.80/15) 250
= -95.23mm
4) SHEER CORRECTION
43
Sheer correction = (0.75-E /2L) sheer deficiency E
Length of Super structure = 11139.635
0.15L = 29.82m
Sheer Deficiency = 4.169L +125 = 1044.27
Sheer Correction = 704.89 mm
5) SUPER STRUCTURE CORRECTION
If the ship has a complete super structure, the free board deductions which can be made for a ship of
length greater than 122m, is 1070mm. If the superstructure is partial, the deduction of freeboard is given
as follows:-
Table2.11 Partial Superstructure Correction
Type A Ships Type B Ships
E 0.1L 0.2L 0.1L 0.2L
DEDUCTION 7% 14% 6.3% 12.7%
For E = 0.15L, linear interpolation gives a deduction of 10.5% for Type A and 9.5% for Type B.
For B-60 ships, deduction = Type B- 60% difference of B & A
= 9.5 – (0.6 -1)
= 10.1%
Freeboard correction = -95230.101
= - 95.23mm
REQUIRED FREEBOARD
Resultant Freeboard = 5000.01mm

Available Freeboard = D-T
= 19.75-14.29=5460 mm
= 5460 mm
Available free board is greater than required freeboard. Hence the freeboard check is satisfactory
44
45
3.34 Final Main Dimensions
Table 2.12
LBP 220.5m
B 32.78m
D 18.23m
T 19.79m
CB 0.82
46
CHAPTER-3
HULL GEOMETRY
47
3.1.FINAL LINES:
The final lines design is based on the charts developed from methodical series experiments. BSRA series charts are
used which are developed by British Ship Research Association. From the BSRA charts, the offsets were obtained for
the corresponding CB, and a lines plan was drawn. But due to visual errors while reading the offsets from the BSRA
charts, the lines plan had to be faired. Also the BSRA lines cater to a cruiser stern. As a result stations 0 and 0.5 had to
be left out and designed separately, after a designing a transom stern. A forecastle was also designed to provide
minimum bow height
Table 3.1
STERN
STEM PROFILE
PROFILE
OFFSETS
WATER LINES OFFSETS (for’d
(FROM
+ive)
F.P)(for’d +ive)
(FROM A.P)
0 0 9.9
0.5 3.6 7.6
1 4.6 7
2 4.7 5.1
3 4.3 5.1
4 2.3 6.7
5 0.9 4.2
6 0.11 -4.7
LWL 0 -7.4
7 0.17 -7.5
8 0.68 -7.5
9 1.14 -7.5
MDK
0 9.9
Wateline spacing = 2.6m
Station spacing= 11.025m
48
3.2.FAIRED OFFSET
Table 3.2(a)
STN/WL 0 0.5 1 1.5 2 3

0 0 0 0 0 0 0
0.5 0 0 0 0 0 0
1 0.27 2.0 2.8 3.43 3.95 5.15
1.5 0.80 4.13 5.18 6.02 6.75 8.24
2 1.28 6.37 7.66 8.64 9.50 10.99
3 2.89 9.70 11.10 12.13 12.96 14.15
4 5.67 11.46 12.88 13.78 14.43 15.46
5 8.28 12.97 14.39 15.14 15.59 16.16
6 10.25 14.26 15.53 15.97 16.20 16.35
7 11.63 14.95 15.96 16.25 16.36 16.39
8 12.53 15.41 16.13 16.34 16.39 16.39
9 13.41 15.80 16.24 16.37 16.39 16.39
10 13.75 16.01 16.29 16.37 16.39 16.39
11 13.52 15.92 16.30 16.37 16.39 16.39
12 13.14 15.72 16.28 16.37 16.39 16.39
13 12.50 15.59 16.25 16.37 16.39 16.39
14 11.32 15.43 16.21 16.36 16.39 16.39
15 9.86 14.92 15.98 16.24 16.31 16.34
16 7.793 13.81 14.99 15.48 15.73 15.95
17 5.22 11.71 12.98 13.65 14.05 14.53
18 2.30 8.72 9.98 10.67 11.10 11.67
18.5 1.14 6.98 8.13 8.76 9.15 9.65
19 0.68 5.11 6.09 6.61 6.89 7.23
19.5 0.34 3.31 4.10 4.47 4.61 4.68
20 0 1.60 2.21 2.42 2.51 2.18
49
Table 3.2(b)
STN/WL 4 5 LWL 6 7 MDK
0 0 4.298077 5.272308 6.647692 8.481538 9.226538
0.5 3.725 7.220769 7.908462 8.905615 10.20077 10.83115
1 7.507308 9.513077 10.14346 11.11769 12.43577 12.83692
1.5 9.879846 11.35838 11.82831 12.60769 13.71946 14.38423
2 12.218 13.261 13.61631 14.09769 14.84269 15.27823
3 14.93438 15.48454 15.58769 15.80546 15.97738 16.13785
4 15.96592 16.21808 16.241 16.29831 16.33269 16.37854
5 16.32123 16.36708 16.39 16.39 16.39 16.39
6 16.39 16.39 16.39 16.39 16.39 16.39
7 16.39 16.39 16.39 16.39 16.39 16.39
8 16.39 16.39 16.39 16.39 16.39 16.39
9 16.39 16.39 16.39 16.39 16.39 16.39
10 16.39 16.39 16.39 16.39 16.39 16.39
11 16.39 16.39 16.39 16.39 16.39 16.39
12 16.39 16.39 16.39 16.39 16.39 16.39
13 16.39 16.39 16.39 16.39 16.39 16.39
14 16.39 16.39 16.39 16.39 16.39 16.39
15 16.36708 16.37854 16.39 16.39 16.39 16.39
16 16.08054 16.18369 16.20662 16.25246 16.29831 16.30977
17 14.83123 15.09485 15.14069 15.32408 15.54185 15.72523
18 12.10338 12.52746 12.69938 12.95154 13.44438 14.08623
18.5 10.08615 10.53315 10.79677 11.06038 11.71369 12.56185
19 7.564615 7.988692 8.195 8.561769 9.352615 10.40708
19.5 4.802385 5.088923 5.237923 5.639077 6.533077 7.495846
20 0.974231 0.114615 0.057308 0.343846 1.49 2.464231
50
3.3.BONJEANS AND HYDROSTATIC CURVES
3.3.1 INTRODUCTION:
The basic characteristics of the ship hull are required throughout her life; especially it’s behavior in dynamic
condition. These characteristics are obtained from the Bonjean and Hydrostatic properties of vessels. These
properties are calculated separately and are plotted as drawings and kept as Bonjean Curves and Hydrostatic
Curves.
3.3.2 Bonjean
The Bonjean curves are curves of immersed cross-sectional areas plotted against draft for each transverse
section. They are drawn on the ship profile and may be used to determine the longitudinal distribution of
buoyancy. The immersed areas for a particular waterline is obtained by drawing horizontal lines, from the
intercept of the waterline with the middle line of a section to the Bonjean curve for that section. Having the
areas for all the sections, the underwater volume and its longitudinal centroid, its center of buoyancy can be
calculated. Thus we will be able to calculate the longitudinal center of buoyancy at any trim condition. The
advantages of this curve can be listed as follows:
1) Hydrostatic calculations
2) Floodable length calculations
3) Launching calculations
4) Longitudinal strength calculations
51
3.3.3.Bonjean area
Table3.3(a)
STN/W 0 1 2 3 4 5 6 7
0 0 180.258 326.664 624.442
0.5 0 101.712 248.82 553.02 834.86
1 0 17.68 81.328 129.61 259.22 475.8 745.68 1042.58
1.5 0 34.944 142.48 218.14 394.94 622.934 890.032 1183.624
2 0 53.04 204.1 303.238 519.168 765.622 1036.36 1322.308
3 0 79.3 285.48 408.798 664.144 932.698 1206.712 1477.941
4 0 92.768 323.492 454.22 723.372 995.254 1255.384 1487.304
5 0 104.858 354.718 487.942 755.04 1017.64 1276.132 1533.714
6 0 114.53 373.75 504.868 764.816 1022.424 1278.42 1534.104
7 0 119.236 380.016 509.418 766.844 1022.736 1278.42 1534.104
8 0 122.07 382.07 510.692 767.052 1022.736 1278.42 1534.104
9 0 124.384 382.824 511.368 767.052 1022.736 1278.42 1534.104
10 0 125.554 382.954 511.108 767.052 1022.736 1278.42 1534.104
11 0 125.164 382.98 511.134 767.052 1022.736 1278.42 1534.104
12 0 124.072 382.928 511.082 767.052 1022.736 1278.42 1534.104
13 0 123.37 382.85 511.004 767.052 1022.736 1278.42 1534.104
14 0 122.382 382.59 510.9 767.052 1022.736 1278.42 1534.104
15 0 119.132 379.652 508.04 764.712 1020.838 1277.068 1533.844
16 0 110.734 362.258 490.568 745.836 1000.35 1261.26 1520.818
17 0 94.64 319.748 439.322 680.628 926.432 1177.904 1434.966
18 0 71.292 250.12 347.854 547.664 757.146 978.9 1215.448
18.5 0 57.434 205.374 286.728 453.492 631.488 824.928 1040.156
19 0 42.406 154.778 215.54 340.028 474.63 627.12 808.054
19.5 0 27.872 104.312 142.844 219.856 302.224 401.908 536.198
20 0 14.066 56.55 74.958 91.156 58.786 21.1588 49.9512
52
3.3.4.Bonjean moment
Table3.3(b)
STN/W 0 0.5 1 2 3 4 5 6 7
0 0 14.93 23.8 39.33
0.5 0 10.645 22.12 41.505 53.02
1 0 0.275 11.075 20.47 23.75 32.05 44.66 56.64 66.345
1.5 0 0.8 22.5 36.01 40.42 49.59 59.118 67.92 75.48
2 0 1.28 34.42 51.72 56.65 65.66 73.05 79.34 84.5
3 0 2.9 52.8 72.58 77.09 84.49 89.35 92.65 94.657
4 0 5.67 64.15 82.43 86.06 92.23 95.51 96.6 95.38
5 0 8.28 74.55 90.55 92.95 96.56 97.8 98.15 98.31
6 0 10.25 82.82 95.61 96.68 97.99 98.3 98.34 98.34
7 0 11.63 87.39 97.31 97.75 98.3 98.34 98.34 98.34
8 0 12.5 90.27 97.88 98.08 98.34 98.34 98.34 98.34
9 0 13.41 92.85 98.11 98.34 98.34 98.34 98.34 98.34
10 0 13.75 94.04 98.16 98.24 98.34 98.34 98.34 98.34
11 0 13.52 93.5 98.17 98.25 98.34 98.34 98.34 98.34
12 0 13.14 92.3 98.15 98.23 98.34 98.34 98.34 98.34
13 0 12.5 91.15 98.12 98.2 98.34 98.34 98.34 98.34
14 0 11.32 89.25 98.04 98.16 98.34 98.34 98.34 98.34
15 0 9.86 85.52 97.24 97.52 98.02 98.15 98.23 98.32
16 0 7.79 77.98 92.64 93.86 95.53 96.13 96.97 97.47
17 0 5.22 65.04 81.63 83.71 87 88.94 90.51 91.91
18 0 2.3 47.16 63.76 66.05 69.88 72.59 75.13 77.76
18.5 0 1.14 37.19 52.32 54.38 57.83 60.5 63.26 66.48
19 0 0.68 27.21 39.42 40.88 43.37 45.45 48.04 51.57
19.5 0 0.34 17.68 26.58 27.18 28.12 28.96 30.75 34.13
20 0 0 8.61 140.4 14.43 12.2 6.17 1.753 2.972
3.4.HYDROSTATICS CALCULATIONS
The ship is floating body and its properties in various levels of draft are plotted on a graph. The properties can
be calculated using computer software ‘GHS’ or manually. The hydrostatic curves consist of a set of 15
curves, which represent various ship parameters.
They are as given below:
1) Longitudinal center of Flotation (LCF)
2) Transverse moment of Inertia (IT)

53
3) Longitudinal moment of inertia (IL)
4) Volume displacement ()
5) Mass displacement ()
6) Longitudinal center of buoyancy (LCB)
7) Vertical center of buoyancy (KB)
8) Longitudinal metacentric radius (BML)
9) Transverse Height of metacenter (KMT)
10) Tones per centimeter immersion (TPC)
11) Moment to change trim by 1 cm (MCT)
12) CB
13) CP
14) CW
15) CM
All these curves are drawn for different drafts, starting from zeroth water line to the main deck, so that it will
be possible to find out any of the above parameters at any loaded condition of the ship.
The hydrostatic parameters given in Table 3.2.3(a) and 3.2.3(b) for each waterline are calculated using the
following formulae:
1) Volume of displacement () = 1/3 (station spacing)  f ()
2) Mass displacement () =   1.0061.025
3) Transverse moment of inertia (IT) = 2/9(station spacing)  f (IT)
3
4) Longitudinal moment of inertia (IL) = [2/3 (station spacing)  f
(IL)] –
[AWP X
LCF²]
54
5) Tons per cm immersion (TPC) = (AWP1.025) /100
6) Moment causing trim by 1cm(MCT1cm) = ( BML) /(LBP100)
7) Longitudinal Metacentric radius (BML) = IL /
8) Transverse Metacentric radius (BMT) = IT /
9) Longitudinal Center of Buoyancy (LCB) = ML /
10) Longitudinal Center of Flotation (LCF) = MMIDSHIPS /AWP
11) Vertical Center of Buoyancy (VCB) = MT /
12) Block coefficient (CB) =  / (LBT)
13) Prismatic coefficient (CP) =  / (AMIDSHIPS L)
14) Midship coefficient (CM) = AMIDSHIPS / (BT)
15) Water plane area coefficient (CW) = AWP /
55
Table3.4
56
3.4.1.Hydrostatic parameters at the designed draft
Intact Draft Amidships 14.290m

Displacement t 84755
Heel deg 0.0
Draft at FP m 14.290
Draft at AP m 14.290
Draft at LCF m 14.290
Trim (+ve by stern) m 0.000
WL Length m 228.149
Beam max extents on WL m 32.780
Wetted Area m^2 11278.607
Waterpl. Area m^2 6511.062
Prismatic coeff. (Cp) 0.797
Block coeff. (Cb) 0.774
Max Sect. area coeff. (Cm) 0.971
Waterpl. area coeff. (Cwp) 0.871
LCB from zero pt. (+ve fwd) m 111.863
LCF from zero pt. (+ve fwd) m 107.107
KB (m) 7.608
KG (m) 14.290
BMt (m) 6.245
BML (m) 271.730
GMt (m) -0.437
GML (m) 265.048
KMt (m) 13.853
KML (m) 279.338
Immersion (TPc) tonne/cm 66.738
MTc tonne.m 1018.780
RM at 1deg =
GMt.Disp.sin(1) tonne.m -645.712
Max deck inclination deg 0.0000
Trim angle (+ve by stern) deg 0.0000
57
CHAPTER 4
RESISTANCE AND POWERING
58
4.1.RESISTANCE
4.1.1.INTRODUCTION
The resistance of a ship at a given speed is the force required to tow the ship at that speed in smooth
water, assuming no interference from the towing ship. If the hull has no appendages this is called bare
hull resistance.
Where, PE is in KW,
RT is resistance in KN,
V is speed in m/s
For doing powering calculations we have to know total resistance of the ship. It can be calculated in many
ways, namely:-
5. Guldhammer and Harvald method
6. Holtrop method
7. BSRA method
The major components of ship’s hull form resistance are:-

7. Viscous resistance
8. Pressure resistance
9. Separation and eddy resistance
10. Air resistance
11. Steering resistance
12. Additional resistance due to restricted water way, if any
The wave making and Eddy resistances may be coupled together and called the Residuary resistance.
Frictional resistance accounts for about 80-85 % of total resistance in slow speed ships and about 50% in high
speed ships. It depends upon the Reynolds number
59
Reynolds number = VL/ν,
Where V is the speed in m/s, L is the length on waterline;
ν is the kinematic viscosity of water.
Wave making resistance is dependent on Froude number.

