Design of 45000 DWT Bulkcarrier of 14 Knots Service Speed

DESIGN OF 45000 DWT BULKCARRIER OF 14 KNOTS SERVICE SPEED
A PROJECT REPORT
Submitted by
HRITHIN T (SNG17NS018)
In partial fulfillment of the requirement for the degree
of
BACHELOR OF TECHNOLOGY IN NAVAL ARCHITECTURE AND

SHIPBUILDING ENGINEERING
DEPARTMENT OF NAVAL ARCHITECTURE AND SHIPBUILDING

ENGINEERING
SREE NARAYANA GURUKULAM COLLEGE OF ENGINEERING

KADAYIRUPPU, KOLENCHERY
APJ ABDUL KALAM TECHNOLOGICAL UNIVERSITY
JUNE 2021
SREE NARAYANA GURUKULAM COLLEGE OF ENGINEERING
KADAYIRUPPU, KOLENCHERY
DEPARTMENT OF NAVAL ARCHITECTURE AND

SHIPBUILDING ENGINEERING
CERTIFICATE
This is to certify that the report DESIGN OF 45000 DWT BULKCARRIER OF 14

KNOTS SERVICE SPEED is the bonafide work done by HRITHIN T (Reg. No.
SNG17NS018) and in partial fulfillment of award of B.Tech Degree (2017-2021
Batch) in NAVAL ARCHITECTURE AND SHIPBUILDING ENGINEERING
under APJ Abdul Kalam Technological University, Thiruvananthapuram.
Asst. Prof. AMAL M Prof. Dr. SATHEESH BABU P K
PROJECT GUIDE HEAD OF THE DEPARTMENT

DECLARATION
I hereby declare that the work carried out in this project is our own in association with
other team members of the project, to the best of my knowledge and belief, it contains no material
previously published or written by any other person nor any material which has been accepted for
the award of any degree or diploma of any university or any other institute of higher learning
aspect where due acknowledgement has been made about it in the thesis.
i
ACKNOWLEDGEMENT
Apart from individual efforts, the success of any work depends largely on the guidelines
and encouragement of many others. I take this opportunity to express my gratitude to the God
Almighty and my parents, for their constant blessings throughout my life. Also, I am extremely
grateful to Prof. Dr. Satheesh Babu P.K, The Head of Department, NASB, SNGCE. I would like
to show my greatest appreciation to Assist. Prof Amal M, NASB, SNGCE and Dr. Sunil Kumar
P.G, Dean, SNGCE. This project would not have been possible without their invaluable
assistance, support and guidance. I would also like to mention my love and gratitude for all the
faculties of NASB Department of SNGCE and my friends for their motivation and assistance,
which was vital for the completion of my project.
HRITHIN T
ii
ABSTRACT
This project report is the design of a 45000 deadweight bulk carrier with 14 knots service
speed. This vessel classified under Lloyd’s Register is expected to carry Copper cathode from
Mumbai port of India and during her return voyage, she is expected to carry Bitumen from Jebel
Ali Port of UAE. The ship is intended to cover a distance of 1450 Nautical miles with 25 crew
onboard. This vessel satisfy all of the design criteria by various rules and regulation . It have a
mixed framing system. The double bottom, deck, wing tanks are longitudinally framed and side
shells are transversely framed. The vessel will be propelled by a diesel engine coupled to a 4 blade
fixed propeller. This project covers the preliminary design of the vessel which includes the
development of line plan, hydrostatics, powering and propeller design, general arrangement and
scantling of mid ship. A detailed estimation of capacity and trim calculations are also carried out.
iii
TABLE OF CONTENTS
Declaration i
Acknowledgement ii
Abstract iii
Table of contents iv
List of tables x
List of figures xii
Nomenclature xiii
Chapter 1. INTRODUCTION 1
1.1 BULK CARRIER
1.2 TYPES OF BULK CARRIER
1.3 BULK CARGOES
1.3.1 DRY BULK SHIPPING
1.4 UNIQUE FEATURES OF BULK CARRIERS
1.5 RULES AND REGULATIONS FOR BULK CARRIERS
1.6 SCOPE OF THE PROJECT
1.7 LIMITATIONS
1.8 DESIGN PROCEDURE
Chapter 2. FIXING OF MAIN DIMENSIONS 9
2.1 PRELIMINARY INVESTIGATION
2.1.1 MISSION ANALYSIS
2.1.2 SELECTION OF TRADE ROUTE
2.1.3 CARGO DESCRIPTION
2.1.4 RADIUS OF ACTION
iv
2.1.5 RELEVANT RULES AND REGULATIONS
2.2 PARENT SHIP DATA COLLECTION
2.2.1 GRAPHS OF MAIN DIMENSIONAL RATIOS
2.3 PRELIMINARY CHECKS
2.4 FREEBOARD CHECK
2.4.1 CALCULATION OF TABULAR FREEBOARD
2.4.2 CORRECTIONS FOR FREEBOARD
2.5 PRELIMINARY STABILITY CHECK
2.6 CHECK FOR CAPACITY
Chapter 3. HULL GEOMETRY 35
3.1 FAIRED OFFSET AND LINES PLAN
3.1.1 DEVELOPMENT OF FINAL LINES
3.1.2 MODIFICATION OF THE STANDARD LINES
3.1.3 PARALLEL MIDDLE BODY AND HALF ANGLE OF ENTRANCE
3.1.4 DERIVATION OF OFFSET TABLE
3.2 SECTIONAL AREA CURVE
3.3 BONJEAN AND HYDROSTATICS CURVES
3.3.1 BONJEAN CURVES
3.3.2 HYDROSTATIC CURVES
Chapter 4. RESISTANCE AND POWERING 46
4.1 INTRODUCTION
4.2 POWERING AND PROPELLER DESIGN
4.2.1 PROPULSION SYSTEM
v
4.2.2 OPEN WATER PROPELLER SERIES
4.2.3 CALCULATION OF QPC
4.2.4 INITIAL PROPELLER DESIGN
4.2.5 PROPULSIVE PARAMETERS
4.3 SELECTION OF MAIN ENGINE
Chapter 5. GENERAL ARRANGEMENT 58
5.1 INTRODUCTION
5.2 LOCATION OF MACHINARY SPACE
5.2.1 MINIMUM NUMBER OF BULKHEADS
5.2.2 DOUBLE BOTTOM HEIGHT
5.2.3 POSITION OF FRAMES
5.2.4 LENGTH OF AFT PEAK, ENGINE ROOM AND FORE PEAK BULKHEAD
5.2.5 LENGTH OF CARGO SPACE
5.2.6 LENGTH OF EACH CARGO HOLD
5.2.7 LENGTH OF HATCH OPENING
5.2.8 BREADTH OF HATCH OPENING
5.3 MINIMUM BOW HEIGHT
5.4 SUPERSTRUCTURE
5.5 EQUIPMENT NUMBER
5.6 ANCHOR CHAIN AND CHAIN LOCKER
5.7 CREW AND ACCOMODATION
Chapter 6. DETAILED CAPACITY 65
6.1 INTRODUCTION
vi
6.2 LIGHTSHIP MASS CALCULATION
6.2.1 STEEL MASS
6.2.2 OUTFIT MASS
6.2.3 ENGINE PLANT MASS
6.3 CAPACITY CALCULATIONS
6.4 STOWAGE FACTOR DETERMINATION
Chapter 7. DETAILED TRIM AND STABILITY CALCULATIONS 72
7.1 INTRODUCTION
7.2 LOADING CONDTION
7.3 CONCLUSION
Chapter 8. MIDSHIP SECTION DESIGN 84
8.1 INTRODUCTION
8.1.1 DEFINITIONS
8.2 FRAMING SYSTEM
8.3 MIDSHIP CALCULATIONS
8.3.1 DESIGN VERTICAL WAVE BENDING MOMENT
8.3.2 MINIMUM HULL SECTION MODULUS
8.3.3 PERMISSIBLE STILL WATER BENDING MOMENT
8.3.4 HULL MOMENT OF INERTIA
8.4 STRUCTURAL DESIGN
8.4.1 PLATING
8.4.2 SECONDARY STIFFENERS
vii
8.4.3 PRIMARY STIFFENERS
8.5 PLATE THICKNESS
8.6 SECTION SELECTION
8.7 SECTION MODULUS CALCULATION
8.8 RESULT
Chapter 9. DESIGN OVERVIEW 105
9.1 GENERAL
9.1.1 MAIN PARTICULARS
9.1.2 PURPOSE
9.1.3 DESCRIPTION
9.1.5 COMPLEMENT OF THE SHIP
9.2 HULL CONSTRUCTION
9.2.1 GENERAL
9.2.2 SHELL PLATING, FRAMING
9.2.3 DOUBLE BOTTOM
9.2.4 DECK AND TANKTOP
9.2.5 BULKHEADS
9.3 HULL OUTFITS
9.3.1 SUPERSTRUCTURE
9.3.2 HATCH COVERS
9.3.3 DOORS
9.3.4 MAST
9.3.5 RUDDER
9.3.6 BULWARK
viii
9.3.7 FUNNEL
9.3.8 HAND RAILS, STANCHIONS
9.3.9 ACCOMODATION LADDER
9.3.10 ANCHOR, CHAIN CABLES
9.4 ENGINE ROOM INSTALLATION
9.4.1 GENERAL
9.4.2 PROPELLER
Chapter 9. CONCLUSION 110
References 111
Appendix [A] Lines plan of the vessel 112
Appendix [B] Bonjean curve 113
Appendix [C] General arrangement of the vessel 114
Appendix [D] Midship section scantling 115
ix
LIST OF TABLES
Sl. No. Table No. Title Page No.
1 Table1.1 BULK CARGOES AND THEIR STOWAGE FACTOR 4
2 Table 2.1 PARENT SHIP DATA COLLECTION 12
3 Table 2.2 ITERATIONS 16
4 Table 2.3 IMO STABILITY CRITERIA 24
5 Table 3.1 STEM AND STERN PROFILE 37
6 Table 3.2 FAIRED OFFSET 38
7 Table 3.3 SUMMARY OF SECTIONAL AREA 40
8 Table 3.4 SUMMARY OF SECTION MOMENT 41
9 Table 3.5 HYDROSTATIC PARTICULARS 44
10 Table 4.1 RT AND PE FOR DIFFERENT VELOCITY 49
11 Table 4.2 PROPULSION PARAMETERS 56
10 Table 5.1 CREW AND ACCOMODATION 63
11 Table 5.2 MINIMUM STIPULATED AREA 64
12 Table 6.1 CARGO HOLD CAPACITY 68
13 Table 6.2 SADDLE TANK CAPACITY 68
14 Table 6.3 HOPPER TANK CAPACITY 69
15 Table 6.4 DOUBLE BOTTOM TANK CAPACITY 69
16 Table 6.5 CAPACITY OF OTHER SPACES 70
17 Table 7.1 FULLY LOADED DEPARTURE CONDITION 73
18 Table 7.2 IMO CRITERIA FOR FULLY LOADED DEPARTURE 74
x
19 Table 7.3 FULLY LOADED ARRIVAL CONDITION 75
20 Table 7.4 IMO CRITERIA FOR FULLY LOADED ARRIVAL 76
21 Table 7.5 FULLY BALLASTED DEPARTURE CONDITION 77
23 Table 7.6 IMO CRITERIA FOR FULLY BALLASTED 78

DEPARTURE
24 Table 7.7 FULLY BALLASTED ARRIVAL CONDITION 79
25 Table 7.8 IMO CRITERIA FOR FULLY BALLASTED ARRIVAL 81
26 Table 7.9 IMO CRITERIA FOR LIGHTSHIP CONDITION 82
27 Table 8.1 PLATE THICKNESS 99
28 Table 8.2 SECTION SELECTION OF SECONDARY 100

STIFFENERS
29 Table 8.3 SECTION SELECTION OF PRIMARY STIFFENERS 100
30 Table 8.4 SECTION MODULUS CALCULATION PART A 101
31 Table 8.5 SECTION MODULUS CALCULATION PART B 102
32 Table 9.1 MAIN PARTICULARS OF VESSEL 105
33 Table 9.2 FINAL CAPACITY 106
34 Table 9.3 MAIN ENGINE SPECIFICATION 108
35 Table 9.4 PROPELLER PARTICULARS 109
xi
LIST OF FIGURES
Sl. No. Figure No. Title Page No.
1 Figure 1.1 FLOWCHART OF DESIGN PROCEDURE 6
2 Figure 2.1 ROUTE MAP 10
3 Figure 2.2 LBP Vs DWT GRAPH 13
4 Figure 2.3 L/B Vs DWT GRAPH 13
5 Figure 2.4 B/D Vs DWT GRAPH 14
6 Figure 2.5 B/T Vs DWT GRAPH 14
7 Figure 2.6 CLASSIFICATION OF SHIPS FLOWCHART 19
8 Figure 2.7 GZ CURVE 23
9 Figure 2.8 RT Vs V GRAPH 41
10 Figure 3.1 HYDROSTATIC CURVE 45
11 Figure 4.1 TOTAL RESISTANCE VS VELOCITY GRAPH 49
12 Figure 4.2 EFFECTIVE POWER VS VELOCITY GRAPH 49
12 Figure 4.3 PROPELLER DESIGN 57
13 Figure 7.1 GZ CURVE FOR FULLY LOADED DEPARTURE 74
14 Figure 7.2 GZ CURVE FOR FULLY LOADED ARRIVAL 76
15 Figure 7.3 GZ CURVE FOR FULLY BALLASTED DEPARTURE 79
16 Figure 7.4 GZ CURVE FOR FULLY BALLASTED ARRIVAL 82
17 Figure 7.5 GZ CURVE FOR LIGHTSHIP CONDITION 83
xii
NOMENCLATURE
AP : Aft perpendicular
B : Molded breadth of the vessel in meters
B.S.R.A : British Ship Research Association
CG : Center girder
D : Molded depth of the vessel in meters
DB : Double bottom
DO : Diesel oil
DWT : Deadweight
FBD : Freeboard
FP : Forward perpendicular
FW : Fresh water
GZ : Righting lever in meters
HFO : Heavy fuel oil
HT : Hopper tank
IACS : International Association of Classification Societies
IB : Inner bottom
ICLL : International Convention on Load Lines
ITTC : The International Towing Tank Conference
IMO : International Maritime Organization
LBP/L : Length between perpendiculars of the vessel in meters
LO : Lube oil
LR : Lloyd’s Register of Shipping
xiii
LWL : Load water line
MARPOL : The International Convention for the Prevention of Pollution from Ships
OB : Outer bottom
PR : Provisions
QPC : Quasi-Propulsive co-efficient
SAC : Sectional Area Curves
SOLAS : International Convention for the Safety of Life at Sea
ST : Saddle tank
T : Draft of the vessel in meters
V : Design speed of the vessel in Knots
xiv
DESIGN OF 45000 DWT BULK CARRIER OF 14 KNOTS SERVICE SPEED
CHAPTER 1
INTRODUCTION
1.1 BULK CARRIER
A bulk carrier is defined as a ship which is constructed with a single deck, topside tanks
and hopper side tanks in cargo spaces with machinery aft for carrying bulk dry cargo. She is
intended primarily to carry dry cargoes in bulk, and includes ore carriers and combination carriers
as special cases. Modern conventional bulk carriers have been built based on this definition.
The SOLAS definition is relatively limited and thus general cargo vessels, container ships
carrying bulk cargo, and double skinned bulk carriers are not included in definition. Thus, a bulk
carrier means a ship carrying dry bulk cargo such as ore, coal, and grain and having top side and
hopper side tanks.
1.2 TYPES OF BULK CARRIER

i. Cape size bulk carrier: They are ships over 80000 t deadweight carrying major bulk
commodities like iron ore, coal, etc. They are usually loaded using gravity overhead
chutes. Large hatches are needed. Hoppers holds, sloped topside wing tanks provide self-
trimming and ballast spaces. They may not have onboard cranes necessarily.
ii. Pana max bulk carriers: When cargo quantities and port facilities, do not permit use of
large bulk carriers, medium sized bulk carriers are used. Cargo carried include bauxite,
salt, sugar etc. Deadweight varies from 50000 t – 80000 t. They have a breadth restriction
of 32.2 m as it is intended to cross the Panama Canal. Cargo handling equipment are
provided if adequate shore facilities are not present.
iii. Handy max bulk carriers: These are ships with 35000 t – 50000 t deadweight. They
are intended to carry medium sized cargo. Cargo-handling equipment are fitted on
majority of these vessels.
iv. Handy size bulk carriers: They are ships with 10000 t – 35 000 t deadweight. They
are used to carry very small commodities in bulk.
Dept. of Naval Architecture and Ship Building Engineering, SNGCE Page 1