Froude number (Fn) = V/ (gL), where g is acceleration due to gravity.
Various methods are available for the estimation of ship resistance. All these can be said to be
approximate. Since B.S.R.A lines have been adopted, B.S.R.A method is expected to give a reliable estimate
and hence it is used for further calculations.
4.1.2 HOLTROP AND MENNEN METHOD
This is another method used to calculate the ship hull resistance. The hull resistance is calculated by using
computer software “NavCad” in this method and the results are shown below:-
General:
Length between PP 220.5 [m]
WL bow pt aft FP 0.000 [m]
Length on WL 220.5 [m]
Max beam on WL 32.7809 [m]
Max molded draft 14.29115 [m]
Displacement bare 88409.03 [t]
Wetted surface 11356.43 [m2]
Chine type Round bilge
Parameters:
Lwl/B 6.726
B/T 2.29379
Cb 0.83
Cws 0.894
60
Table4.1
FROUDE
SPEED(Kn) NO VOLUME RESISTANCE(N) POWER(w)
10 0.109 0.249 346015.6 1780058
10.125 0.11 0.252 354375 1845851
10.25 0.111 0.255 362846.7 1913311
10.375 0.113 0.258 371432.9 1982472
10.5 0.114 0.261 380136.2 2053369
10.625 0.116 0.264 388959.1 2126040
10.75 0.117 0.268 397904.6 2200523
10.875 0.118 0.271 406975.8 2276860
11 0.12 0.274 416176 2355094
11.125 0.121 0.277 425508.7 2435269
11.25 0.122 0.28 434977.9 2517434
11.375 0.124 0.283 444587.4 2601639
11.5 0.125 0.286 454341.7 2687936
11.625 0.126 0.289 464245.3 2776380
11.75 0.128 0.292 474303 2867030
11.875 0.129 0.296 484520 2959946
12 0.131 0.299 494901.7 3055193
12.125 0.132 0.302 505453.6 3152837
12.25 0.133 0.305 516181.9 3252950
12.375 0.135 0.308 527092.7 3355604
12.5 0.136 0.311 538192.6 3460877
12.625 0.137 0.314 549488.4 3568851
12.75 0.139 0.317 560987.2 3679609
12.875 0.14 0.32 572696.5 3793239
13 0.141 0.324 584624 3909836
13.125 0.143 0.327 596777.8 4029493
13.25 0.144 0.33 609166.1 4152313
13.375 0.145 0.333 621797.7 4278400
13.5 0.147 0.336 634681.4 4407862
13.625 0.148 0.339 647826.5 4540814
13.75 0.15 0.342 661242.5 4677372
13.875 0.151 0.345 674939.3 4817660
14 0.152 0.348 688926.9 4961804
14.125 0.154 0.352 703215.7 5109937
14.25 0.155 0.355 717816.6 5262194
14.375 0.156 0.358 732740.4 5418717
14.5 0.158 0.361 747998.3 5579652
14.625 0.159 0.364 763602.1 5745151
14.75 0.16 0.367 779563.4 5915370
14.875 0.162 0.37 795894.3 6090470
15 0.163 0.373 812607.1 6270618
61
Volume vs PE
7000000
6000000
5000000
4000000
3000000 Series1
2000000
1000000
0
0 5 10 15 20
Figure 4.1
Table 4.2
V Fn Rt Pe Rf Rw Rb Ra Rtr Rapp
8 0.088412629 258.41 1062.58192 158.85 9.16E-14 0.00211 33.64 9.3118 8.376
9 0.099464208 321.78 1488.55428 198.1 7.45E-12 0.0028 42.57 10.51 10.44
10 0.110515786 391.37 2011.6418 241.38 2.61E-10 0.0035 52.56 11.41 12.72
11 0.121567365 467.02 2640.53108 288.65 4.94E-09 0.0044 63.6 11.91 15.22
12 0.132618944 548.58 3383.64144 339.86 5.86E-08 0.0053 75.69 11.929 17.92
13 0.143670522 635.9 4249.0838 394.98 4.83E-07 0.0062 88.83 11.35 20.82
14 0.154722101 728.83 5244.66068 453.96 2.99E-06 0.0071 103.08 10.09 23.92
15 0.16577368 827.26 6378.1746 516.79 1.47E-05 0.0081 118.27 8.067 27.24
62
V vs RT
1000
900
800
700
600
500 Series1
400 Expon. (Series1)
300
200
100
0
0 5 10 15 20
Figure4.2
V vs PE
8000
7000
6000
5000
4000 Series1
3000 Expon. (Series1)
2000
1000
0
0 5 10 15 20
Figure4.3
63
4.2.POWERING AND PROPELLER DESIGN
The detailed powering calculations, selection of main engine, design of propeller and propeller geometry
are discussed under this topic. The primary aim is that, with the selected propeller engine combination, the
ship should be able to overcome its total resistance at the service speed.
4.2.1 Introduction
Having knowledge of the variation of resistance with speed, the next step is to select an engine which
is able to deliver the power required to overcome the resistance. For this an approximate prediction of
shaft power should be done. After the selection of the engine a propulsion system suitable to deliver
the thrust to overcome the resistance at the maximum possible efficiency is to be designed. Finally an
analysis of the performance of the propulsion system for service condition is made to ensure that the
ship can achieve the desired service speed. All these processes are done in this section.
4.2.2.Propulsion system
A single screw propulsion system is selected. This system is much simple, and consequently less
costly to purchase and operate. Furthermore, for most merchant ships with normal hull forms, single
screw propulsion also results in the highest possible hydrodynamic efficiency due to the higher hull
efficiency and minimum appendage resistance. Also the ship in concern does not require exceptional
manoeuvring characteristics and sufficient draft is available to accommodate greater diameters.
Another favorable characteristic of a single screw installation is that it requires comparatively lower
power to propel the same ship at the same speed.
4.2.3. Open Water Propeller series

Wageningen B series [Oosterveld, 1975] was selected for the design of propeller. This series was
developed from the open- water analysis of 120 Troost (air- foil) form, open-wheel propellers in the
Netherlands Ship Model Basin (NSMB) at Wageningen. Given below are the ranges of parameters of
propellers in this series.
Configuration : Open-wheel Number of blades : 2 to 7
Blade area ratio : 0.3 to 1.05
Pitch-Diameter ratio : 0.5 to 1.4
Advance coefficient : 0.05-1.5
64
4.2.4.Calculation of QPC
Quasi-propulsive coefficient or QPC (D) is defined as the ratio of effective power to the
delivered power: QPC = PE / PD. It can also be obtained from the product of
Hull efficiency, Relative-rotative efficiency, and the Open water efficiency. ie ηD = ηH ηRηO.
The Hull efficiency is given by ηH = (1-t)/(1-w), where t is the thrust deduction factor which
accounts for the reduction in thrust due to the reduced pressure ahead of propeller and w is the
wake factor, which is indicative of the reduction in water velocity to the propeller.
From the above factors it is understood that to estimate QPC we need the values of t, w, ηR,
and ηO. The former three values can be obtained from empirical relations and the open water
efficiency can be obtained from available open water propeller series for some basis propeller.
Some of the parameters of this basis propeller such as number of blades, diameter, blade area
ratio etc are to be determined before using the series data. The effects of these factors are
discussed below.
i.)Diameter
In theory, the largest diameter produces the greatest possible efficiency. So the selection of
diameter is more often than not determined by the available stern opening. Like all physical
trends, however, there are practical limits that should be observed since this is not always the
case.
Obviously, some clearances must exist between the hull and the propeller tips to control noise
and vibration. The extent of this clearance depends upon the application, but is usually ten to
twenty percent of the diameter. Single-screw installations tend to require greater clearances than
multi-screw.
Cavitations play an important role in the selection of diameter. Excessive tip speeds - a
function of the diameter and RPM - can generate tip cavitations. Since propeller RPM is often
dictated by an existing reduction ratio, the diameter may be the only parameter that can be
changed to correct this.
ii.)Blade area
The amount of blade area does not greatly affect theoretical performance, but the trend is
that less blade area increases efficiency. Its primary function is to provide enough area to
distribute the generated pressures so that the lift in any particular spot stays below a certain
cavitations - inducing level. So the idea is to use as little blade
65
area as possible while retaining enough to distribute the pressures. In addition to the
cavitation limits, there are other upper and lower limits to maintain. If a blade area is
too low, structural concerns will require that the thickness of the blades be increased
resulting in a reduction in efficiency.
4.2.5.Number of blades
Like blade area trends the fewer the blades, the greater the theoretical efficiency. The
number of blades and the required blade area, however, usually go hand in hand.
4.2.6.Skew
Employing a propeller with skew reduces resonant vibrations. The swept back blade
of a skewed propeller helps to minimize these effects by causing each blade to pass
through the area of still water behind an appendage a little at a time. Where a non-
skewed propeller blade would encounter this area all at once, a skews propeller will
proceed into it from root to tip, reducing the large periodic pressure changes on each
blade passes. One side benefit is that this reduction in vibration also makes it
possible to use a slightly smaller tip clearance (larger diameter) on certain
installations.
4.3.INITIAL PROPELLER DESIGN
Powering, propeller design and engine design is mutually dependant and derivation of
engine power starts from resistance at service speed. Propeller design is carried out
using BP-δ charts .The propeller to design initially is of the Wageningen B series and
was a single screw propeller.
4.3.1.PROPULSIVE PARAMETERS
There are many propulsive parameters. They are:-
a) Wake Fraction
w = 0.5CB– 0.05 (Taylor formula)

= 0.50.83-0.05
= 0.38
w = 0.7CP-0.18 (Hecksher formula)

= 0.70.8366-0.18
= 0.40562
Taking average, w = 0.38
66
b).Thrust deduction factor
T = 0.5 CP-0.12 (Hecksher formula)
= 0.26
c).Relative Rotative Efficiency, R
R is taken as 1.05 in the absence of test data
4.4.Hull Efficiency
H = 1-t/1-w =0.98
4.4.1.Thrust and Advance velocity
Rt = 635.91 kN
T = 863.55 kN
b) Velocity of advance
VA = V (1-w)
=4.13Kn
c) Diameter of propeller
Maximum possible propeller diameter is lesser of these values:
Dmax = 2/3xT
= 9.4 m
Hence the maximum possible diameter of propeller is 9.4m
4.4.2.Expanded Blade area ratio
For checking for safety against cavitations, the minimum expanded blade ratio
was calculated using the Aufn Keller formula.
(AE/AO) min = (1.3+0.3Z)/ (Patm+gh-e)(T/D2)+ k
D = Diameter of propeller =9.4m
Patm = atmospheric pressure = 101.366 kN/m2
67
 = 1.025t/m3
G = 9.81m/s2
H = depth of the shaft center line below WL =9.30m
K = 0.2, for single screw ships.
E = water vapour pressure at 150
= 1.704 kN/m2
For 3 bladed propeller,
AE/AO min =0.29
For 4 bladed propeller,
AE/AO min =0.31
In B series , Propeller design is carried out in two steps. In 1 st step decision is made
regarding no. of blades and main engine is selected. In the 2nd step propeller design is
done.
4.5.Selection of main engine
The value of BP, η0 and P/D is read corresponding to δ for a range of RPM from
Bseries . With these values find the η0, PD and N for required PE after iteration and
select the engine .
Formulae used in calculation are:

δ = ND/VA
BP = N √ PD/Va*2.5
Where, N = RPM
D = Diameter in ft
VA = Velocity of Advance in Knots
PD = Power in h
68
Table used in calculation:
Table 4.3
3 BLADE 4 BLADE
0.03 0.03 0.035 0.031
n0 0.62 0.61 0.61 0.64
J 0.44 0.61 0.62 0.612
P/D 0.8 0.9 0.9 0.9
N 0.999916 0.718894
59.99498
Table 4.4
J Kt
0 0
0.2 0.022299
0.4 0.089196
0.6 0.20069
0.8 0.356783
1 0.557473
1.2 0.802761
1.4 1.092647
AE/A0- GRAPH
0.45
0.4
0.35
0.3
Series1
0.25
Series2
0.2
0.15 Linear (Series1)
0.1 Linear (Series2)
0.05
0
0.292 0.294 0.296 0.298 0.3 0.302
Figure 4.4
69
3 bladed propellers are selected based on efficiency.
RPM=60
T he engine is always run at 10% lesser than the maximum power
Giving 10 % allowance,
Then PB = 6818.004
MAIN ENGINE SELECTION
MAKE = MAN
B&W
Engine = S80MC
POWER = 7360-
100400KW
RPM = 59
MEP = 12.2bar
Bore = 800mm
Stroke = 3056mm
No of Cylinder = 6
4.6.Propeller sizing
The value of δ, P/D and ηO is read corresponding to BP for a range of speed from the BP-
δ chart at three different value of AE/AO for 4-blade.From this Dopt, PEsupply, PEdemand is
obtained.
Table 4.5
AE/AO J n0 P/D D Kt T AE/AO

0.3 0.48 0.63 0.7 10.27 0.152856 1742.675 0.293358
0.35 0.5 0.62 0.7 10.48 0.179969 2224.82 0.289812
The PEsupply and PEdemand vs. speed graph is drawn and the speed at which PEsupply and
PEdemnad is equal is found and this is the maximum speed. For this maximum speed P/D,
ηO, Dopt are interpolated at corresponding AE/AO value.
70
Hence the Corresponding to propeller characteristics are
FINAL VALUE
AE/AO opt 0.35
P/D opt 0.7

ηo 62.30%
Depth(In meter) 8.50
T(Available in KN) 2224.82

Therefore VA(in knot) 4.1356
V(optimum in knot) 6.68
KT = T/(ρ*n^2*D^4) 0.1799
KQ = Q/(ρ*n^2*D^5) 0.02
4.6.1.Propeller Hub and Shaft dimensions
Diameter oh hub Db= 0.167D 1.71 m

Diameter oh hub aft Dba= 0.9Db 1.54 m
Diameter oh hub fore Dbf= 1.1Db 1.88 m
Root thickness tr = 0.045*D 0.46 m
Diameter of the shaft fore Dsf= Db/2 0.85 m
Minimum length of hub= 1.5Db 2.57 m
Back radius rb= 1tr 0.46 m
Face radius rf= 0.75*tr 0.34 m
71
Figure 4.5
4.6.2. Propeller Drawing
In propeller drawing, three views plus a pitch diagram is drawn. The three views include the
expanded blade outline, the projected outline, the developed outline and a side elevation.
 Expanded Blade outline
In this view the propeller is shown as if it were made flat without any curvature, on the face and back
and the section at different radii are drawn. The offsets for this view are obtained from a methodical
series chart. This view also shows the line of maximum Thickness. In propeller drawing this view
serves as the basis for drawing the other views.
 Pitch Distribution
This is a curve which shows the variation of pitch along the propeller radii. For three bladed
propellers, the pitch remains constant.
 Projected Outline
This is the view one gets while looking at the propeller head on. The true length of the blade sections
will not be visible. This is due to the pitch of the propeller.
72
 Developed Outline
This is the view that one gets while looking perpendicular to the face of the blade. The true length of
the section is also visible.
 Side elevation
This to the tip. It shows the projected outline of the blade shape on a centerline longitudinal plane.
Shows the rake or the fore and aft angle of the blade, and also the maximum thickness form the root.
73
CHAPTER-5
GENERAL ARRANGEMENT
74
5.1.INTRODUCTION
The General Arrangement gives a detailed picture of how the vessel looks in position of holds
and various allocations of rooms. The General Arrangement is done in order to calculate, initially,
the volume of holds, and do a capacity check.
The various spaces allocated are:
1. Cargo space
2. Machinery space
3. Storage for fuel and stores
4. Ballast Tanks
The requirements on the spaces which have to be met are:
a) Watertight subdivision and integrity

b) Structural integrity
c) Adequate stability
d) Adequate access to spaces
Preliminary General Arrangement is based on this, and subsequently during the design of
the final General Arrangement, the allocation for the spaces of the crew is done.
5.2.LOCATION OF MACHINERY SPACES
Every mechanically propelled merchant ships, must have machinery spaces which is
large enough to contain the main engine, its associated auxiliaries and access trunks,
without encroaching excessively upon available cargo spaces. In most ships today, the
usual practice is to locate the engine room aft as possible, thereby eliminating the shaft
tunnel and freeing the middle of the ship for cargo. In the present design, the engine
room is located aft.
5.3.MINIMUM NUMBER OF BULKHEADS
Form the Lloyd’s Register Classification Rules, the ship is required to have 8 bulkheads
or more, (for lengths greater than 150) inclusive of fore, aft and engine room bulkhead.
A maximum length of a hold is taken as 30m as per sub division requirements. The main
subdivisions are:-
Aft peak bulkhead = 3.5 % L ford of aft perpendicular = 7.7175 m
Minimum distance between bulkheads = 0.03L + 3.05= 9.665m
Length of the engine room, LER = 0.13L
= 28.665m
Length of the aft peak, LAP = 0.045L to 0.09L Here,
75
LAP = 0.054L is taken.
LAP = 11.907m
Length of fore peak, LFP = 0.05L to 0.13L (taken as .058L)
= 12.789m
Length of the cargo holds, LC = 198.80 – (25.844+10.93+11.92)
= 167.139m
Number of cargo holds = 7
Length of each hold = 150.094/7
= 23.87m
Length of collision bulkhead = 0.08*L – f1 (max.) [LR Rules]
where f1 =G/2;
where G = bulbous bow length
f1 = 2.35
 Length of collision bulkhead = 15.29m
Length of Hatch opening, LHO = 55 to 65 % hold

= 65 %LHOLD = 15.52005m (7 holds)
Breadth of Hatch opening, BHO = 0.5% B = 16.3904m
Coaming height, HHC = 1 m

Camber = 2% B = 0.655 m (no Camber)
76
5.4.POSITION OF FRAMES
f) Forward of 0.05L from fore perpendicular
= 837.5mm
s = 600mm
g) Between 0.05L and 0.2L from fore perpendicular
= 837.5mm
s = 700mm
h) Between 0.2L from fore perpendicular to 0.15L from aft perpendicular
s = (510 + L/0.6) mm or 850 mm whichever is lesser
= 877.5mm
S = 850mm
i) Between 0.15L from aft perpendicular to 0.05L from aft perpendicular
s = (510 + L/0.6) mm or 850 mm whichever is lesser
= (510 + 198.80/0.6) = 877.5mm
s = 850mm
j) Aft of 0.05L from aft perpendicular
s = (470 + L/0.6)mm or 600mm whichever is lesser
= (470 + 198.80/0.6) = 837.5mm
s = 600mm
77
Location of frames from aft
Table 5.1 Location of frames

Frame spacing Frame location
Length
600mm 0 – 17 9.94m
842mm 17-194 158.86m
700mm 194-236 188.68m
600mm 236-253 198.80m
Table 5.2
Length Frame position

Zone
Aft Peak tank 10.93 m 0 - 18
Engine room 25.84 m 18-49
Hold 7 21.44 m 49-75
Hold 6 21.44 m 75-101
Hold 5 21.44m 101-127
Hold 4 21.44m 127-153
Hold 3 21.44m 153-179
Hold 2 21.44m 179-203
Hold 1 21.44m 302-236
Fore Peak Tank 9.97m 236-253
5.5.CROSS SECTION OF THE BULK CARRIER
Approximate dimensions of the hatch openings are:
Length of hatch, LHC = 0.65Length of hold
= 15.52m
78
Breadth of hatch, BHC = 0.5B
= 16.39m
 ranges from 25o to 35o, so taken,  =30

 ranges from 35o to 55o, so taken,  =45
SW = 0.02B
= 0.65m
TW = 0.5(0.80B)
= 13.11 m
UW = B/2 – (SW + 0.5hatch width)
= 7.53m
LW = B/2 –TW
= 3.27
HW = B/4
= 8.19m
UW = B/2 –HW -SW

= 7.53
79
Cargo hold showing the dimensions of hatch openings
Figure 5.1 Typical midship section
Height of the double bottom,
HDB = 28B + 205T

= 1.7 m
Again, HDB = 250 + 20B + 50T
= 1620.176 mm = 1.6m
Height of the double bottom in engine room is also taken as the same,
HDB(ER) = HDB
= 1.7m
80
5.6.DESIGN OF FORECASTLE
Height of forecastle is determined by minimum bow height. Minimum bow
height = 56L [1-(L/500)]  [1.36/ (C 0.85 + 0.68)] B
0.85
0.85CB = 1.03CB
= 0.8549
Minimum bow height = 6115.99mm
Available freeboard = 5.46m.
So, forecastle is required. Minimum height of forecastle is given as 2.3m. So the forecastle
height is taken as 2.4m.
Length of forecastle is taken approximately as = 7% L
= 0.07 * 220.5
= 15.43m
5.7.BILGE RADIUS
Recommendations for bilge radius of conventionally framed and very broad ships without
rise of floor is given by,
R = BCK/[((L/B)+4)CB 2], where KC lies between 0.5 and 0.6 ( take 0.55)
= 2.4 m
5.8.HEIGHT OF SUPERSTRUCTURE
It depends on the required dead visual range
Max dead visual range = 1.25L = 275.625m

Min height of superstructure =17.6m
81
5.9.NUMBER OF CREW
The composition of the crew
Senior Officers:
Captain = 1
Chief Engg. = 1
Chief Officer = 1
Navigation officers = 2
Watch officer = 1
Junior engineers = 3
Total= 9
Other Officers and Crews:

Petty officer = 1
Junior officers = 2
Chief cook = 1
Chief Steward = 1
Deck Crew = 4
Engine Room Crew = 4
Laundry Crew = 2
Stewards = 3
Mess Crew = 2
20
TOTAL  29
5.10.MINIMUM NECESSARY AREA AND VOLUME REQUIRED FOR SPACES
(1) Captain and Chief engineer  30 m2 +4 m2 (bath)
(2) Chief officer and second officer  14 m2 + 3 m2 (toilet)

(3) Other officers  8.5 m2 +2.5 m2(toilet)
(4) Passage and stairs  40% of sum items 1 to 4
(5) Officers lavatories  3.3 m2 (bath); 1.7 m2 (shower)

1.9 m2 (W.C’s); 1 m2(urinals),
1.4 m2 (washbasin)
(6) Deck pantry  4.5 m2
82
(7) Dining room  about 1.3 m2 /seat for 100% of
officers
(8) Lounge  about 1.7 m2 /seat for 60% of officers
(9) PO’s and Crew’s cabin  7m2; single berth cabin (senior PO’s)
6.5 m2; double berth cabin (Junior
PO, DR, ER) 10.5 m2; four berth
cabins stewards)
(10) Passage and stairs  35% of item 8
(11) Crew lavatories  WC’s ––1, for 8 persons; area as
above in item 5
(12) Mess and recreational rooms  1 m2/ seat for 100% (messes for
PO’s, DR, ER)
 1.2 m2/seat for 50% (recreation)
(13) Wheel house  30 m2
(14) Chart room  15 m2
(15) Radio room  10 m2
(16) Galley  0.65 m2 area/person served
(17) Refrigerated stores  0.04 m3/person/day of voyage
(18) General stores  140 m3 + 0.1 m3 /person/day of

voyage
2.45 m to 2.75 m
(19) Deck height
83
5.11. ANCHOR AND ANCHOR CHAIN [Ref. LR Rules: P-3, C-1, S-7]
Anchor and anchor chain design is carried out as per LRS. Equipment number is
calculated as follows.
NC  2/3+ 2BH+A/10
  Moulded displacement in tones to summer LWL
= 88409.03 t
B  greatest moulded breadth
= 32.78m
H  freeboard amidships for summer LWL to upper deck + sum of the heights at
the center line for each tier of Superstructure and Deck house having breadth greater than
B/4
= 23.06m
A  Area in the profile of the hull within the rule length of the vessel and
superstructure and Deckhouse of the summer LWL which are within the rule length of the
vessel, also having breadth grater than B/4.
= 1789.424m2
NC = 3675.358346
In table 13.7.2 of Part 3, Chapter 13 (LRS), varying rules for the equipment number
are represented by different equipment letters. From the table, for the value of N C in the
range 3300 - 3400, the corresponding equipment letter is O+. For equipment letter O+,
from the table, the following data regarding the anchoring system is obtained.
Two stockless bower anchors are required.

Mass of each anchor = 11100 kg
For stud link chain cables of Mild steel, total length = 687.5m
Diameter of the cable for mild steel = 105mm
Diameter of the cable for special steel = 92mm
Diameter of the cable for extra quality steel = 81mm
84
5.12.WINDLASS DESIGN [Ref. LR Rules: P-3, C-13, S-7.6.2]
A windlass of sufficient power and suitable for the size of chain is fitted to the ship.
The following performance criteria are to be used as a design basis for the windlass. It
should be capable of exerting with sufficient power, a continuous duty pull over a
period of 30 minutes of 41.68 dc2 Nc (4.25 dc2 kgf) – for grade U2 chain where (dc =
chain diameter in mm)
Maximum pull requirement of the windlass,
P = 41.68dc2
= 352.779KN
For short term pull P’ = 1.5 X 352.779
= 529.1685kN
Hoisting speed required, s = 9 m/min.
= 0.15 m/s
Assuming mechanical = 70%

efficiency,
Power of windlass = n  p  s/
= 2  473.21  (0.15/0.7)
= 226.78KW (for 2 anchors)
Installed equipment’s power = 240 kW for two anchors.
5.13.MOORING LINES
It is recommended by LRS, that not less than 4 mooring lines shall be carried on ship exceeding
90m length and not less than 6 mooring lines for ships exceeding 180
m. the mooring line length should not be less than 200 m or the length of the ship, whichever is
lesser. The minimum length of the mooring line is 200 m. Adequate mooring equipments such as
roller fairleads, mooring bits, chocks etc. are fitted at forward along the mooring winches and
windlass in such a way that they provide good mooring facilities.
6 MOORING LINES
85
5.14.CHAIN LOCKER
Volume of chain locker is such that it can accommodate the entire length of chain and an additional
5 to 6 feet more.
Volume of chain locker = CLd2
C = 0.6 to 0.7
Taken, C = 0.7
d = diameter of chain in
inches 3.622047 inches
L = chain length in fathoms 375.6831 fathoms
Volume 97.67147
108 m3
Total chain locker volume required 216 m3
Clearance between mud box and chain locker =
1m
Chain locker selected has the following dimensions:
L= 3 m;B = 4 m;D = 9 m
Hawse pipe diameter = 6d to 6.5d 0.598 m
5.15.RUDDER DESIGN
Horn Rudder is selected

Maximum Rudder area = (T × L/100)[1+25(B/L) 2] (From DNV rules)
31.51199 1.552541
48.92365 m2
For Bulk Carriers, area of rudder is generally 1.5% to 2% of (L×T).
1.75% x (L×T). 55.14598 m2
55.5 m2
5.16.STEERING GEAR
Force acting on the rudder

F = 20 × A × V2 × sinα / (0.2+0.3 sinα)
α → Maximum rudder angle 35
A → rudder area 55.5 0.573576
V → speed of ship in m/s 6.6872
F =28470.99 0.372073
76519.95 kgf
86
F 749.89 KN
Moment = Force × Lever
Lever = Xm-Xs
Xs = (0.2+0.3 sinα) C
= (0.2+0.3 × sin35) 2.08
= 0.774 m
Lever = 1.456 m
Moment 511.4287 Kn m
Time (T) to turn the rudder from 35o port to 30o starboard = 20 seconds
Power = moment × rate of change of rudder angle
Rate of change of rudder angle = 2α/ time
2 × 35/180 × 20 0.019
Power 9.717145 KW
Assuming an overall efficiency of 75%, the power required
12.95 KW
5.17.LIFE SAVING APPLIANCES
The following lives saving appliances are carried onboard.

a) Life boats: The ship carries on each side one life boat of a capacity of 30 persons,
which is adequate to accommodate its entire compliment.
b) Life rafts: the ship carries two inflatable life rafts each of a capacity of 20persons and
an additional inflatable life raft of capacity of 6 persons which is stowed as forward as
practicable and reasonable.
c) Life buoys: A total number of 8 life buoys are provided, out of which 4 contain self
igniting lights.
d) Other Appliances: Life jackets are also provided, one for each person onboard. The
ship is also provided with an approved line throwing arrangement.
87
5.18.FIRE FIGHTING APPLIANCES
A) FIRE HYDRANT, HOSES AND NOZZLES:
The number of fire hoses is provided such that there will be one for every 30 m of the
ship and one more is provided as a spare. So a total number of 9 hoses are provided. The fire
hydrants are provided in such a way that at least two jets of water may reach any part of the
ship normally accessible to the crew.
B) FIRE EXTINGUISHERS
The minimum number of fire extinguishers on a ship of 1000t or more is 5. So a total of

5 fire extinguishers are provided on board.
C) ENGINE ROOM:
1) Two fire hydrants, one on each side is provided.