There is also some variation in bulk carriers such as:
i. Open hatch bulk carriers: They have box shaped mid ship section and have been
developed for carrying forest products. Onboard gantry cranes are equipped for efficient
cargo handling.
ii. 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.
iii. Self-unloading bulk carriers: They were intended for efficient unloading of cargoes
during short voyages to specific ports. They have a gravity fed conveyor belt. The bottom
of hold has hopper tank and is fitted with hydraulic operated gates.
1.3 BULK CARGOES
Bulk cargoes are also 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 steel related sector. Wheat coarse grains, soybeans, metal 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.
1.3.1 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 Fearn research, the research Department
of Norwegian Shipbroker 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 building is subsiding nowadays. There are several reasons for this
extra ordinary growth in bulks:
i. Soon after the Second World War, there was a very large one-way movement of bulk
cargoes such as ore, coal and grains.

ii. Application of bulk carrier to the so called “Neobulk Trades” (Steel, Timber,
Automobiles) was another reason for extraordinary growth.
iii. Application of bulk carriers to container trades.
1.4 UNIQUE FEATURES OF BULK CARRIERS
Some of the major features of bulk carriers are listed below:
i. Wedge shaped upper and lower wing tanks are present, giving the holds a hopper cross
section.
ii. Double bottom is fitted throughout the length of the vessel.
iii. Wing tanks are used for ballast. Upper wing tanks can be used to hold cargo as well as
ballast if needed.
iv. Slopping using tank facilities, makes loading and unloading facilities faster.
v. The presence of topside tanks reduces free surface effect due to cargo shifting.
vi. Corrugated bulkheads are used.
vii. Hatch openings have a breadth of approximately 0.4b – 0.65b
Usually bulk carriers 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.
The design of bulk carrier is determined by cargo types to be transported. Bulk carriers
carrying single commodities such as ores and coal, are operating two predefined ports based
on long term contract. The density of the cargo or the stowage factor, is very important in the
design of bulk carriers. Some of the major commodities transported through bulk carriers are
listed in table 1.1 with their corresponding stowage factors:

Commodity Stowage Factor (m3/t)
Iron ore 0.34 – 0.42
Copper cathode 0.34 – 0.42
Coal 1.20 – 1.32
Grain heavy 1.20 – 1.42
Bitumen 0.94 – 0.98
Bauxite 0.79 – 0.99
Phosphate / Rock 0.91 – 0.96
General 0.69 – 0.82
Table 1.1: Bulk cargoes and their stowage factor
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 the vessels transiting Panama Canal of St.
Lawrence Ways is limited by the requirements from the corresponding authorities controlling
the channels.
The possible dimension ratios of bulk carrier are:
L/B = 5.0 – 7.0
L/D = 11.0 – 12.0
B/D = 1.6 – 2.1
1.5 RULES AND REGULATIONS FOR BULK CARRIERS
Similar to other types of vessels, bulk carriers should also be classified 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 of Safety of Life at Sea 1974(SOLAS) 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.
1.6 SCOPE OF THE PROJECT
This project intends to make a preliminary design of bulk carrier of 45,000 t deadweight
running at a speed of 14 knots and its area of operation is from Mumbai port, India to Jebel Ali
port, UAE. The ship is intended to carry Copper cathode from Mumbai port and in return carry
Bitumen from Jebel Ali port. The project will cover the design of hull form of the vessel,
Resistance, powering and propeller design etc. Mass estimation is done by empirical formulae.
Design production drawings are not made. Only one round of the design spiral is traversed in the
course of the project.
1.7 LIMITATIONS
The project is a preliminary design only. Also many of the calculations are done using
empirical formulae and hence need not be accurate. For example, the mass estimation is done
using empirical formulae and hence its value and location of center of gravity may not be
accurate. Many other prerequisites like stability booklet, docking plan etc. will not be made. Only
preliminary dimension fixing, design of hull form, calculation of hydrostatic particulars,
resistance calculation, powering, and propeller design will be carried out.
1.8 DESIGN PROCEDURE
First of all, a preliminary investigation of the ship is carried out. The parent ship data is
analyzed and the various non-dimensional coefficients such as L/B, B/D, B/T etc. are determined.
Based on empirical formulae, L and CB are determined. For a range of length, the dimensions are
fixed and using suitable methods, the deadweight corresponding to each length in the range is

determined. By plotting a graph of length against deadweight, the length is determined

corresponding to the given dead weight and in turn the other parameters are also finalized. Then
preliminary checks on freeboard, stability and capacity are carried out. Once the main dimensions
are fixed the hull form is developed based on BSRA series.
Afterwards hydrostatic calculations are done. Resistance calculation, propeller design and
selection of main engines follow this. Thereafter general arrangement, capacity calculations, trim
and stability calculation and structural design calculations are carried out. A flow chart showing
the design procedure is shown in fig. 1.1
Flow Chart of Design
READ DEADWEIGHT, SPEED, RANGE
INPUT DIMENSIONAL RATIOS

FROM PARENT SHIPS
CALCULATE MAIN DIMENSIONS
ESTIMATE DISPLACEMENT
ESTIMATE LIGHTSHIP WEIGHT
DWT = DISPLACEMENT– LIGHTSHIP WEIGHT

DWT>=GIVEN
CALCULATE FREEBOARD
FBD GIVEN ≥
FBDREQUIRED
CALCULATE OF INITIAL STABILITY
IMO REQUIREMENTS
SATISFIED
ESTIMATE CAPACITY
STOWAGE FACTOR
WITHIN THE REQUIRED

PRELIMINARY GENERAL
ARRANGEMENT
RSISTANCE AND
POWERING
SELECTION OF MAIN AND

AUXILIARY ENGINES
CHECK ON FINAL
FREEBOARD
DETAILED CAPACITY CHECK
DETAILED TRIM AND STABILITY
STRUCTURAL DESIGN
MIDSHIP SECTION
Figure 1.1 Flow Chart of Design Procedure

CHAPTER 2
FIXING OF MAIN DIMENSIONS
2.1 PRELIMINARY INVESTIGATION

This is 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 appropriate deadweight corresponding to
each length. In short we plot a graph between the length and deadweight, and then calculate the
length for required deadweight. Corresponding to this value of length main particulars are
calculated and these values are iterated till satisfying all the preliminary condition.
2.1.1 MISSION ANALYSIS
Type of ship : Bulk carrier
Type of cargo : Copper cathode and Bitumen
Trade route : Mumbai port to Jebel Ali port
Classification Society : LR
Speed : 14 Knots
Radius of action : 1450 Nautical miles Shape of hull : B.S.R.A
Shape of stern : Transom stern
2.1.2 SELECTION OF TRADE ROUTE
Bitumen is one of the top most commodities imported by India. India’s bitumen
consumption hit a record high of 6.6mn t in 2018-19. In the year 2019 UAE exported million tons
of Bitumen worldwide.. By 2020 the Copper cathode requirement in UAE is about 10 million
metric tons. Given the condition of export and import, it is decided to carry Copper Cathode from
Mumbai Port of India to Jebel Ali of UAE. Where after unloading and proper cleaning of hold
low Bitumen is loaded and the vessel is headed towards Mumbai port. Hence, the vessel needs to

sail through the Arabian sea and the vessel is intended to Copper Cathode from Mumbai port to
Jebel Ali port. The main features of these ports are described below:
i. Mumbai Port
Mumbai Port Trust is a port which lies midway on the west coast of India, on the natural
deep water harbor of Mumbai in Maharashtra. Spread over 400 sq.km is protected by
mainland of Konkan to its east and north and by the island city of Mumbai to its west.
Acceptable maximum deadweight: 70000 t Available Berths: 63
ii. Jebel Ali Port
The Port of Jebel Ali, also known as Mina Jebel Ali, UAE, is the world’s ninth busiest and
the largest man-made harbour, and the biggest and by far the busiest port in the Middle east.
Available Berths: 67
The route map is shown in fig. 2.1
Figure 2.1: Route Map

2.1.3 CARGO DESCRIPTION
A brief description of the cargoes carried by the vessel are provided here:
i. Copper Cathode
Copper Cathode is the primary raw material input for the production of copper rod for the
wire and cable industry. These are usually used as a raw materials feed for high purity copper
and copper alloy product.. Stowage factor of Copper cathode 0.34.
ii. Asphalt
Bitumen is a black viscous mixture of hydrocarbons obtained naturally or as a residue

from petroleum distillation. It is used for road surfacing and roofing. Stowage factor of
Bitumen (Asphalt) varies from 0.94 to 0.98.
2.1.4 RADIUS OF ACTION
The distance between Mumbai port and Port of Jebel Ali is given as 1450 nautical miles.
An allowance is taken considering the effect of bad weather.
2.1.5 RELAVANT RULES AND REGULATIONS
IACS (International Association of Classification Societies) launched the following rules

to enhance bulk carrier safety:
i. Reinforcement of corrugated transverse bulkhead between No 1 and No 2 holds, and

double bottom of hold No 1.
ii. Installation of bulwarks, breakwaters, if a bulk carrier is not fitted with a forecastle, to
provide more protection for forward hatches and fore deck fitting.
iii. Requirements to improve integrity of foredeck fittings to resist Green water loading.
iv. Strengthening of hatch covers in the forward 0.25L
v. Strengthening of side hold frames.
2.2 PARENT SHIP DATA COLLECTION