2) A froth fire extinguisher is provided.
3) Six portable fire extinguishers for quenching oil fires.
4) In addition, a fire smothering gas installation is located.
5.19.LIGHT SIGNALS
The following light signals are provided onboard.
a) Masthead light (aft): This is also a white light that is on the aft navigation mast at 5.8 m
from the upper deck. The visibility of this light is 6miles and covers an angle of 225 o.
b) Side lights (Port and Starboard): A green light is fitted on the starboard side and a red light
on the port side. Both are located on the bridge deck at 7m from the upper deck. These lights
should have a visibility of 3 miles and to cover an angle of 125o.
c) Anchor light (forward): This is a white light fitted at the forward end with a visibility of 3
miles. This can be seen over an angle of 145o.
d) Stern light: This is a white light fitted at the aft end with a visibility of 3 miles, covering an
angle of 135o.
e) Not under Command Lights (NUC): These are red lights located at the aft navigation mast.
f) Maneuvering lights: These are flickering lights located at the aft navigation mast with a
visibility of 5 miles.
5.20.HATCH COVERS
88
Numbers - 7
Type - Single pull single panel
Operation - hydraulic
89
CHAPTER 6
DETAILED MASS AND CAPACITY

CALCULATION
90
6.1.DETAILED MASS ESTIMATION
6.1.1.INTRODUCTION:
In this chapter we deal with the weight of each every item carried on board and also the
vertical and horizontal center of gravity of the items .LCG and VCG of all the items are
measured from aft perpendicular and keel respectively. Total weight of the vessel is also
called displacement.
Displacement of the ship is the sum of lightship mass and the dead weight of the ship
6.1.2LIGHT SHIP MASS CALCULATION:
Light ship mass consist of -

1) Steel mass
2) Outfit mass
3) Engine plant mass
Steel mass (Watson & Thomas Lamb)

SE = SE7 1+0.5 (C 8B-0.7 

SE7 = KE 1.36
= 10344.42t
K (For Bulk Carriers K is 0.029 to 0.032) Taken0.031
CB0.8 = CB+ { 1- CB   0.8D-T  }/3T =0.848
SE = 11047.75175t
LCG of steel mass = 0.875 (AB/LBP) +0.049 LBP
Where AB = the distance of LCB from aft perpendicular
= 111.863m
LCG = 108.684625 m(from AP)
VCG of steel mass = (0.725-.0007218l  L) D
Outfit Mass [Ref: Watson & Thomas Lamb]

OU = MOU  L B
=11.17m (from KEEL)
91
MOU = Mou1 + Mou2  L
= 0.325 + (-.0006198.80)
= 0.1927 t
OU = 1392.87

It is assumed that half of the outfit mass acts at the centroid of the profile area of super structure and
deckhouse and the outer half acts at the midship on the main deck
a. OU/2 acts at centroid of profile of the super structure
1/2∆OU = 669.432t
LCG = 26.239 m
VCG = 28.55m
b. OU/2 acts at the midship on main deck
1/2∆OU = 669.436t
LCG = 110.25 m
VCG = 19.75m
Engine Plant Mass (Watson & Thomas Lamb)
EP = 0.102 PB
= 695.3473 t
EP = EPR + PROP + SHAFT + ME
PROP = 0.141(Ae/Ao) D3
= 43.2 t
Ae/Ao = 0.3
LCG of propeller = 2.9m (from AP)
92
VCG of propeller = 5.4m (from keel)
Weight of the shaft = 0.097(PB/N) 2/3 length of the shaft
SHAFT = 0.097(10100/127)2/310
= 23.8397 t
LCG of shaft = 10.7m from AP
VCG of shaft = 4.36m

ME, Weight of main engine = 46t
LCG of main engine = 21.46 m
VCG of main engine = 5.55m (30-40% from base)
EPR, Rest Of engine plant mass= 808.387 t
LCG and VCG of remaining mass is assumed to be acting at the mid of the engine room.
Light ship mass = Steel mass+ Outfit Mass+ Engine Plant Mass
The table 6.1. below gives the lightship mass:
ITEM MASS(t) LCG(m) VCG(m)
steel mass 11047.75 108.68 11.17
1/2 outfit mass 696.43 26.239 28.55
1/2 outfit mass 696.43 110.25 19.75
engine mass 46 21.46 5.55
shaft mass 23.8397 10.7 4.36
propeller mass 43.2 2.9 5.4

rest eng.plnt mass 695.34 24.12 8.92
total 13248.9897 108.68 11.17

 Light ship mass = 13248.99t
LCG of Light ship = 100.335m from AP
VCG of Light ship = 12.247m from keel
93
6.1.3.DEAD WEIGHT CALCULATION
Dead weight consists of: -

1) Mass of stores
2) Mass of crews
3) Mass of water ballast
4) Mass of cargo
Mass of stores
Mass of Heavy fuel oil, HFO = SFC  PB  hours of travel  10-6
= 553.0056
Density of HFO = 0.95t/m3
Volume of HFO = 577.890837m3
Mass of Diesel Oil, DO = HFO/3 = 192.630279t
DO (10% allowance) = 211.8933069 t
Mass of Lube oil,LUB OIL = 0.04(DO+HFO)
= 32.80t
Mass of Fresh water

Mass of fresh water (FW) = volume x complement x days of
voyage x 10 ^3 t
Total complement = 29
DRINKING WATER = 20 Liters/Person/Day
WASHING WATER
Providing 10% allowance = 120 Liters/Person/Day for Officers
= 60 Liters/Person/Day for Crew
 FW = [(202916.) + (602116) + (120916)]
= 58.4t
PROVISION = 3.07 t
CREW AND EFFECTS = 3.75 t
Mass of stores = 899.91 t (weight of HFO + DO LO + FW +

Provision + Crew)
Deadweight = Displacement –Light Ship Mass

Displacement = 88409.03 t
Light Ship Mass = 13248.99 t
Dead weight = 75160.04
Mass of cargo = Deadweight – Mass of stores

=
74260.13 t.
Mass of cargo is 98.7% of deadweight.
94
6.2.CAPACITY CALCULATION
6.2.1.Introduction
During the preliminary stages of design it is necessary to calculate the amount of cargo each hold can
carry and the volume of other spaces within the ship, and also the location and centers of gravity of
all these spaces which will come in handy during the trim and stability calculations. These
calculations are termed, Capacity calculations, and the curves representing them are called capacity
curves
6.2.2.Procedure
The capacity calculations can be done by the Autohyro software.. In the given ship, the calculations
are done manually using Simpson’s rule of integration and the principle of moments. The
longitudinal center of gravity and the vertical center of gravity are also calculated along side.
Given below are the capacities of the spaces in the ship
Cargo Hold Capacities

Table 6.2
CARGO
HOLD VOLUME LCG VCG
CARGO 7 12578.94 54 10.569
CARGO 6 12959.78 77.8 10.717
CARGO 5 12688.08 101.6 10.753
CARGO 4 12189.6 125.4 10.753
CARGO 3 11180.78 149.2 10.752
CARGO 2 8560.535 172.25 10.7
CARGO 1 4019.396 194.6 10.88
95
Saddle Tank Capacity
Table 6.3
Volume LCG VCG

SD TNK 7 S 580.008 42.236 17.1
SD TNK 7 P 580.008 42.236 17.1
SD TNK 6 S 583.107 66.035 17.1
SD TNK 6 P 583.107 66.035 17.1
SD TNK 5 S 583.107 89.835 17.1
SD TNK 5 P 583.107 89.835 17.1
SD TNK 4 S 583.107 113.635 17.1
SD TNK 4 P 583.107 113.635 17.1
SD TNK 3 S 583.104 137.435 17.1
SD TNK 3 P 583.104 137.435 17.1
SD TNK 2 S 529.799 161.227 17.1
SD TNK 2 P 529.799 161.227 17.1
SD TNK 1 S 314.011 183.527 17.1
SD TNK 1 P 314.011 183.527 17.1
HOPPER TANK
Table 6.4
Volume LCG VCG

HOPPER 7 S 13.221 54 2.8
HOPPER 7 P 13.221 54 2.8
HOPPER 6 S 86.914 66.035 2.8
HOPPER 6 P 86.914 66.035 2.8
HOPPER 5 S 112.424 89.835 2.8
HOPPER 5 P 112.424 89.835 2.8
HOPPER 4 S 114.098 113.635 2.8
HOPPER 4 P 114.098 113.635 2.8
HOPPER 3 S 105.212 137.435 2.8
HOPPER 3 P 105.212 137.435 2.8
HOPPER 2 S 49.889 161.227 2.8
HOPPER 2 P 49.889 161.227 2.8
HOPPER 1 S 61.52 179.706 2.8
HOPPER 1 P 61.52 179.706 2.8
96
Double Bottom Tank
Table 6.5
Volume LCG VCG

BST TNK 6 S 464.421 66.035 0.85
BST TNK 6 P 464.421 66.035 0.85
BST TNK 5 S 503.881 89.835 0.85
BST TNK 5 P 503.881 89.835 0.85
BST TNK 4 S 504.134 113.635 0.85
BST TNK 4 P 504.134 113.635 0.85
BST TNK 3 S 477.12 137.435 0.85
BST TNK 3 P 477.12 137.435 0.85
BST TNK 2 S 380.226 161.227 0.85
BST TNK 2 P 380.226 161.227 0.85
BST TNK 1 S 232.952 183.527 0.85
BST TNK 1 P 232.952 183.527 0.85
Other Spaces
Table 6.6
Volume LCG VCG

HFO TNK 1 S 133.024 36.372 0.85
HFO TNK 1 P 133.024 36.372 0.85
HFO TNK 2 S 169.876 48.262 0.85
HFO TNK 2 P 169.876 48.262 0.85
DO TNK 1 S 83.671 23.759 0.85
DO TNK 1 P 83.671 23.759 0.85
SEWAGE S 191.587 54.764 0.85
SEWAGE P 191.587 54.764 0.85
L.O. Tank S 13.631 14.032 0.85
L.O. Tank P 13.631 14.032 0.85
AFT PEAK 1269.296 11.178 9.875
FORE PEAK 3175.326 205.883 9.875
FWTR TNK S 29.176 9.285 18.229
FWTR TNK P 29.176 9.285 18.229
Total volume of Saddle tanks = 7527.22 m3

Total volume of Hopper tanks = 2763.56 m3 Total volume
of Double bottom tanks = 6054.08 m3
Total volume of Cargo holds = 68429.82 m3
97
6.2.3.STOWAGE FACTOR DETERMINATION
Mass of cargo = 74247.55t
Total volume of available cargo = 72762.599m3
Stowage factor = total volume available for cargo/ mass of cargo
= 1.116m3/t
The stowage factor of coal is 0.79 to1.2 m3/t. The capacity is more than the average required. This
means that the ship can carry more cargo than it is intended to. This was already inferred during the
initial capacity calculations and is acceptable for an initial design.
98
CHAPTER 7
DETAILED TRIM AND STABILITY
CALCULATION
99
7.1.TRIM CALCULATION AT DIFFERENT LOADING CONDITION
7.1.1 INTRODUCTION
Trim and stability plays a very important part in the life period of a ship. In this chapter the
different loading conditions are studied. Four loading conditions are studied in the lifetime of a
ship. They are-
1) Fully loaded departure condition (100% cargo + 100% stores)
2) Fully loaded arrival condition (100% cargo + 10% stores)
3) Ballast departure (100% ballast + 100% stores)
4) Ballast arrival (100% ballast + 10% stores)
7.1.2 TRIM CALCULATION
The steps involved in the calculation of trim are as follows:
1) Find the displacement and draft at the different loading conditions from the hydrostatic curves
2) For this draft find the LCB, LCF, and MCT 1cm.
3) Find the trimming moment (Displacement (LCB-LCF))
4) Trim = MT/MCT 1cm
5) Trim aft, t A = (LCFtrim)/LBP
6) Trim forward, tF = (LBP-LCF)trim/LBP
7) Draft aft, TA= T + tA
8) Draft forward, tF = T- tF`
100
Assumptions:
1) The trimmed and even keeled waterlines intersect at the center of floatation of the even
keel waterline
2) There is no change in MCT 1cm as the ship is trimmed
3) Free surface effect is negligible
Trim is calculated with the help of software Autohydro.
7.1.3 LOADING CONDITIONS
7.1.3(a) Fully loaded departure condition(rice) (100% cargo+ 100% stores)
This is when the ship leaves the harbor, fully loaded with cargo and with full stores. The
stores are expected to last till the end of its voyage and some additional allowances are also
given:-
Table 7.1
TANK CONTENT WEIGHT LCG VCG
Lightship 10926.83 100.3 12.247
CARGO 7 RICE 12578.94 54 10.569
CARGO 6 RICE 12959.78 77.8 10.717
CARGO 5 RICE 12688.08 101.6 10.753
CARGO 4 RICE 12189.6 125.4 10.753
CARGO 3 RICE 11180.78 149.2 10.752
CARGO 2 RICE 8560.535 172.25 10.7
CARGO 1 RICE 4019.396 194.6 10.88
HFO TNK 1 S HF OIL 133.024 36.372 1.038
HFO TNK 1 P HF OIL 133.024 36.372 1.038
HFO TNK 2 S HF OIL 169.876 48.262 1.012
HFO TNK 2 P HF OIL 169.876 48.262 1.012
DO TNK 1 S DIESEL OIL 83.671 23.759 1.062
DO TNK 1 P DIESEL OIL 83.671 23.759 1.062
L.O. Tank S LUB OIL 13.631 14.032 1.077
L.O. Tank P LUB OIL 13.631 14.032 1.077
FWTR TNK S FRESH WTR 29.176 9.285 18.229
FWTR TNK P FRESH WTR 29.176 9.285 18.229
101
Table 7.2
Draft Amidships 14.46
Draft at FP 14.20
Draft at AP 14.71
Trim (+ve by 0.512

stern)
LCB 111.17
KB 7.70
KG 10.7
KMt 13.8
TPc 66.94
MTc tonne.m 1042.11
GMt 3.19
102
7.1.3(b) Fully loaded Arrival condition(rice) (100% cargo+ 10% stores)
Table 7.3
Lightship 10926.83 100.3 12.24

CARGO 7 RICE 12578.94 54 10.56
CARGO 6 RICE 12959.78 77.8 10.71
CARGO 5 RICE 12688.08 101.6 10.75
CARGO 4 RICE 12189.6 125.4 10.75
CARGO 3 RICE 11180.78 149.2 10.75
CARGO 2 RICE 8560.53 172.25 10.7
CARGO 1 RICE 4019.39 194.6 10.88
HFO TNK 1 S HF OIL 13.30 36.33 0.267
HFO TNK 1 P HF OIL 13.30 36.33 0.267
HFO TNK 2 S HF OIL 16.98 48.15 0.25
HFO TNK 2 P HF OIL 16.98 48.15 0.25
L.O. Tank S LUB OIL 1.36 14.05 0.29
L.O. Tank P LUB OIL 1.36 14.05 0.29
SEWAGE S SEAWAGE 95.79 60.38 0.62
SEWAGE P SEA WAGE 95.79 60.38 0.62
Table 7.4
STOWAGWE FACTOR 0.955

MASS DISPACEMENT 86071
LBP (m) 220.5
DRAFT (m) 14.4
LCG (m) 110.6
LCB (m) 110.80
LCF (m) 106.65
MCT(m) 1043.93
TRIM MOMENT 17730.63
TRIM (m) 16.98
t aft (m) 0.04
t fwr (m) 0.04
T aft (m) 14.33
T fwrd (m) 14.24
103
7.1.3(c) Fully loaded departure condition(oats) (100% cargo+ 100% stores)
Table 7.5
Lightship 10926.83 100.3 12.24
CARGO 7 OATS 11998.97 54 10.56
CARGO 6 OATS 12646.97 77.8 10.71
CARGO 5 OATS 12675.24 101.6 10.75
CARGO 4 OATS 12676.76 125.4 10.75
CARGO 3 OATS 12367.94 149.2 10.75
CARGO 2 OATS 7048.75 172.25 10.7
CARGO 1 OATS 4208.50 194.6 10.88
HFO TNK 1 S HF OIL 133.02 36.37 1.03
HFO TNK 1 P HF OIL 133.02 36.37 1.03
HFO TNK 2 S HF OIL 169.87 48.26 1.01
HFO TNK 2 P HF OIL 169.87 48.26 1.01
L.O. Tank S LUB OIL 13.63 14.03 1.07
L.O. Tank P LUB OIL 13.63 14.03 1.07
Table 7.6
STOWAGWE
FACTOR 0.98
MASS
DISPACEMENT 86104
LBP (m) 220.5
DRAFT (m) 14.4
LCG (m) 110.2
LCB (m) 110.45
LCF (m) 106.54
MCT(m) 1046.79
TRIM (m) 21.05
t aft (m) 0.043
t fwr (m) 0.046
T aft (m) 14.33
T fwrd (m) 14.24
104
7.1.3(d Fully loaded Arrival condition(oats) (100% cargo+ 10% stores)
Table 7.7
Lightship 10926.83 100.3 10.569
CARGO 7 OATS 11998.97 54 10.71
CARGO 6 OATS 12646.97 77.8 10.75
CARGO 5 OATS 12675.24 101.6 10.75
CARGO 4 OATS 12676.76 125.4 10.75
CARGO 3 OATS 12367.94 149.2 10.7
CARGO 2 OATS 7048.75 172.25 10.88
CARGO 1 OATS 4208.50 194.6 10.88
HFO TNK 1 S HF OIL 133.02 36.34 0.26
HFO TNK 1 P HF OIL 133.02 36.34 0.26
HFO TNK 2 S HF OIL 169.87 48.16 0.25
HFO TNK 2 P HF OIL 169.87 48.16 0.25
L.O. Tank S LUB OIL 13.63 14.05 0.29
L.O. Tank P LUB OIL 13.63 14.05 0.29
SEWAGE S SEAWAGE 191.58 60.39 0.62
SEWAGE P SEA WAGE 191.58 60.39 0.62
BST TNK 6 S SEA WATER 464.42 77.84 0.61
BST TNK 6 P SEA WATER 464.42 77.84 0.61
Table 7.8
STOWAGWE
FACTOR 0.98
MASS
DISPACEMENT 85981
LBP (m) 220.5
DRAFT (m) 14.4
LCG (m) 110.6
LCB (m) 110.85
LCF (m) 106.67
MCT(m) 1042.93
TRIM (m) 20.69
t aft (m) 0.044
t fwr (m) 0.046
T aft (m) 14.33
T fwrd (m) 14.24
105
7.2.TRANSVERSE STABILITY
Stability calculation is done using A.N.Krylov’s method manually. Using this process the
Cross Curves of stability of the ship are generated and from this, the values of the righting
lever GZ for the condition of loading assumed, is calculated for various angles of heel.
During the trim calculations, we had found out the VCG of ship in the fully loaded
condition. Knowing the draft of the ship in each condition of loading, we can obtain the
value of KM from the hydrostatic curves for the particular draft. Thus knowing KG and
KM of the ship, GM for the condition of loading.This can be evaluated..this is done with
software Autohydro
IMO RGULATIONS TO BE SATISFIED
The following statutory regulations specified by the International Maritime

Organization (IMO) have to be satisfied by the vessel in all conditions of loading.
a. Max.righting lever should occur at an angle of heel exceeding 30˚

b. Initial GM should not be less than 0.15 m
c. Area under GZ curve should not be less than 0.055 m rad up to 30˚
d. Area under GZ curve should not be less than 0.09 m rad up to 40˚
e. Area under GZ curve should not be less than 0.03 m rad between 30˚ and 40
a).Fully loaded departure (rice)

Calculations of GZ in Fully Loaded departure Condition
Table 7.9
ANGLE KN SIN() GZ
10 2.43 0.17 0.57

20 4.85 0.34 1.19
30 6.80 0.5 1.55
40 8.34 0.64 1.59
50 9.51 0.76 1.32
60 10.29 0.86 1.09
70 10.68 0.93 0.63
80 10.70 0.98 0.22
90 10.39 1 -0.31
106
Table 7.10
SPECIFICATION REQUIREMENTS AVAILABLE
Area under curve upto 30

deg >0.055 m rad 0.4523

deg >0.09 m rad 0.727
Area between 30 and 40
deg >0.03 m rad 0.2747
Initia metacentric height
GM >0.15 m rad 3.185
Righting GZ >0.2 m rad 1.603
Ange of GZ max exceed 30 deg 37.3
Figure 7.1
107
b).Fully Loaded Arrival(rice)
Table 7.11
ANGLE KN SIN() GZ
10 2.433 0.1736 0.537635
20 4.855 0.342 1.121044
30 6.809 0.5 1.35
40 8.344 0.64 1.45
50 9.518 0.766 1.154812
60 10.295 0.86 0.90552
70 10.684 0.939 0.431998
80 10.707 0.98 0.00736
90 10.39 1 -0.528
Table 7.12
Area under curve upto 30 deg >0.055 m rad 0.42

Area between 30 and 40 deg >0.03 m rad 0.25
Initia metacentric height GM >0.15m rad 2.97
Righting GZ >0.2 m rad 1.47
Figure 7.2
108
C).Fully loaded departure (Oats)
Table 7.13

deg >0.055 m rad 0.44

deg >0.09 m rad 0.72
Righting GZ >0.2m rad 1.57
Figure 7.3
109
Table 7.14
ANGLE KN SIN() GZ
10 2.43 0.17 0.56
20 4.85 0.34 1.17
30 6.80 0.5 1.43
40 8.34 0.64 1.5
50 9.51 0.76 1.28
60 10.29 0.86 1.05
70 10.68 0.93 0.59
80 10.70 0.98 0.17
90 10.39 1 -0.35
d).Fully Loaded Arrival(oats)
Table 7.15
ANGLE KN SIN() GZ
10 2.43 0.17 0.52
20 4.85 0.34 1.08
30 6.80 0.5 1.30
40 8.34 0.64 1.4
50 9.51 0.76 1.08
60 10.29 0.86 0.82
70 10.68 0.94 0.34
80 10.70 0.98 -0.088
90 10.39 1 -0.626
110
Figure 7.4
Table 7.16

Righting GZ >0.2m rad 1.417
111
Figure 7.5
7.3.Conclusion
The results of the trim and stability calculations have found the ship to stable in all conditions as per IMO
stability rules.
112
CHAPTER 8
MIDSHIP SECTION DESIGN
113
8.1.MIDSHIP SECTION DESIGN
8.1.1 INTRODUCTION (Ref: Lloyd’s Register Rulebook )
The midship section is designed according to the rules of the Lloyds Register
of Shipping. The midship section design is done to calculate the scantlings of the
stiffening members. This is done in the mid ship region of the ship because maximum
longitudinal bending moment occurs at the midship region. The section modulus of the
midship section to a large extent determines the longitudinal strength of the hull.
8.1.2 FRAMING SYSTEM

Composite framing is adopted; with the bottom and decks being
longitudinally framed while the side shell is transversely framed. Frame spacing in the
midship region is 842mm. Hence the primary frame spacing is selected as four times the
secondary frame spacing (3.358m).
8.2.MIDSHIP CALCULATIONS
Design vertical wave bending moment (P3, C4, S5.2)
The appropriate hogging or sagging design hull vertical wave bending moment
at amidships is given by the following:
9
Mw = f1 f2 Mwo ,where,
M wo = 0.1C1 C2 L2 B (C b + 0.7) kN m
Cb is to be taken not less than 0.60
C1 = 10.75-[(300-L)/100]1.5
=10.04
f1 = ship service factor. For unrestricted sea-going service f 1 = 1.0
f2 = –1.1 for sagging (negative) moment
f2 = for hogging (positive) moment =1.9Cb/( Cb+0.7)
= 1.030
M wo = 0.1C1 C2 L2 B (C b + 0.7) kN m
= 2448573.832
Mw = -1 * 1.1 * 2448573.832 = -2693431.22 (sagging)
114
= 1*1.030*2448573.832 = 2523791 (hogging)
Minimum Hull section modulus (P3, C4, S5.4)
Z min = f 1 k L C 1 L 2 B (C b + 0,7) x 10 –6 m3
kL = 1 ( Ref: (P3,Tab 2.1.1) HT steel factor for MS)
f1 not less than 0.5, so take 0.75
Z min =18.36 m3
Permissible Still water Bending Moment (P3, C4,S5.5)
The permissible still water bending moment is to be lesser of the following
a) |Ms| = FD  ZD 103 - MW kNm
|Ms| = FB  ZB 103 - MW kNm
FD, FB = local scantling reduction factor for hull members above neutral
axis = 1.
ZD = Hull section modulus about main deck
ZB = Hull section modulus about base line.
Taking ZD = ZB = Zmin =18.36 m3
MS = 689961.6951 ( Hogging)
MS = 5907184.371 (Sagging)
where,
 = permissible combined stress (still water + wave)
= 175/ kL= 175/1 N/mm2
Hull Moment of Inertia (P3, C4, S5. 8)
Imin = 3L (| M s + M w1) X 10 –5 m4
kL
= 121.479869 (Hogging)
= 121.479869 (Sagging)
115
8.3 STRUCTURAL DESIGN
8.3.1 PLATING
A) Strength deck plating [P4C1, Table1.4.1]
[i] Outside line of openings
For longitudinal framing plate thickness has to be greater of the following
[a] t = 0.001s1[(0.059 L1)+7] √(FD/kL)
s1 = s but not to be less than the smaller of 470+L1/0.6mm or 700 mm
= 838 mm
L1 = L, but need not be taken greater than 190m.
= 190m
FD =D/ = 1
FD = 1, kL (high tensile steel factor) = 1, L1 = 190m
t = 15.2599
t = 0.00083×s1√ Lk +2.5
= 12.087
Selected t  16mm
Inside line of opening :
t = 0.00083s1√Lk+ 2.5 = 12.0873
Selected t  13mm
8.3.2 Bottom plating [P4, C1, Table 1.5.2]
1. Outer bottom Plating
Thickness is to be greater of the following
116
[a] t = 0.001 s1[0.043 L1+10] √ FB/kL
= 15.2264 mm
[b] t = 0.0052 s1 √( hT2 k/(1.8-FB))
hT2 = (T+0.5Cw)m but not less than 1.2T( 15.6m),
= 17.46
Selected, 18 mm
2. Inner Bottom Plating (P4, C1 Sec 8.4.1)
The thickness of the inner bottom plating in the holds is not to be less than 6.5mm in
holds and 7.5 mm under hatchways and is not to be less than
t= 0.00136  (s+660) 4(k2LT)
t = 15.26 mm+ 2 m if no ceiling is given
Selected t, = 18 mm
3.Keel Plating [P4 ,C1 , Table 1.5.1]
Breadth of the plate keel =70× B