For determining various dimensional ratios, parent ship data is collected from DNV GL
vessel register by the similarity in deadweight. The collected data is listed in table 2.1.
Sl. Max.
No. Vessel Speed DWT LBP B (m) D (m) T (m) T/D L/B B/D B/T
(KN) (t) (m)
1 MONTEREY 16.5 36892 178 27.8 15.6 10.9 0.699 6.403 1.782 2.55
BAY
2 FEDERAL 16.7 37144 176.7 30 14.7 10.6 0.721 5.89 2.041 2.83
YAMASKA
3 BERGE PHAN 17.1 37739 173 29.8 15 10.5 0.7 5.805 1.987 2.838
XI PANG
4 GDYNIA 17.5 37930 183 28.5 15.1 10.4 0.689 6.421 1.887 2.74
5 KITE BAY 16.6 38330 176.9 32 15 10.5 0.7 5.528 2.133 3.048
6 CS CELESTE 15 38737 176.8 30 14.8 10.6 0.716 5.893 2.027 2.83
7 KUJAWY 17.1 38890 183.7 28.5 15.1 10.6 0.702 6.446 1.887 2.689
8 ESSAYRA 15.1 39202 176.6 30 15 10.5 0.7 5.887 2 2.857
9 NINGHAI 16.7 40064 176.9 31.9 15 10.7 0.713 5.545 2.127 2.981
10 STARNES 13.4 40742 186.5 29 16 10.8 0.675 6.431 1.813 2.685
11 NOTOS 15.9 43477 186.6 30 15 10.7 0.713 6.22 2 2.804

VENTURE
12 PLANA 14.6 45502 186 31.8 15.9 10.8 0.679 5.849 2 2.944
13 BUZLUDJA 15.4 45516 186.5 31.8 15.9 10.8 0.679 5.865 2 2.944
14 JAHAN 15.5 47639 181.6 30.5 16.5 11.8 0.715 5.954 1.848 2.585
SISTERS
15 CLIPPER 16 52483 189.9 32.3 17 12 0.706 5.879 1.9 2.692
ENDEAVOUR
Table 2.1: Parent Ship Data Collection
2.2.1 GRAPHS OF MAIN DIMENSIONAL RATIOS
The main dimensional ratios of new vessel were calculated by using the details of parent vessels.
Graphs were plotted with main dimensional ratios against deadweight.

x : DWt (t)
y : Lbp (m)
Figure 2.2: LBP Vs DWt Graph
L/B vs DWt
6.6 x : DWt (t)
6.4 y : L/B
y = 3E-06x + 5.8684
6.2
6 L/B
Linear (L/B)
5.8
5.6
5.4
35000 37000 39000 41000 43000 45000 47000 49000 51000 53000 55000
Figure 2.3: L/ B Vs DWt Graph

x : DWt (t)
y : B/D
Figure 2.4: B/D Vs DWt Graph
x : DWt (t)
y : B/T
Figure 2.5: B/T Vs DWt Graph
The following results were obtained by using trendline and corresponding to the deadweigtht
L/B= 5.96
B/D=1.94
B/T=2.78
LBP = 184.22 m

Therefore, a range of LBP as follows was selected LBP range: 170 m to 190 m
The deadweight and light ship weight corresponding to those LBPs were calculated using
empirical formulae. A graph between LBP and DWT was plotted. Then the LBP corresponding to
the required deadweight was identified from the graph. The empirical calculations mentioned
above were repeated for this LBP. The deadweight obtained and required deadweight were
compared.
Deadweight obtained = 45056.82 t
Deadweight required = 45000 t
Hence the LBP is fixed as 184 m.
Iteration done for finding the preliminary main dimensions are shown in table 2.2

Sl No.:Lbp (m) B (m) D ( m) T (m) Cb Fn Δ (t) E Cb' Δs7 Δs (t) Mou (t) Δou (t) PD (kW) PB (kW) Δep (t) LWt (t) LWt(act) DWt (t)
1 170 28.52 14.63 10.23 0.84 0.18 42783.01 7474.1 0.85 5653.79 6072.29 0.22 1081.2 5649.26 5823.98 594.05 7747.54 7902.49 34880.53
2 171 28.69 14.72 10.29 0.84 0.18 43566.66 7559.34 0.85 5741.66 6167.91 0.22 1091.01 5707.7 5884.23 600.19 7859.11 8016.29 35550.37
3 172 28.86 14.81 10.35 0.84 0.18 44359.88 7645.08 0.85 5830.41 6264.49 0.22 1100.83 5766.4 5944.74 606.36 7971.68 8131.12 36228.76
4 173 29.02 14.89 10.41 0.84 0.17 45162.73 7731.32 0.85 5920.04 6362.04 0.22 1110.66 5825.34 6005.51 612.56 8085.26 8246.97 36915.76
5 174 29.19 14.98 10.47 0.84 0.17 45975.27 7818.06 0.85 6010.55 6460.58 0.22 1120.49 5884.54 6066.53 618.79 8199.85 8363.84 37611.43
6 175 29.36 15.07 10.53 0.84 0.17 46797.56 7905.3 0.85 6101.95 6560.09 0.22 1130.32 5943.98 6127.82 625.04 8315.44 8481.75 38315.81
7 176 29.53 15.15 10.59 0.84 0.17 47629.67 7993.03 0.85 6194.24 6660.58 0.22 1140.16 6003.68 6189.36 631.31 8432.06 8600.7 39028.97
8 177 29.69 15.24 10.65 0.84 0.17 48471.64 8081.27 0.85 6287.42 6762.07 0.22 1150 6063.63 6251.16 637.62 8549.68 8720.68 39750.96
9 178 29.86 15.32 10.71 0.84 0.17 49323.54 8170.01 0.85 6381.5 6864.55 0.22 1159.84 6123.82 6313.22 643.95 8668.34 8841.7 40481.84
10 179 30.03 15.41 10.77 0.84 0.17 50185.43 8259.25 0.85 6476.48 6968.03 0.22 1169.68 6184.27 6375.54 650.3 8788.01 8963.77 41221.66
11 180 30.2 15.5 10.83 0.84 0.17 51057.36 8348.99 0.85 6572.37 7072.5 0.22 1179.52 6244.97 6438.11 656.69 8908.72 9086.89 41970.47
12 181 30.37 15.58 10.9 0.84 0.17 51939.4 8439.23 0.85 6669.17 7177.99 0.22 1189.37 6305.91 6500.94 663.1 9030.45 9211.06 42728.34
13 182 30.53 15.67 10.96 0.84 0.17 52831.61 8529.97 0.85 6766.88 7284.48 0.22 1199.21 6367.1 6564.02 669.53 9153.22 9336.29 43495.32
14 183 30.7 15.75 11.02 0.84 0.17 53734.04 8621.21 0.85 6865.5 7391.99 0.22 1209.06 6428.54 6627.36 675.99 9277.04 9462.58 44271.46
15 184 30.87 15.84 11.08 0.84 0.17 54646.75 8712.94 0.85 6965.05 7500.51 0.21 1218.9 6490.23 6690.96 682.48 9401.89 9589.93 45056.82
16 185 31.04 15.93 11.14 0.84 0.17 55569.8 8805.18 0.85 7065.52 7610.06 0.21 1228.74 6552.16 6754.81 688.99 9527.79 9718.35 45851.46
17 186 31.2 16.01 11.2 0.84 0.17 56503.26 8897.92 0.85 7166.92 7720.63 0.21 1238.58 6614.34 6818.91 695.53 9654.74 9847.83 46655.42
18 187 31.37 16.1 11.26 0.84 0.17 57447.18 8991.16 0.85 7269.24 7832.24 0.21 1248.41 6676.77 6883.27 702.09 9782.74 9978.4 47468.78
Dept. of Naval Architecture and Ship Building Engineering, SNGCE

19 188 31.54 16.18 11.32 0.84 0.17 58401.61 9084.9 0.86 7372.51 7944.88 0.21 1258.24 6739.44 6947.88 708.68 9911.8 10110.04 48291.57
20 189 31.71 16.27 11.38 0.84 0.17 59366.63 9179.14 0.86 7476.71 8058.56 0.21 1268.07 6802.36 7012.74 715.3 10041.92 10242.76 49123.87
21 190 31.88 16.36 11.44 0.84 0.17 60342.28 9273.87 0.86 7581.85 8173.28 0.21 1277.89 6865.52 7077.86 721.94 10173.1 10376.56 49965.72
Table 2.2: Iterations
Page 16
2.3 PRELIMINARY CHECKS
There are four preliminary checks that need to be satisfied before fixing the main
dimensions. They are listed below:
i. Freeboard check
ii. Preliminary Stability Check
iii. Preliminary Resistance and Powering
iv. Capacity check
2.4 FREEBOARD CHECK
For the purposes of the freeboard calculation, ships should be divided into Type A and Type B as
mentioned in the next paragraphs.
i. Type A Ships
Type A ship is one which is designed to carry only liquid cargoes in bulk and has a high
integrity of the exposed deck with only small access openings. Example: Tanker, LNG carrier,
etc.
ii. Type B Ships
Type B ships are all ships which do not come within the provisions regarding Type A ships.
Example: Bulk Carrier, Container, etc.
2.4.1 CALCULATION OF TABULAR FREEBOARD
The minimum required freeboards of Type A and Type B ships are calculated as given
below:
i. Type A Ships
Type A ship should be assigned a freeboard not less than the tabular freeboard for Type A.
Freeboards at intermediate lengths of ships should be obtained by linear interpolation.

ii. Type B Ships
Type B ships which have hatchways fitted with hatch covers complying with the requirements
should be assigned freeboards not less than the tabular freeboards for Type B, increased by
additional values given in the regulation.
Bulk carrier is a Type B vessel and the tabular freeboard corresponding to our vessel length is
2988 mm.
Tabular freeboard,
Ft = 2988 mm = 2.988m
A flowchart showing the classification of ships is given in fig 2.6

CLASSIFICATION OF
SHIPTYPES
`
TYPE A SHIPS TYPE B SHIPS
B B-60 B-100
TABULAR FREEBOARDS
TABULAR FREEBOARD AND

INCREASE IN THE FREEBOARD
CORRECTION TO FREEBOARD FOR

SMALL SHIPS
ADDITION FOR BLOCK

COEFFICIENT
CORRECTION FOR
DEPTH
CORRECTION FOR
POSITION OF DECK LINE
DEDUCTION FOR
SUPERSTRUCTURES AND TRUNKS
CORRECTION FOR SHEER
ADDITION FOR MINIMUM BOW HEIGHT
ADDDITION FOR RESERVE

BUOYANCY
CALCULATION OF MINIMUM
FREEBOARDS
Figure 2.6: Classification of Ships Flow Chart

2.4.2 CORRECTIONS FOR FREEBOARD
The following corrections have to be considered while calculating the minimum required
freeboard.
i. Addition for block coefficient
That is, if the block coefficient of ship exceeds 0.68, correction for CB in mm should be
added to the tabular freeboard.
CCB = 0 mm when CBf < 0.68
CCB = Ft * {( CCB + 0.68)/1.36 – 1} mm when 0.68 ≥ CBf
Where,
CBf = ∇f / (Lf * B *Tf)
CBf = 65939.37 / (184*30.9*13.43)
CBf = 0.8635
Tf - the draft at 85% of the molded depth at freeboard deck
∇f - the displacement volume at Tf
Therefore,
CCB = 2988*{(0.8635 + 0.68)/1.36-1}
CCB = 403.3 mm
ii. Correction for depth
If the freeboard depth exceeds Lf/15, the freeboard shall be increased by the value CD in
mm in as the following equation.
CD = (Df – Lf/15) * R mm

Here,
Lf/15 = 184/15
Lf/15 = 12.26 mm
Df = T + Ft + CCB
Cf = 11.1 + 2988 + 403.3
Df = 14.491 m
Df < Lf/15
Therefore,
CD = 0.556 m
iii. Correction for deck line
If the actual depth to the upper edge of deck line is greater or less than the freeboard depth,
the difference between the depths shall be added to or deducted from the freeboard. Since most of
the shipyards do not consider this correction these days, its value is taken as zero.
iv. Correction for sheer
Sheer is measured from the deck at side to a line of reference drawn parallel to the keel
through the sheer line amidships. If the actual sheer is less than the standard sheer, an addition to
the freeboard is made, and if not, a deduction is made. In general, recent ships do not have sheer
on the upper deck if they have superstructures in order to build them easily.
Now, the maximum summer draft can be calculated by subtracting the minimum freeboard
in summer from the actual depth.
Available freeboard is 4.7 m and required freeboard is 4.28 m. Hence, freeboard check is
satisfied.

2.5 PRELIMINARY STABILITY CHECK
The stability check is done with the Prohaska’s curves. It is useful for finding the stability
of conventional hull forms.
h * is a non-dimensional parameter referred to as residuary stability coefficient.
GZ = h *BM + GMSinϴ
GM = KB + BM – KG
From Euler’s equation,
Water plane area coefficient,
CW = 0.76 * CB + 0.273
CW = 0.76 * 0.84+ 0.273
CW = 0.9129
Mid ship area coefficient,
CM = 0.9 + 0.1 CB
CM = 0.9 + 0.1 * 0.84
CM = 0.99
Prismatic coefficient,
CP = CB / CM
CP = 0.84 / 0.99
CP = 0.848
KB1 = CW * T/ (CW+CB)
KB1= 0.912 * 11.1 /(0.912+ 0.84)
KB1= 5.77 m

KB2 = T (5/6 – CB/3CW)
KB2= 11.1*(5/6 – 0.84/(3*0.912))
KB2= 5.842 m
Mean KB = (KB1 + KB2) / 2
Mean KB =5.772 m
Metacentric radius,
BM = IT / 
CI = IT / LB^3
IT = CI * LB^3
CI = 0.1216 Cw - 0.041
CI = 0.841
The preliminary stability curve of the vessel is obtained as follows:
GZ curve
2
x : heel angle
y : GZ in m
1.5
1
GZ curve
0.5
0
0 20 40 60 80 100
-0.5
Figure 2.7: GZ Curve

All of the IMO stability Criteria A749 code of intact stability is found to be satisfied, shown in
table 2.4
IMO Criteria Available
Max GZ should occur at angle exceeding 30degree 41 degree
Initial GM should not be less than 0.15 m 2.8 m
Area under GZ curve not less than 0.055 at 30 degree 0.48 m-rad
Area under GZ curve not less than 0.09 at 40 degree 0.73 m-rad
Area under GZ curve not less than 0.03 between 30 to 40

0.25 m-rad
degree
Table 2.3: IMO Stability Criteria
2.6 CHECK FOR CAPACITY
For preliminary capacity calculations, volume of the hold is determined first.
Volume of hold = (VDD+ VSH+ VCA+ VHT + VHS) - (VFP + VAP+ VPR +VDB + VWT+ VER)
Where,
VDD = Volume Under Deck
VCA = Volume of Camber
VAP = Volume of Aft Peak
VFP = Volume of Forward Peak
VER = Volume of Engine Room
VDB = Volume of Double Bottom
VPR = Volume of Pump Room

All these volumes are calculated by various empirical formulae.
i. Volume up to main deck
VDD = L*B*T*CB*(D/T)^(CW/CB)
Where,
L = 184 m
B = 31.9 m
T = 11.1 m
D = 15.8 m
CB= 0.84
CW=0.91
Hence,
VDD = 78304.2252 m3
ii. Volume of camber
VCA = (2/3)*(L - LAP - LER - LFP - LCOF)*(B/50)*B*CW
Where,
• L = 184 m
• LAP= 9.2 m
LAP = 0.05 *LBP
LAP = 0.05*184
• LER = 27.6 m
LER = 0.15*LBP