=2294.663 mm but not greater than 1800 or less than 750 mm
Selected breadth = 1800 mm
Thickness t = Thickness of the bottom plating + 2
= 18+2=20
Selected, 20 mm
4) Bilge Plating
Thickness of the bottom plating used
t= 18 mm
Bilge Radius
Recommendation for bilge radius of conventionally formed and very broad ships without rise of floor
117
R=B×CK/(L/B+4)×CB2
=1.157930795 mm
C) Side shell Plating (P4, C1, Table 1.5.3)
The side shell of the ship is transversely framed, with ordinary frame at every frame
and web frame supporting deck transverses at every fourth frame.
1) Side shell clear of shear strake
[i] Above D/2 from base(longitudinal framing for saddle tank)
Greater of the following
[a] t = 0.001 s1(0.059L1+7) √( FD/kL)
L1 = 190 m
s1 = s, but not to be taken lesser than the smaller of 470+L/0.6 or
700 mm
∴s= 838 mm
t = 12.747 13 mm
[b] t 0.0042 ×s1 √ hT1k mm

hT1 = T + CW, but not greater than 1.36T(17.70m)
=20.73435845
But we take hT1=17.95m

hT1=17.95 mm
t= 14.9116443 mm
Selected t=15 mm
[ii] At upper turn of bilge (longitudinally framed hopper tank):
The greater of the following
(a) t = 0.001s1(0.059 L1 +7)√ FB/ kL
t= 15.25998
t= 16 mm
(b) t = 0.0054 × s1 √ hT2k/(2–FB)
118
t=18.90924549 mm ≈ 19 mm
Selected t= 19 mm
[iii]Within D/4 from mid depth (transverse framing)
Thickness is greater of:

t = 0.001×s1× (0.059L1 +7) √ FD/kL
=15.25998 ≈ 16mm
t= 16 mm
[b] t = 0.0051 × s1√ hT1k
= 18.10699665 ≈18mm
Selected t, for side shell= 18 mm
2) Sheer strake
The thickness not less than the greater of the following
t
= 0.001s1f1(0.059L1+7)√ FB/kL
f1 = 1/(1+(s/1000S)2
=0.998002996 ≈ 1 =1
= 15.25998 ≈ 16mm
t = 0.00083s√L k+ 2.5
119
12.08735727 ≈ 12=12mm
But not less than adjacent side shell plating,
∴Selected t= 20 mm
E) Saddle tank sloped bulkhead plating (P4, C7, Table 1.9.2.1)
Thickness of the sloped bulkhead plating to be greater of the following
(a) t = 0.004 sf √h4 k+2.5 mm but not less than 5.5mm
f = 1.1 – s/2500S = 1.099 ( but not greater than 1)
≈1 = 1
h4 = half the distance to the top of the over flow = 17 mm
t= 16.320
selected t= 16 mm
F) Saddle tank horizontal and vertical plate (P4, C7 Sec. 6&7)
The thickness of top strake of the sloped bulkheads including the vertical plate attached to
the deck may be required to be increased to form an effective girder below the deck. This plate is
not to be less in thickness than 60% of the thickness of the deck plates out side the line of opening.
= 0.6t (t at deck)
t =9.6mm
Not less than 0.018s = 15.084
Selected t, = 18mm
G) Hopper Tank sloped bulkhead plating
120
t = 0.00136(s+600) ×4√k2 LT +2 mm
= 8 mm
H) Double bottom Centre line girder
dDB = 28×B+205×√T
dDB = 28×B+205×√T
1692.839767= 1700mm = 1.7m
Thickness = (0.008×dDB+4) √k
Thickness = (0.008×dDB+4) √k
t= 17.5427 ≈ 18mm
selected = 20mm
I) Duct Keel sides (P-4, C-1, S-8.3.7)
Height of the double bottom= 1.7 m
The sides of the duct keel are to be spaced not more than 2m apart and are above a thickness
corresponding to the greater of the following:
(a) t = (0.008×dDB+2) √K
t = 15.6 ~16 mm
(a) t = thickness of hopper tank bulkhead plating
t= 17 mm
121
J) Side Girders (P-4, C-1, S-8.3.4, 8.3.5)
In longitudinally framed ships, two girders are to be fitted on each side of the
centerline where breadth exceeds 21m. The girders are to extend as forward and aft as practicable
and are to have thickness not less than:
Three side girders are given on either side of the centerline.

For watertight girders, the thickness is given by
t= (0.0075dDB+2) mm
=14.75 mm
t= 18 mm
selected =18 mm
K) Watertight floors (P4 C1 Sec 8.5.2)
The thickness for watertight floors in longitudinally framed ships must be the greater of:
a) t = (0.008dDB+3)√k
t =16.6 mm
b) t = (0.009dDB+1)√k
t= 16.3 mm
But this should not exceed 15mm on floor of normal depth. So,
Selected t = 15 mm
L) Non Watertight floors (P4 C1 Sec 8.5.2)
The thickness for watertight floors in longitudinally framed ships must be the greater of:
a) t = (0.009dDB+1)√k
t= 16.3 mm
122
But this should not exceed 15mm on floor of normal depth. So,
Selected t, 15 mm
ht2= 15.65 mm
8.3.3 Secondary Stiffeners
(All longitudinal stiffeners chosen are longitudinal DIN sections)
A) Strength deck longitudinals. (P4, C1 tab 1.4.3)
(a) Outside line of opening:
Z = 0.0106s k le2 K
S= 3.2 m
le = 4s =3352= 3.352 m
k = [12.1L1/ (864- L1)] c1 for a Type B-60 ship
c1= 10/2450-1640FD
c1= 1
k= 3.410979228
K= 1
Z= 340.4371754 cm
chosen: Z = 350 cm3 (240mmx11mm)
Inside line of opening.
Z = s k (400h1+0.005(leL2)2) x10-4
L2 = L is not to be greater than 235m
123
L2 = 220.5 m
h1 = weather head
h1= 1.2 + 2.04E
= 1.2
E = correction factor for height of platform,
E= [(0.0914+0.003L)/(D-T)]-1.5
= -1.362077177
so E= 0
z= 269.1205414
Z chosen: 220 cm3 (200mmx12mm)
B) Bottom longitudinals
The greater of :
a) Z = γ s k hT2 le2 F1 Fsb
γ = 0.002 le1 + 0.046
γ= 0.052704
Z= 1819.529705 cm3
b) Z = γ s k hT3 le2 F1 Fsb
hT3 = h4 – 0.25T
ht3= 13.4272125
Fsb = 1.05 for bottom longitudinals
F1= 0.2
Z= 1399.267583 = 1400 cm3
selected Z= 1820 cm3 (430mmx15mm)
124
C) Inner Bottom Longitudinals
Inner bottom longitudinals are to have a section modulus not less than 85% rule value for bottom
longitudinals
Z (inner bottom longitudinals) = 1547 cm
Z= 1550 cm3 (400mmx16mm)
D) Top side tank Bulk head longitudinals
Z = 0.56sk h4 le2 F1 FS
h4 = greater than the distance from the middle of the effective length to the top of tank or half the distance
to the top of over flow
h4 = 4.3
Z= 404.87456
Z chosen= 475 cm3
(260mmx12mm) [Half Bulb]
E) Hopper Tank slopped Bulkhead stiffeners
The scantlings of the sloped Bulkhead stiffeners are to be as required for inner bottom longitudinal.
Z (inner bottom longitudinals) = 1547 cm3
selected Z= 1550 cm3 (400mmx16mm)
125
F) Shell framing
For side longitudinals in way of deep tanks greater of the following
Z = 0.056sk hT1 le2 F1 FS
Fs = fatigue strength factor for side longitudinal
Fs= (1.1/k)[1- (2bf1/bf)(1-k)]
Fs 1.1
D2= 19.75
F1 = D2x C1/(4 D2 + 20h5) for side longitudinal above D/2
F1 = D2x C1/(25 D2 + 20h5) for side longitudinal below D/2
C1 = 1
h5 = vertical distance from longitudinal to deck at the depth D2
h5= 2.5for top side tank
h5= 13.8 for top side tank
F1 = 18.23x1/(4x18.23+20x4.8)
F1= 0.107 ( top side tank)
F1 = 0.125 (for hopper side tank)
hT1 = Cw[1- h6/(D2-T)]
hT1= = h6 + Cw[1- h6/2T)Fl for longitudinal below summer LWL
h6 = vertical distance from LWL to longitudinal on question
For ease in calculation h6 = distance from T to mid depth of Saddle tank but 1- h6(D2-T) is not
less than 0.7
Cw = 7.71x10-2xLxe-0.044L
Cw= 0.001039754
Fλ = [1+0.004(L-200)]
126
Fλ = 1.082
hT1 = 2.27m for longitudinal above LWL
hT1 = 9.68m for longitudinal below LWL
But Cw[1- [1- h6/(D2-T)] is not to be taken less than L1/56 =

3.392857143 m
Type B-60 Ships
hT1 = 3.964x1.088 (for top side tank )
= 4.289048
ht1= 15.84 (for hopper tank )
But hT1 = need not exceed 0.86[h5 +D1/8]
D1 = 16 m
hT1 = 3.87 (for top side tank )
ht1= 13.588 (for hopper tank )
Z= 0.056sk hT1 le2 F1 FS
Z= 240.1748308 (top side ) (260mmx12mm)
Z chosen: 240 cm3
Z= 0.056sk hT1 le2 F1 FS
Z= 985.1407909 cm3 (Hopper) (430mmx17mm)
Z chosen: 990 cm3
127
G) Bilge longitudinal
Z = is taken as greater of,
a) Z = γsk hT2le2 F1 Fsb
F1 = D2 C1 (25 D2 -20hs)
F1= 0.25
γ= 0.052704
Fsb = 1.05
Z = 1819.529705 cm3
Z= 1820 selected
(b) Z = gsk hT3le2 F1 Fsb
Z= 1692.533933
Z= 1700 cm3
Selected value Z =1870 cm3
Z chosen: 1300 cm3
H) Side shell Framing between Tanks
a) web frames
Section modulus taken greater of
Z= (SKTPCf2103)+ ( 0.0375xSH hSH2 )
f2 = factor depended on the type at end connection fitted=1
P = factor depended on position
P = [1.77 HC + (0.145x K1 D12)+14.5]x[1-(X/1.4D)]
H = vertical framing depth = 8.53
X = distance of tank top of hopper tank aboe Rule DB = 3.27 m
128
K1 = 0.415
P= 39.68067638
SH = length of the hold (20< SH<27)
= 23.85 mm
h = head measured form middle of H to deck at the side
Z= 2817.086387 cm3
Z= 9.1k D1f210-3
Z= 0.511894793
Selected = 2820 cm3
Z chosen: built up T Section= 3000 cm3 (750mmx160mmx14mm)
b) Ordinary frame in cargo hold
Z = 3.6 s k SH T PC f2 x 10 –5
Z= 1434.499773 cm3
Z chosen section =1300 cm3 (430mmx14mm)
b) Sloped Bulkhead transverse in Hopper tank
Z = 11.71 ρ k S h1 le2 (ρ = density of liquid in tanks =1.025)
h1 = greater pf the distance from midpoint of le to the top of the tank or half the distance to
the top of the overflow or 1.5m
h1 = 18 m
Z= 8132.163328 cm3
Z chosen = built up T Section 5886 cm3
129
J) Top structure
a) Deck transverse
Z = 7.5k Sh1e2,
Z= 1719.093312
Z chosen: built up T Section 2160 cm3
b) Saddle tank side shell transverse t cm3
Z= 7.5 k S h le2
Z= 458.4248832
Section chosen: built up T Section
= 480 cm3
c) Sloped Bulkhead transverse in Saddle tank
Z = 7.5sk hle2 (ρ = density of liquid in tanks =1.025)
=1199.068013
=1290 cm3
Z chosen: built up T Section 1290 cm3 (370mmx15mm)
Most of the plate thicknesses are to be increased due to
1) to get the required section modulus
2) to get the uniform values of scantlings to the extend possible so that the design takes into
consideration the design for production aspects
130
PLATE THICKNESS
Table 8.1
ITEM THICKNESS (mm)
OUTER BOTTOM
PLATING 18
INNER BOTTOM
PLATING 18
BILGE PLATING 18
KEEL PLATING 20
CENTRE GIRDER 20
SIDE GIRDER 18
FLOOR 15
MAIN DECK PLATING 16
SIDE SHELL PLATING 20
SHEER STRAKE SADD 20
SADLE TANK BHD PLATING 19
HOPPER TANK BHD PLATIIG 19
SADDLE TANK HOR. PLATE 18
SADDLE TANK VERT. PLATE 18
SECTION SELECTION
Table 8.2
Secondary stiffener Section dimension

strength deck longitudinal DIN Standard width*t
outside line of opening HP 240*11

inside line of opening HP 200*12
Bottom longitudinal HP 430*15
inner bottom longitudinal HP 400*16
side longitudinal(inside saddle

tank) HP 260*12
side longitudinal(inside hopper

tank) HP 400*16
top side tank bhd longitudinal HP 260*12
hopper tank bhd longitudinal HP 430*17
131
Section modulus calculation
Table 8.3
Hor Ver Area Lever