LER = 0.15*184
• LFP = 12.88 m
LFP = 0.07*LBP
LFP = 0.07*184
Hence,
VCA = (2/3)*(184 – 9.2 – 27.6 – 12.88 – 3.312)*(31.9/50)*31.9*0.91
VCA = 1522.6 m3
iii. Volume of Aft Peak Tank {Entwerfen Von Schiffen}
VAP = kAP*(LAP/LBP)2*L*B*D*CBD
Where,
• kAP = 1.99
kAP = 2.16*(2 - k)
k = 3.33*(LCB/LBP) - 0.667
LCB = 0.523 * LBP For CB > 0.72
LCB = 0.523*148
LCB = 96.232 m
Therfore,
K = 3.33* (96.232/184) – 0.667
K = 1.074
• CBD = 0.858
CBD = CB + [(0.25/T)*(D - T)*(1 - CB)]
CBD = CB + [(0.25/11.1)*(15.8-11.1)*(1-0.84)]
VAP = 385.49 m3

iv. Volume of Fore Peak Tank { Entwerfen Von Schiffen }
VFP = KFP*(LFP/LBP)2*L*B*D*CBD
where,
• KFP = 1.7*k*b
b = 1.4 (with bulbous bow)
KFP = 2.557
LFP = 2.557*(12.88/184)^2 * 184 * 30.9*15.8*0.858
LFP = 966.726 m3
v. Volume of Engine Room {Entwerfen Von Schiffen}
VER = (1/2)*B*D*LER*k*(KERaft + KERfore)
Where,
• K = 1.07
• XERaft = 0.05*LBP
XERaft = 0.05*184
XERaft = 9.2 m
• XERfore = (0.05+0.02)*LBP
XERfore = (0.05+0.02)*184
XERfore = 31.28 m
• KERaft = 5.4*( XERaft / LBP)+0.11
KERaft = 5.4*(92/184) + 0.11
KERaft = 0.38
• KERfore = 5.4*( XERfore/LBP)+0.11
KERfore = 5.4*(31.28/184)+0.11
KERfore = 1.028
Hence,
VER = (1/2)*30.9*15.8*27.6*1.075*(1.028 + 0.38)

VER = 10193.8937 m3
v. Volume of double bottom
VDB = LDB * DDB * WDB
Where,
• LDB = 134.41 m
LDB = L − (LFP + LER + LAP + LPR)
LDB = 184 - (12.88+9.2+27.6+2.907)
• DDB = 2 m
• WDB = 26.9
WDB = B – (2*width of wing tank)
WDB = 31.9 – 2*2.5)
VDB = 134.41*2*26.9
VDB = 7070 m3
vi. Volume of wing tank
VWT = 2 * (LWT * WWT * DWT)
Where,
• LWT = 131.376 m
LWT = 0.714*LBP
LWT = 0.714*184
• WWT = 2.5 m
• DWT = 13.8 m
DWT = D − DDB
VWT = 2 * (131.376 * 2.5 * 13.8)
VWT = 7251.9552 m3
vii. Volume of pump room
VPR = 0.9 * LPR * D *B

Where,
• LPR = 2.907 m
LPR = 0.0158 * LBP
VPR = 0.9 * 2.907 * 15.8 * 31.9
VPR = 1277.417 m3
viii. Volume of ballast tank
As per MARPOL 73/78
Tmin = 2 + (0.02 * LBP)
Tmin = 2 + (0.02 * 184)
Tmin = 5.68 m
• For propeller full immersion
Ta = 0.7 * T
Ta = 0.7 * 11.1
Ta = 7.77 m
• Maximum trim by stern,
Tm = 0.015 * LBP
Tm = 0.015 * 184
Tm = 2.76 m
• Draft forward,
Tf = Ta − Tm
Tf = 7.77 − 2.76
Tf = 5.01m
Tmean = (Ta + Tf)/2
Tmean = (7.77 + 5.01)/2
Tmean = 6.39 m

• Ballast displacement,
ΔBallast = (Tmean / T) / (CW/CB)* Δ
ΔBallast = (6.39/11.1)*(0.91/0.84)*54646.75
ΔBallast = 30029.11 t
Required volumeballast = ∆Ballast − ∆lightship
Required volumeballast = 30029.11-9589.927
Required volumeballast = 20439.1832 m3
Required volumeballast = VFP + VAP + VPR+ VDB + VWT + VER
Available Volumeballast = 966.72 + 385.49 + 1277.417 + 7070.008 + 7251.95 + 10193.89
Available Volume Ballast = 27145.493 m3
Available Volume Ballast > Required Volume Ballast
ix. Volume of stores
• Range = 1450 Nautical Miles
• Speed, V =14 knots
• Hours of travel = 96
• Hours in Port = 48
• Compliment =25
a) Volume of Heavy Fuel Oil
VHFO = MHFO/ρHFO
Mass of Heavy Fuel Oil,
MHFO = (SFCHFO*PB*Hours of Travel)/1000 + 20%
SFCHFO = 198 g/kWhr
Brake power,
PB = 1.02* PD
PD = 8688.98 kW

PB = 1.02 * 8688.98
PB = 8957.71 kW
MHFO = (0.198*8957.71*96)/1000 + 20%
MHFO = 204.32 t
Density of HFO = 0.95 tones/ m3
VHFO = 204.32/0.95
VHFO = 215.7 m3
Volume of Diesel Oil,
VDO = MDO/ρDO
Mass of Diesel Oil
MDO = (SFCDO*PB*(Hours of Travel + Hours in port)/1000
Power of auxiliary machinery,
Paux = {(1554) + (38.4 * X1) − (0.269 * X2) + (0.046 * X12) + (16.21 * X22) − (2.31 *X1 * X2)} * 0.76
X1 = 0.001 * DWt
X1 = 0.001 * 45056.82
X1 = 45.05 t
X2 = 0.001 * PB
X2 = 0.001 * 8957.71
X2 = 8.95 kW
Paux = {(1554) + (38.4 * 45.05) − (0.269 * 8.95) + (0.046 * 45.05) + (16.21 * 8.95)
− (2.31 * 45.05 * 8.95)} * 0.76
Paux = 2845.081 kW
MDO = (0.2*2845.08*(96 + 48)/1000
MDO = 81.93 t
Density of DO = 0.835 tones/ m3
VDO = 81.93/0.835

VDO = 98.12 m3
Volume of Lube Oil
VLO = MLO/ρLO
MLO = 0.03 * (MHFO + MDO)
MLO = 0.03 * (204.32 + 81.938)
MLO = 8.58 t
Density of LO = 0.9 tones/ m3
VLO = 8.58/1.9
VLO = 9.542 m3
Volume of Fresh Water
Rate of Consumption of Fresh Water = 0.17t/person/day
Vfw = (Rate of consumption * No. Of compliments* hours of travel)/24
Vfw = (0.17*31*96)/24
Vfw = 21.08 m3
Volume of Washing Water
Rate of Consumption of Fresh Water = 120 liter/officer/day +60 liter/crew/day
VWW = {(Rate of consumption * No. of Officials * Hours of travel) +
(rate of consumption * No. Of crew * Hours of travel)}/24
VWW = {(120*9*96)+(60*22*96)}/24
VWW = 9600 m3
MWW =9.6 t
Volume of Provision, crew and effects
Assuming 150kg for officers and 120kg for crew,
Mass of Provision,
MPRO = (weight of officers + weight of crew) * Rate of Provisions / 1000
MPRO = (150 + 120) * 103 * 5.2

MPRO = 1.404 t
Mass of Crew and effects = 5.1 t
Total mass of stores = MHFO + MDO + MLO + MFW + MWW + MPRO + MCR
Total mass of Stores = 204.321 + 81.938 + 8.58 + 21.08 + 9.6 + 1.404 + 5.1
Total mass of stores = 332.03 t
Total Volume of Hold
= (VDO + VSH + VCA + VHT + VHS) − (VFP + VAP + VPR + VDB + VWT + VER)
Total Volume of hold
= (78304.2252 + 0 + 1522.601 + 0 + 0) − (966.72 + 385.49 + 1277.417
+ 7070.0086 + 7251.95 + 10193.89)
Total Volume of Hold = 52681.33 cubic meter
Total mass of Cargo = DWt – Total mass of Stores
Total mass of cargo = 45056 – 332.031
Mass of Cargo = 44724.789 t
Stowage factor = Available cargo hold volume / mass of cargo
Stowage factor = 52681.33 / 44724.78
Stowage Factor = 1.17 m3/ tones
We are designing the vessel for Bitumen, since Bitumen requires more space. So, the stowage
factor obtained is within the range of Bitumen.
Thus the capacity check is done.
Stowage factor of Copper cathode = 0.34 m3/tones
Stowage factor of Bitumen = 0.98 cubic meter/tones

VolumeCu cathode= Stowage factorCu cathode* Total mass of cargo
VolumeCu cathode = 0.34 * 44724.78
VolumeCu cathode = 15208.428 m3
VolumeBitumen = Stowage FactorBitumen* Total mass of cargo
VolumeBitumen= 0.98 * 44724.789
VolumeBitumen= 43830.294 m3
Total volume of Hold > VolumeCu Cathode
Total volume of Hold > VolumeBitumen
Therefore, volume check is completed.

CHAPTER 3
HULL GEOMETRY
3.1 FAIRED OFFSET AND LINES PLAN
The final lines design is based on the charts developed from the 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 block
coefficient (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 designing a transom
stern.
3.1.1 DEVELOPMENT OF FINAL LINES
In the lines design there are three set of drawings. They are:
i. Body Plan
ii. Half Breadth Plan
iii. Profile
The lines plan is developed from 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 waterlines, each of which is expressed as a percentage
of draft. The half breadth values are given for stations 0 to 20.
BSRA methodical series data is chosen for the following reasons:
i. 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.
ii. Standard lines plan is tank tested and their resistance and their sea keeping qualities are
known.
iii. Standard lines plan is suitable for conventional vessels like Bulk Carriers.

3.1.2 MODIFICATION OF THE STANDARD LINES
The BSRA lines are for a ship with cruiser stern but transom stern is proposed for the
present design because:
i. Construction becomes simpler
ii. Increased deck area is available aft
iii. More nearly axial flow to the propeller
iv. Supports weight placed for aft without producing excessive trim by stern.
v.
3.1.3 PARALLEL MIDDLE BODY AND HALF ANGLE OF ENTRANCE
From the BSRA series graph, we get,
Length of parallel middle body (PMB) = 40.1% of LBP
Length of fore portion of PMB = 27.5 % of LBP
Length of aft portion of PMB = 13.5 % of LBP
3.1.4 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 waterlines from the
BSRA Graph, for stations 0 to 10. The BSRA waterlines 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, 9.5, 10. The 0 and 0.25 stations give the offset for a cruiser stern. But
since we have adopted a transom stern, the values of the offsets at these respective stations have to
be changed. 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.
Faired offset table, table 3.2, of the vessel with stem and stern profiles are given in table 3.1

Waterline Stem Stern

(From FP ) (From AP)
0 -3.77 5.83
0.5 1.12 3.36
1 1.86 3.2
1.5 2.08 3.28
2 1.98 3.32
3 1.26 2.98
4 0.39 1.72
5 0.03 0.97
LWL 0 -4.72
6 0.06 -6.6
7 0.55 -6.6
MDK 1.27 -6.6
Table 3.1: Stem and Stern Profile

STN
/ 0 0.5 1 1.5 2 3 4 5 LWL 6 7 MDK
WL
0 2.73 4.96 6.64 9.89 12.99
0.5 0 0.5 0.67 0.72 0.91 1.55 3.29 5.52 7.28 8.73 11.39 13.44
1 0.16 1.27 1.82 2.29 2.72 4.14 5.92 7.59 9.35 10.45 12.41 13.92
1.5 0.63 2.62 3.51 4.27 5.02 6.56 8.16 9.99 11.23 12.17 13.42 14.37
2 1.19 4.2 5.39 6.41 7.32 9.04 10.66 12.02 12.78 13.35 14.29 14.74
3 3.3 7.76 9.21 10.34 11.31 12.68 13.59 14.22 14.52 14.73 15.11 15.43
4 6.66 11 12.33 13.21 13.86 14.64 15.03 15.25 15.33 15.36 15.42 15.43
5 9.89 13.22 14.22 14.75 15.07 15.36 15.45 15.45 15.45 15.45 15.45 15.45
6 12.02 14.53 15.12 15.38 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45
7 13.02 15.08 15.43 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45
8 13.17 15.16 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45
10 13.17 15.16 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45
12 13.17 15.16 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45
13 13.17 15.16 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45
14 13.17 15.16 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45
15 13.17 15.16 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45
16 13.1 15.11 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45 15.45
17 11.32 14 14.7 15 15.13 15.2 15.25 15.33 15.37 15.45 15.45 15.45
18 7.73 11.27 12.31 12.9 13.23 13.4 13.46 13.76 14.05 14.35 15.11 15.45
18.5 5.07 9.04 10.15 10.66 10.94 11.03 11.02 11.64 12.19 12.71 14.03 15.27
19 2.36 6.32 7.49 8.11 8.37 8.25 8.14 8.78 9.39 9.95 11.41 12.89
19.5 0.49 3.13 4.4 4.98 5.32 5.12 4.57 4.85 5.3 5.75 7.02 8.44
20 0 1.25 2.17 2.66 2.73 1.81 0.76 0.05 0 0.15 0.92 2.07
Table 3.2: Faired Offset

The lines plan id developed using this offset, [Appendix A]
3.2 SECTIONAL AREA CURVE

A fundamental drawing in the design of a ship particularly relative to resistance is the
sectional area curve(SAC), for a ship with certain parallel middle body. The SAC represents the
longitudinal distribution of cross sectional area below the LWL. The ordinates of SAC are plotted
in distance squared units. In as much as the horizontal scale or abscissa of figure represents
longitudinal distances along the ship, it is clear that the area under the curve represents the volume
of water displaced by the vessel up to the LWL, or the volume of displacement. Alternatively, the
ordinate and the abscissa of the curve may be made non dimensional by dividing by the mid ship
area and length of the ship, respectively. In either case, the shape of the SAC determines the

relative “fullness” of the ship. The presence of parallel middle body is manifested by that portion
of the SAC parallel to the base line of the curve. The shoulder is defined as the region of generally
greater curvature (smaller radius of curvature) where the middle portion of the curve joints the
inward sloping portion at the bow or the stern. The centroid of the vessels SAC is at the same
longitudinal location as the center of buoyancy LCB and the ratio of area under the SAC to the
area of circumscribing rectangle is equal to the prismatic coefficient, CP. It also shows the
customary division of underwater body into fore body and after body forward of and abaft
amidships respectively. Entrance and run which represents the end of the vessel forward of and
abaft the parallel middle body are also shown.
The summary of the sectional areas and section moments is represented in table 3.3

i. Summary of Sectional Area.
Sectional Area
STN/WL 0 2 4 LWL 6 7 MDK
0 0 0 0 10.59 21.02 54.16 95.26
0.5 0 4.66 18.72 50.18 64.62 105.13 149.84
1 0 13.77 47.34 3.7 111.55 157.42 204.83
1.5 0 26.78 79.35 138.86 159.96 211.37 261.39
2 0 41.23 113.46 186.14 209.67 265.13 317.46
3 0 70.851 171.72 259.03 285.36 345.07 400.04
4 0 95.20 211.8 306.02 333.64 395.17 450.77
5 0 110.48 233.09 328.91 356.72 418.52 474.14
6 0 118.48 242.08 337.87 365.68 427.47 483.1
7 0 121.18 244.78 340.57 386.38 430.18 485.8
8 0 121.43 245.04 340.82 368.63 430.43 486.05
9 0 121.43 245.04 340.82 368.63 430.43 486.05
10 0 121.43 245.04 340.82 368.63 430.43 486.05
11 0 121.43 245.04 340.82 368.63 430.43 486.05
12 0 121.43 245.04 340.82 368.63 430.43 486.05
13 0 121.43 245.04 340.82 368.63 430.43 486.05
14 0 121.43 245.04 340.82 368.63 430.43 486.05
15 0 121.43 245.04 340.82 368.63 430.43 486.05
16 0 121.26 244.86 340.65 368.46 430.26 485.88
17 0 114.82 236.41 331.35 359.06 420.8 476.48
18 0 95.25 202.32 287.21 312.76 371.68 426.84
18.5 0 77.17 165.23 236.52 258.93 312.36 365.11
19 0 56.10 122.1 175.67 193.03 235.67 279.42
19.5 0 31.36 71.79 101.49 111.42 136.83 164.59
20 0 15.1 29.54 30.96 31.07 33.05 38.23
Table 3.3: Summary of Sectional area (m2)

ii. Summary of Section Moment
Moment
STN/W 0 2 4 LWL 6 7 MDK
L
0 0 0 0 110.7 231.36 664.33 1278.49
0.5 0 11.31 101.84 408.58 575.44 1103.93 1771.1
1 0 33.65 243.87 27.36 898.33 1495.86 2203.17
1.5 0 63.72 387.49 960.64 1204.56 1831.44 2619.44
2 0 96.12 538.51 1235.84 1507.85 2229.45 3009.42
3 0 157.85 769.17 1604.4 1908.53 2685.02 3504.28
4 0 204.59 907.16 1807.39 2126.29 2926.26 3754.97
5 0 231.14 967.56 1882.72 2203.87 3007.12 3835.84
6 0 242.88 984.55 1899.55 2220.46 3023.98 3852.76
7 0 245.99 987.69 1902.43 2332.19 3026.74 3855.8
8 0 246.26 987.77 1902.47 2223.59 3027.23 3855.85
9 0 246.26 987.77 1902.47 2223.59 3027.23 3855.85
10 0 246.26 987.77 1902.47 2223.59 3027.23 3855.858
11 0 246.26 987.77 1902.47 2223.59 3027.23 3855.85
12 0 246.26 987.77 1902.47 2223.59 3027.23 3855.85
13 0 246.26 987.77 1902.47 2223.59 3027.23 3855.85
14 0 246.26 987.77 1902.47 2223.59 3027.23 3855.85
15 0 246.26 987.77 1902.47 2223.59 3027.23 3855.85
16 0 246.04 987.55 1902.56 2223.69 3026.94 4546.46
17 0 236.76 966.48 1873.43 2193.88 2996.1 3825.66
18 0 201.18 843.88 1655.51 1950.73 2717.01 3539.41
18.5 0 165.45 693.66 1376.36 1635.45 2330.89 3117.31
19 0 123.82 518.81 1032.46 1233.32 1788.04 2440.88
19.5 0 74.13 314.15 599 713.77 1044.83 1459.54
20 0 37.62 118.6 130.87 151 208.57 291.33
Table 3.4: Summary of Section Moment (m3)