PLATING t(mm) Dim(m) Dim(m) (m2) (m) Ah (m3) ah2 (m4) IOWN
Deck Plating 16 8.19 0.016 0.13104 18.63 2.441275 45.480957 0
Bottom 0 0 0 0 0
Bottom Plating 18 16.39 0.02 0.3278 0.01 0.003278 0.00003278 0
Inner Bottom 18 12.88 0.02 0.2576 1.7 0.43792 0.744464 0
Bilge 18 6.5 0.02 0.13 1.83 0.2379 0.435357 0
Keel 20 0.9 0.02 0.018 0.01 0.00018 0.0000018 0
Hopper tnk blkhd

plating 19 4.76 0.02 0.0952 4.15 0.39508 1.639582 0
Saddle tnk blkhd

plating 19 8.7 0.019 0.1653 16.73 2.765469 46.2662964 0
Side Shell Plating 0 0 0 0 0
Side Shell 20 0.02 14.85 0.297 10.9 3.2373 35.28657 4.54
Sheer strake 20 0.02 0.79 0.0158 18.5 0.2923 5.40755 0
ver plate in saddle

tank 18 0.018 0.65 0.0117 18.32 0.214344 3.92678208 0
Hor plate in saddle

tank 18 0.018 0.02 0.00036 13.69 0.004928 0.0674698 0
sum 1.4498 10.02997 139.255063 4.54
132
Section modulus calculation
Table 8.4
IOW
H DIM V DIM Ah ah2 N
longitudinal (m) (m) Lever (m3) (m4) (m4)
Area (m)
OUTER BOTTOM
0.017 0.43 0.0103 0.3046 0.003137 0.000956 0.000113
INNER BOTTOM 0.015 0.43 0.0094 1.475 0.013909 0.020516 9.94E-05
BILGE
1 0.017 0.43 0.0103 0.4423 0.004556 0.002015 0.000113
BILGE
2 0.015 0.43 0.0103 0.923 0.009507 0.008775 9.94E-05
BILGE
3 0.017 0.43 0.0103 1.5 0.01545 0.023175 0.000113
HOPPER SIDE 1 0.32 0.015 0.0063 3.68 0.023515 0.086536 9E-08
HOPPER SIDE 2 0.32 0.015 0.0063 4.479 0.028621 0.128193 9E-08
HOPPER BLKD 3 0.015 0.43 0.0094 4.947 0.046551 0.230289 9.94E-05
HOPPER BLKD 4 0.015 0.43 0.0094 4.365 0.041075 0.179291 9.94E-05
HOPPER BLKD 5 0.015 0.43 0.0094 3.837 0.036106 0.138539 9.94E-05
HOPPER BLKD 6 0.015 0.43 0.0094 3.235 0.030441 0.098478 9.94E-05
SADDLE SIDE 1 0.29 0.011 0.0042 2.705 0.011496 0.031097 3.22E-08
SADDLE SIDE 2 0.29 0.011 0.0042 2.07 0.008798 0.018211 3.22E-08
SADDLE SIDE 3 0.29 0.011 0.0042 14.64 0.06222 0.910901 3.22E-08
SADDLE SIDE 4 0.29 0.011 0.0042 15.45 0.065663 1.014486 3.22E-08
SADDLE SIDE 5 0.29 0.011 0.0042 16.24 0.06902 1.120885 3.22E-08
SADDLE BKD 1 0.008 0.16 0.0016 17.04 0.027605 0.470386 2.73E-06
SADDLE BKD 2 0.008 0.16 0.0016 17.82 0.028868 0.514435 2.73E-06
SADDLE BKD 3 0.008 0.16 0.0016 14.16 0.022939 0.324819 2.73E-06
SADDLE BKD 4 0.008 0.16 0.0016 14.56 0.023587 0.34343 2.73E-06
0.128 0.573065 5.665411 0.000945
Height of neutral axis from base line

h.NA= 6.71
1/2 I bl = 149.46
I bl = 298.92
INA = 233.51
Z keel = 34.76
Z deck = 18.68
z required = 18.36
RESULT -Hence the strength requirement is satisfied as both the section module at the deck
and the keel are above the required section Modulus
133
8.4 DESIGN OF BRACKETS
Brackets are designed as specified by the LR rules considering the least section modulus of the members connected,
Z. End attachment of stiffeners, the arm length ‘a’ and ‘b’ of the brackets are such that
a, b ≥ 0.8lb a+ b ≥ 2.0lb Where lb = 90x (2(Z/(14+√Z) –1)1/2 (mm) But in no case L is to be taken as less than
twice the web depth of the stiffener on which the bracket scantlings are based.
The free edge of the bracket is to be stiffened where any of the following apply : i) Section modulus exceed 500cm3
ii) The length of the free edge exceeds 50 mm iii) The bracket is fitted at the lower end of the main transverse.
Where flange is fitted, its breadth is to be not less than

bf = 40x(1+Z/1000) mm but not less than 50mm Where the edge is stiffened by a welded face then the cross
sectional area of the face flat is to be not less than
0.009 b + t cm2 for offset edge stiffening. 0.014 b + t cm2 for symmetrically placed stiffening Where the stiffening
member is lapped on to the bracket , the length of the overlap is to be adequate to provide for the required area of
welding. The length of overlap should not be less than 10√Z or the depth of the stiffener whichever is greater .
Where Z = section modulus of the smaller stiffener being connecte
Bracket connecting ordinary frame to Slopped Bulkhead of Saddle tank
Section modulus of ordinary frame = 1300 cm3
lb = 90x( 2(√(Z/(14+√Z)) –1))

917.314mm
By using the above formula, we have the arm lengths of the bracket as follows.
a= 733.85 mm
b= 1100.77mm
The thickness of the brackets in dry spaces with edge stiffened
t= 3.5 + 0.25√Z
t= 12.5 mm
Breadth of flange > 40[1+Z/1000] = 52.04 mm
Take bf = 52 mm
Cross sectional area of the face =5.85 cm2
Thickness tf = C.S Areax100/ bf

= 11.25 mm
134
Bracket connecting Ordinary frame to slopped Bulkhead Hopper tank
Therefore, the arm lengths of the brackets are
a= 730 mm
b= 1100 mm
The thickness of the bracket is selected as 12.5 mm
Bracket connecting Web Frame to Hopper tank
Section modulus of web frame = 2820 cm3
lb = 1076.87mm
Therefore, arm length

a= 861.496mm
b= 215.374mm
Overlapping length = 10√Z
Overlapping length = 531.036mm
The thickness of the brackets in dry spaces with edge stiffened
t = 3.5 + 0.25√Z
t= 16.77 mm
selected , t= 16.5 mm
cross sectional area = 16.75674 m2
Thickness tf = 14.85 mm
bf = 112.84 mm
Bracket connecting Web Frame to Saddle tank
The arm lengths of the brackets are
a= 862 mm
b= 215 mm
Bracket in Saddle Tanks
135
Z= 480 cm3
Thickness = 10 mm
Breadth of the flange, bf = 40(1+Z/1000), but not less than 50mm
= 59.2 mm
= 60 mm
cross sectional area of face plate= 0.014×bf×t

= 8.4 cm2
Thickness of flange = 14.19 mm
= 14 mm
Bracket in Hopper Tank or bracket a, and b
Z= 8132.1633 cm3
t = 4.5+0.25×Z1/2
t= 26.04462699 mm
bf= 365.286
cross sectional area of face plate = 133.19 cm2
tf = 36.46 mm
136
CHAPTER 9
OUTLINE SPECIFICATION
137
9.0 OUTLINE SPECIFICATION
9.1 INTRODUCTION
The ship which has been designed, is a Bulk Carrier having a deadweight of 75000t with
a service speed of 13knots. The main particulars of the ship can be listed out as follows:
Table 9.1
LBP 220.5m
B(moulded) 32.78 m
D(moulded) 19.75m
T(moulded) 14.29m
CB 0.82
Deadweight 75000 t
Speed 13kn
Complement 29
Range 5840 n.m.
9.2 OBJECTIVE OF DESIGN
The bulk carrier is designed to carry iron ore from India to Australia, and to bring back Coal to
India. The ports of trade are Adelaide (china), and Mumbai (India).
9.3 SHIP DESCRIPTION
The vessel is a single screw, single rudder, Comboned framed vessel having its engine room and
accommodation located aft. The main deck is the freeboard deck.. The ship has nine watertight
transverse bulkheads. There is a double bottom from the fore peak bulkhead to the aft peak
bulkhead. There are seven holds. Saddle and hopper tanks are provided for ease in loading and
stowing of cargo, and for ballasting. Upper wing tanks can also be used for carrying cargo if
required. Saddle tanks reduce the free surface effect due to shifting of cargo. Double bottoms,
deck, wing tanks are longitudinally framed and side shell are transversely framed. Japanese
standard steel is used for construction.
The ship is designed using the Lloyds Register of Ships classification rules, and therefore will
have the notation 100A1 Bulk Carrier. The IMO rules are abided by in the case of stability. Life
saving appliances are in accordance with the SOLAS rules.
138
TANK CAPACITIES
Table 9.2
Cargo Holds 82861m3
Saddle Tanks 3674.97m3
Hopper Tanks 803.84 m3
HFO Tank 578 m3
DO Tank 211.9 m3
LO Tank 32.8 m3
Double Bottom 6571.20m3
9.4 COMPLEMENT
The composition of the crew
Captain = 1
Chief Engg. = 1
Chief Officer = 1
Navigation officers = 2
Watch officer = 1
Junior engineers = 3
total = 9
Other Officers and Crews:
Petty officer = 1
Junior officers = 2
Chief cook = 1
Chief Steward = 1
Deck Crew = 4
Engine Room Crew = 4
Laundry Crew = 2
Stewards = 3
Mess Crew = 2
20
TOTAL = 29
139
9.5 STRUCTURAL DETAILS
9.5.1 General
Deck and bottom are longitudinally framed, and side structure is transversely Framed.
Double bottom height is given uniformly through the length of the ship.
9.5.2 Shell Plating, Framing etc
The calculations for the plating and framing are done as per the Lloyds Register of
Shipping rules. Framing in the forward and aft region is 600mm; in the midship region it is
842mm.
9.5.3 Double Bottom
The double bottom is all welded having a height of 1.7m throughout the length of the ship.
9.5.4 Hatch Covers
Hatch covers on the weather-exposed decks are watertight. There are 7 hatch covers of single pull
single-panel type. They are hydraulically operated.
9.5.5 Doors
All doors situated on front and sides of super structure are of watertight constructions. All doors
opening out of accommodation are self-closing. Doors opening in to the engine room casing are
of steel, gas tight and of self-closing type. Doors opening in to toilets are of aluminum, self-closing
type. Doors opening to provision stores, galley, and steering gear room are weather tight steel
doors.
9.5.6 Rudder
A balanced all movable double-plated rudder is fitted. The rudderstock is connected to the rudder
by means of a horizontal flanged coupling.
9.5.7 Funnel
Oval shape. Made with straight plates for ease in construction.
9.5.8 Preservation of Material and Structure
Generally, all steel plates and sections are to be shot blasted and to be coated with one coat of
shop primer. Fire retarding high built; chlorinated rubber based antifouling paints to be used.
Drinking water tanks to be painted with cement wash, water ballast tanks to be painted with special
bitumen and fuel tanks to be cleaned with mineral oil based paints. Special measures are taken to
prevent corrosion, deterioration, wear or damage to the structure and fittings.
140
9.5.9 Wood Work
All wood work fitted in spaces where it is not possible to maintain air movement and where moist
conditions exists are treated with approved preservatives except in galleys, provision rooms etc. All
facing surfaces between preserved timber and steel or Al are painted and all timber used on board
are fire proofed.
9.5.10 Quality of Materials
All structural steel used for construction of the vessel and machinery including forgings and
castings are of good ship building quality, approved by Lloyds Register of Shipping.
9.6 WATER TESTING AND AIR TESTING
Water pressure tests of compartments are conducted in accordance with classification rules. All
other watertight compartments where pressure tests are not required and the outside plating of
deckhouses, superstructures etc. are hose tested. Circulating water inlets and outlets are tested to
2kg / cm2 pressure. All scuttles, soil and urinal pipes, air pipes etc. are tested by filling with water.
Side scuttles, port lights, skylights, ventilation, coaming, hatches etc. are hose tested.,All
watertight compartments except compartments carrying liquid in bulk and compartments above
continuous deck are air tested.
9.7 LIFE SAVING APPLIANCES
Life saving measures is the most important matter to be kept in mind while the ship is set for
voyage. In case of an accident all the lives onboard are to rescued. There is also a chance for fire
hazard. Since the onshore help will take time, it is necessary that every ship being built must have in
it life saving and fire fighting appliances.
1) Life boats
2) Life rafts
3) Lifebuoys
4) Line Throwing Appliances
5) Radio Equipment
6) Lifejackets
9.8 FIRE FIGHITNG APPLIANCES
Separate fire fighting appliances are provided for machinery spaces, cargo holds and
accommodation spaces. A fire fighting equipment is to contain an automatic sprinkler and a fire
alarm system for detecting and extinguishing the fire in all spaces where fire might be expected to
originate. Fire fighting systems are installed in accordance with LRS rules and SOLAS rules as
administered by MMD, India.
141
9.9 VENTILATION AND AIR CONDITIONING
Mechanical ventilation is arranged for galley, provision store (dry), laundry, sanitary
spaces, and pantries. Cargo holds are to be naturally ventilated. Conditioned air to be supplied to
all cabins as well as wheelhouse. Air conditioning installations to comprise of an automatically
controlled air-handling unit with filter, steam heater, cooler, and de-humidifier. One refrigerating
plant, comprising one compressor with condenser etc for R22 supply by a single duct system is
provided. Outlets are to enable individual control of air. Engine room is to have mechanical
ventilation. E.R control room is to have separate air conditioning unit.
NAVIGATION AND COMMUNICATION EQUIPMENTS
Wheelhouse is fitted with the following equipment:-
1) Navigational Equipments
Magnetic compass.
Autopilot
Satellite Navigation system Steering wheel.
Chart table with drawer for charts and navigational publication
Locker with locking arrangement for navigational instruments.
Navigational radar.
Echo sounder.
Rudder angle indicators. One sextant.
2) Communication Equipments
Complete Radio station with 1500W max.
Transmission power. 2 VHF Radio Telephone.
Lifeboat Radio Equipment
Satellite Telecommunication system
Emergency radio beacons.
Internal Communication equipments
Engine order telegraph.
Automatic telephone with shore connection plugs.
Three channel UHF ‘Walkie-Talkie’
Alarm bells according to SOLAS.
3)Navigational lights
Mast head lights - 2 - one on forward mast and one on aft mast (white)
Side light - 2 – port side (red)
- 2 – starboard (green)
Anchor light - 1 – all round white light
Stern light - 1 – aft end white
Not under command - 1 – aft navigation mast (red)
Maneuvering - 1 – flickering on aft navigation mast.
9.10 PROPULSION
142
The vessel will be propelled by a diesel engine, directly coupled to a fixed blade
propeller. The auxiliary machinery in the engine room will mainly be engine driven.
Electric power will be supplied by the electric generating sets. Electric power during
normal sea service to be supplied by one generating set.
Steam for heating purpose etc. by one oil fired (composite) boiler, suitable for use
of oil. At sea, steam will be supplied from an exhaust gas boiler.
Main engine
Model = MAN B&W S80MC

Power = 7360-10040 kW
Speed = 59rpm
Number of cylinders = 6
Propeller Particulars
No. of blades = 3
D = M
AE / A0 = 0.35
P/D = 0.7
Material = Grade Cu3 Ni Al Bronze
Type = Troost B-Series
9.10.1 ANCHORING ARRANGEMENTS
No. of anchors = 2
Mass of anchor = 9900 kg
Total length of stud link cable = 660m
Diameter of stud link cable = 87 mm
9.11 HULL OUTFIT
9.11.1 Deckhouse
The deckhouse is completely welded. The scantlings are as per LRS rules. All structures
within a 6-ft radius of magnetic compass in wheelhouse are made up of Aluminum alloy.
Steel structures connected to aluminum are either galvanized or zinc sprayed. The surfaces
are painted with approved jointing material.
9.11.2 Manholes
Manhole covers to all tanks are bolted. All covers are fitted with name plates identifying the
compartment to which the manhole gives access.
9.11.3 Windows And Side Scuttles
Circular windows made of aluminum alloy of hinged type are fitted on bridge front. All
windows of wheelhouse are provided with anti- glare glass. Aluminum alloy side scuttles
143
are provided in the accommodation rooms, store rooms etc.
9.11.4 Sea Tubes And Holes In Bottom
Portable gratings are fitted in all inlet and outlet greater than 7.5-cm diameter. All steel
bars of gratings are fastened with socket headed screws and are placed parallel to the fore
and aft line of ship.
9.11.5 Steering Gear
An electro hydraulic rotary vane steering gear is provided. This consists of 2 pumping
units and operated by duel electric system
9.11.6 Hand Rails, Stanchions
Handrails are provided along the sides. Stanchions are of 1 m height and are spaced 1m
apart.
9.11.7 Accommodation Ladder
Two accommodation ladders of aluminum alloy are provided and are suitably stowed on either
side of the vessel. These ladders are of automatic operation type. The ladders have self-
adjustable steps and can swivel around the top. The ladders inside the accommodation are of
decorative type with aluminum and stainless steel handrails.
9.11.8 Capstan
It is of electrically operated type and is capable of raising and lowering 2 tons at

10meters/minute.
9.11.9 Windlass
Two electro hydraulic windlasses are provided. Warping drums of windlass are ribbed
and wildcats are made of cast steel. Two constant tension winches are provided at the aft.
9.11.10 Chain Cables, Mooring Equipment etc
1) To be supplied according to LRS rules and regulations –

2) 3 stockless bower anchors, one of which one is spare.
3) Stud link chain cables divided in shots of 15 fathoms, by centre type shackles.
4) Mooring wires as required by regulations stowed on mooring winches.
9.12 ENGINE ROOM INSTALLATIONS
9.12.1 General
The vessel will be propelled by a diesel engine, directly coupled to a fixed pitch
propeller. The auxiliary machinery in the engine room will mainly be engine driven. Electric
144
power will be supplied by two electric generating sets. Electric power during normal sea service
to be supplied by one generating set. Steam for heating purpose etc. by one oil fired (composite)
boiler, suitable for use of oil. At sea, steam will be supplied from an exhaust gas boiler.
9.12.2 Engine Bearers and Pump Bearers
The supports and seating are arranged to contribute effectively to the structural strength
of the ship. The arrangement of the bearers is such a way as to permit efficient welding and
facilitate maintenance and ensure adequate drainage.
9.12.3 Shafting
Intermediate shafts of steel with solid forged flanges. The coupling flanges will have
cylindrical bolts with nuts. Tail shaft of steel with solid forged flange. Shaft bearing to be of ring
lubricated type, made of cast iron and to be provided with white metal in the under part only.
9.12.4 Auxiliary Engines
Two engines are fitted, one in the sailing condition and the other a standby. The
particulars of the selected auxiliary generator are same as the main generator.
9.12.5 Auxiliary Machinery Seats
Suitable stiffener support and brackets are provided and fitted for all auxiliaries, fans;
pumps etc. and they are worked in conjunction with strength members.
9.12.6 Boiler Installation
1) One auxiliary steam boiler installation. The boiler to be complete with the necessary
mountings.
2) One fully automatic oil burning installation.
3) One exhaust gas boiler, to take the exhaust gasses from the main engine. The
boiler complete with the necessary mountings.
4) Two feed pumps to be installed.
5) Two horizontal exhaust gas boiler circulating pumps to be installed.
6) One drain cooler for cooling down the drains of the heating coils and the
excess steam of the exhaust gas boiler.
7) One feed water filter tank of ample capacity.
8) One observation tank for inspection of the condensate returning from the
heating coils in the fuel oil tanks to be built in to the feed water filter tank.
9.12.7 Compressed Air System
145
It consists of the following: two horizontal two stage air compressors, (each
compressor to be provided with an inter and after cooler, cooled by sea water), one
topping up compressor, one emergency air compressor, one control air vessel, two
starting air vessels (vessels provided with manholes and valves necessary for filling,
starting and draining), one starting air bottled.
9.12.8 Fuel Oil System
The fuel oil system consists of

- Two automatic HFO purifiers of the self-cleaning type provided with steam
heater, automatic de-sludging device, water steel alarm and pumps.
- One gear type diesel oil transfer pump of the same type and capacity as HFO
transfer pump.
- Two gear type fuel oil booster pumps for Main Engine.
- Two heaters in the fuel oil supply line to the M.E, tube type, each of sufficient
capacity for engine output.
- One viscosity controller in the main engine fuel oil system.
- One duplex type fuel oil filter for main engine. Further filters as will be
necessary.
- One sludge pump of sufficient capacity.
- One sludge tank for collecting the sludge.
-
9.12.9 Lubricating Oil System
- One built in lubricating oil storage tank, with heating coils.

- One built in cylinder oil storage tank, with heating coils.
- One storage tank for lube. oil auxiliary engines.
- One lube. Oil drain tank with exchange tank for M.E, built in to the ship
construction, with heating coils.
- One sludge tank for collecting the sludge disposed.
- One lube oil transfer pump.
- One automatic lube. oil purifier of the self-cleaning type, provided with steam
heater, water seal alarm and pumps.
- One lube. oil cooler for sufficient capacity for the Main Engine under tropical
conditions, provided with a temperature control valve.
- One automatic lube. oil filter in the line to the Main Engine.
9.12.10 Fresh Water cooling System
- One expansion tank for cylinder cooling water of Main Engine.

- One expansion tank for cylinder cooling water of auxiliary engines.
- Two vertical centrifugal cylinder cooling water pumps for Main Engine.
- One cylinder cooling water cooler for Main Engine with temperature control
valve on the freshwater side.
- One steam heater for preheating the cylinder cooling water of the Main Engine.
- Two cylinder cooling water coolers for auxiliary engines: each cooler to have
sufficient capacity for two auxiliary engines.
146
9.12.11 Sea Water Cooling System
Two vertical sea cooling water pumps. At sea, one of these pumps to supply water to all
coolers of the main engine and to auxiliaries, except the M.E. air coolers and A.C
condenser.
- One main engine air cooler sea cooling water pump. In port this pump to take care of
cooling the auxiliary engines and for cooling the refrigerating condenser. One of the
general service pump to act as stand by pump.
- One sea cooling water pump. In port, this pump is to take care of cooling the auxiliary
engines and for cooling the refrigerating condenser. One of the general service pumps to
act as standby pump.
- One sea cooling water pump for the air-conditioning compressor condenser capacity in
accordance with compressor maker’s recommendation.
9.12.12 Water Ballast System
Four water ballast pumps are provided.
9.12.13 General Service Pumps
- Two general service bilge fire pumps of vertical centrifugal type, both pumps to act as
spare ballast pump.
- One bilge pump of piston type.

- One bilge water separator.
9.13 Fresh Water Generating System
- Two steam heated boilers, complete with circulating pump.
- Two fresh water generators.
9.14 Workshop and Store
They include one lathe, two drilling machines, one double grinding machine, and one workbench with
two vices. A store at a suitable place in the E.R provided with racks.
9.15 TRIALS
The ship should be dry docked before commencement of trials for purpose of examination of hull and
application of final coats of anti fouling paints. The trials include basin and sea trials. Basin trials are
to ensure the condition of all machinery and equipment. All machinery should run at least 4 hours
under normal operating load conditions. Sea trials should be carried out in the presence of
147
classification surveyor and owner. This includes speed trial, crash stop (ahead and astern), turning
trials, magnetic compass adjustment, and bilge pump capacity, firefighting equipment, electrical
emergency trip and emergency lighting.
148
CHAPTER 10
DISCUSSION ON THE DESIGN

AND CONCLUSION
149
10.1 DISCUSSION ON DESIGN AND CONCLUSION
10.1.1 DIMENSION FIXING
Dimension fixing is done to satisfy the deadweight first and it is checked for capacity,
stability, and freeboard in the preliminary stage. Empirical relations are used for this. If
these dimensions do not satisfy the above-required conditions, they are suitably iterated
for.
10.1.2 DEVELOPMENT OF THE LINES
The lines are developed using the tank tested reports from B.S.R.A (British Ship
Research Association). Corrections are applied to the stern, which is modified to
transom to improve the deck area as well as due to easiness in construction. Here care
has been taken to ensure that very marginal modifications alone are provided in the
under water portion of the hull to retain the characteristics and the results which are
subsequently obtained during the resistance calculations
10.1.3 RESISTANCE AND POWERING CALCULATIONS
Resistance calculations are carried out using three methods . i.e. Guldhammer and
Harvald method, Holtrop and JJ Mennen method and B.S.R.A. method . The
Guldhammer and Harvald method is done manually while the results of the Holtrop
and JJ Mennen method and BSRA method of resistance calculation is obtained using the
software, NavCad. But finer augment of resistance values due to channel conditions or
sea states or other dynamic effects is not dealt in detail. Here BSRA values of resistance
are adopted since the hull form selected was that of BSRA. The powering calculations
are carried out manually. The propeller offsets are derived from Wageningen B-Series
propellers.
10.1.4 GENERAL ARRANGEMENT
The general arrangement of the vessel is done taking in to the account of various
requirements both in terms of manpower as well as amenities. The number of crew and
the spaces allocated for various purposes are fixed on the basis of Maritime Law of
India regulations.
10.1.5 CAPACITY CALCULATIONS
The capacities of the holds for carriage of bulk cargo and other tank capacities for
carriage of fuel and ballast are calculated manually and also using using the software
Autohydro. The capacity calculations were found to be satisfied for the carriage of bulk
cargo in the designed vessel.
150
10.2 TRIM AND STABILITY
The trim and stability calculations are carried out for fully loaded departure condition, fully
loaded arrival condition, ballast departure condition and ballast arrival condition. The
stability results are compared with IMO Regulations and are found to comply.
10.2.1MIDSHIP SECTION DESIGN
Midship section design is carried out using Lloyds Register of Shipping Rules and the
scantlings are provided which ensure the required rule section modulus.
10.3CONCLUSION
On the whole the attempt is made towards the detailed design of the vessel under the
available data from the existing vessels. But on further examination it will be found that, the
high speed of this vessel has been a deciding factor on the economic front. This parameter
has necessitated a quite large engine (8 cylinders) in a vessel where space is crucial. Also
from various papers it can be seen that the design of such high speed vessels is not found to
be economically liable .Further iterations on the above design spiral are necessary in all the
areas of the vessel before arriving at the optimum results.
151

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CHAPTER-1

1.2.HISTORY OF BULK CARRIER :

1.3.TYPES OF BULK CARRIERS

b. Application of bulk carrier to the so called “Neobulk trades” (Steel, Timber,

c. Application of bulk carriers to container trades.

1.6.UNIQUE FEATURES OF BULK CARRIERS

L/B = 5.0 -- 7.0

1.7.TYPICAL LOADING CONDITIONS

1.9. Main Features Of Bulk Carriers:

2) Double bottom is fitted throughout the length of the vessel.

6) Corrugated bulkheads ca is used.

7) Hatch openings are 0.4B-0.65B.

Type of ship : Bulk carrier

Radius of action : 6323nm

Shape of hull : B.S.R.A.

Shape of stern : Transom stern

Shape of stem : Bulbous bow is provided

2.3.Selection of trade route:

Longest vessel-300 m LOA

2.4.SPEED, ENGINE PLANT AND PROPULSION SYSTEM

Speed: The vessel is to be designed to function at a service speed of 13 knots.

2.5.SUPERSTRUCTURES AND DECKHOUSES

2.8.RELEVANT RULES AND REGULATIONS

IACS (International Association of Classification Societies) launched the following rules to

2.9.PARENT SHIP DATA

Sl no NAME L/B L/D B/D B/T D/T

Preliminary calculation of displacement is based on the coefficient of

deadweight CD, where CD =

An empirical relation exists for calculating power delivered (PD).

PD = (∆ ^ 0.567 × V ^ 3.6 ) / 1000

Also, PB=1.02* PD = 7938.552 kw

Considering the above formulae and parent ship data,

2.12.FIRST ESTIMATES OF MAIN DIMENSIONS AND COEFFICIENTS

a) T/D should be sufficiently small to ensure free board requirement

Various empirical formulas are used for estimating length.

(b) Dankwardt’s formu [Ref: 11]

LBP = [5.1+ (Vt-15)0.07] (∆)1/3

(c) Ashik’s formula [Ref: 11]

LBP = (1.36  0.2) V1/2 1/3

Breadth is calculated from the average L/B ratio value L/B =

6.72 (from parent ship data)

Depth is calculated from the average L/D ratio value

L/D = 11.16(from parent ship data)

Draft is calculated from the average B/T ratio value

B/T = 2.29 (from parent ship data)

Block Coefficient (CB)

CB depends on the Froude number (Fn)

Where V = velocity of the vessel in m/s

L = length of the vessel in meters

CB = 0.975-0.9Fn  0. 02=0.83 (Dankwardts formula)

Displacement () = LBTCB1.025 (1+0.006)

E= L (B + T) + 0.85 L (D – T) + 250 (here250 is the fraction for superstructure & DH)

OU = MOU  LB (tones) MOU = MOU1 + MOU2 L

Engine Plant Mass

PD = (0.567  VT 3.6) / 1000 (kW) (Volkes Formula)

The range of margin values is:

1% to 2% of SE for steel mass

2% to 3% of EP for EP mass

4% to 6% of OU for outfit mass

EP new = EP + 0.025 EP