3.3 BONJEAN AND HYDROSTATIC CURVES
The basic characteristics of the ship hull are required throughout her life, especially its
behavior in the dynamic conditions. These characteristics are obtained from the bonjean and
hydrostatic properties of the vessels. These properties are calculated separately.
3.3.1 BONJEAN CURVES
The bonjean curves are the curves of immersed cross sectional areas plotted against draft
for each transverse section. They are drawn on 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 waterline with the middle line of the section to
the bonjean curve for that section. Having the areas for all the section, 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:
i. Hydrostatic calculations
ii. Floodable length calculations
iii. Launching calculations
iv. Longitudinal strength calculations
3.3.2 HYDROSTATIC CURVES
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 or manually. The hydrostatic curves
consist of a set of 15 curves, which represent various ship parameters. They are as given below:
i. Longitudinal center of floatation (LCF)
ii. Transverse moment of inertia (IT)
iii. Longitudinal moment of inertia (IL)
iv. Volume of displacement ()

v. Mass displacement (Δ)
vi. Longitudinal center of buoyancy (LCB)
vii. Vertical center of buoyancy(KB)
viii. Longitudinal metacentric radius (BML)
ix. Transverse Height of metacenter(KMT)
x. Tones per centimeter immersion (TPC)
xi. Moment to change trim by 1 cm (MCT1cm)
xii. Block coefficient (CB)
xiii. Prismatic coefficient (CP)
xiv. Water plane Area coefficient (CW)
xv. Mid ship Area coefficient (CM)
All these curves are drawn for different drafts, starting from zeroth waterline 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 for each waterline can be calculated using the following
formulae:
i. Volume of displacement ()
ii. Mass displacement (Δ) =  x 1.006 x 1.025
iii. Transverse moment of inertia (IT) = 2/9 (Station spacing) x Σ f (IT)
iv. Longitudinal moment of inertia (IL) = [ 2/3 (station spacing)3 x Σ f (IL)] – [AWP *LCF2]
v. Tons per cm immersion (TPC) = (AWP x 1.025)/100
vi. Moment causing trim by 1 cm (MCT1cm) = (Δ x BML)/ (LBP x 100)

vii. Longitudinal Metacentric height(BML) = IL/
viii. Transverse metacentric radius(BMT) = IT/
ix. Longitudinal center of buoyancy (LCB) = ML/
x. Longitudinal center of floatation (LCF) = MMIDSHIP/AWP
xi. Vertical center of buoyancy (VCB) = MT/
xii. Block Coefficient (CB) =/(L x B x T)
xiii. Prismatic Coefficient(CP) = /(AMIDSHIPS)
xiv. Mid ship Coefficient(CM) = AMIDSHIPS/ (B x T)
xv. Water plane area Coefficient(CW) = AWP/ (L x B)
Results of bonjean and hydrostatic calculations corresponding to LWL are given in table 3.5
Hydrostatic Value Unit
Particulars
LCB 97.83 m
VCB 5.69 m
AW 5152 m2
AM 340.82 m2
V 51808.88 m3
LCF 91.97 m
CB 0.843 -
CM 0.992 -
CW 0.883 -
CPV 0.905 -
CP 0.826 -
IT 374427 m4
ILCF 472386.38 m4
TPC 52.8 t/cm
MCT 2565.68 t
BMT 7.22 m
BML 1078.01 m
KMT 12.32 m
KML 1083.71 m
Table 3.5: Hydrostatic Particulars

Figure 3.1: Hydrostatic Curve
Bonjean curve [Appendix B]

CHAPTER 4
RESISTANCE AND POWERING
4.1. 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.
Total power or effective power,
PE = RT * V
Where,
PE is in kW
RT is the total resistance in kN
V is the speed in m/s
For doing powering calculations we have to know the total resistance of the ship. It can be
calculated in many ways, namely:
i. Guldhammer and Harvald method
ii. Holtrop and Mennen method
iii. Denmark and cargo method
iv. CRTS method
v. BSRA method
The major components of ship hull resistance are:
i. Viscous resistance
ii. Pressure resistance

iii. Separation and eddy resistance
iv. Air resistance
v. Steering resistance
vi. Additional resistance due to restricted waterway, if any
Calm water resistance is made up of four main components, namely,
i. Frictional resistance
ii. Viscous pressure drag
iii. Wave making resistance
iv. Eddy and separation resistance
The wave making and eddy resistance can 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 Reynold’s number.
Reynold’s number,
Rn = VL/Ѵ
Where,
V is the speed in m/s,
L is the length on waterline,
Ѵ is the kinematic viscosity of water
Wave making resistance is dependent on Froude number,
Fn = V / √(gL)
Where,
g is the acceleration due to gravity in m/s2

At low speeds the wave making resistance is very small.
Various methods are available for the estimation of ship resistance. All these can be said to be
approximate. Holtrop and Mennen method is expected to give a reliable estimate. According to
this method, total resistance is:
RT = RF (1 + K1) + RAPP + RW + RB + RTR + RA
Where,
RF = Frictional Resistance according to ITTC 1957
1 + K1 = Form Factor for the Hull.
RAPP = Appendage Resistance
RW = Wave Resistance
RB = Additional pressure resistance of bulbous bow near the surface.
RTR = Additional pressure due to transom immersion.
RA = Model Ship correlation Resistance.
RF = 335.187 kN
1 + K1 = 1.401
RAPP = 7.37 kN
RW = 71.24 kN
RB = 0.024 kN
RTR = 0 kN
RA = 84.36 kN

V RT (kN) PE (kW)
2 85.5 88.01
4 123.88 254.92
6 184.32 568.96
8 265.97 1094.63
10 368.22 1894.32
12 490.65 3028.95
14 632.9 4558.32
16 794.7 6541.32
18 975.81 9036.091
Table 4.1: RT and PE for different velocity
RT vs V
1200
x : V in kn
1000
y : RT in kN
800
600
400
200
0
0 2 4 6 8 10 12 14 16 18 20
Figure 4.1: Total resistance vs velocity graph
PE vs V
x : V in kn
10000
y : RT in kN
8000
6000
4000
2000
0
0 2 4 6 8 10 12 14 16 18 20
Figure 4.2: Effective power vs velocity graph

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. 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.
4.2.1 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 higher hull efficiency and minimum appendage resistance. Also the ship in
concern does not require exceptional maneuvering characteristics and sufficient draft is available
to accommodate greater diameters. Another favorable characteristics of single screw installation is
that it requires comparatively lower power to propel the same ship at the same speed.
4.2.2 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 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 to 1.5
4.2.3 CALCULATION OF QPC
Quasi-propulsive coefficient or QPC 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.
QPC = ȠO * ȠR * ȠH
The hull efficiency is given by,
ȠH = (1-t)/(1-w)
where ‘t’ is the thrust deduction factor which accounts for the reduction in thrust due to reduced
pressure ahead of propeller and ‘w’ is the wake fraction, 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, ȠR
and ȠO. The former three values can be obtained from the empirical relations and the open water
efficiency can be obtained from the 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 extend of this clearance depends upon the application, but is actually ten

to twenty percent of the diameter. Single screw installations tend to require greater clearances than
multi screw. Cavitation plan has an important role in the selection of diameter. Excessive tip
speeds – a function of the diameter and rpm – can generate tip cavitation. 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
cavitation – inducing level. So the idea is to use as little blade 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.
iii. 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.
iv. 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, the large
periodic pressure changes on blade passes. One side benefit is that this reduction in vibration also
makes it possible to use a slightly smaller tip clearance (larger clearances) on certain installations.
4.2.4 INITIAL PROPELLER DESIGN
Powering, propeller design and engine design is mutually dependent and derivation of
engine power starts from resistance at service speed. The propeller to design initially is of the
Wageningen B series and was a single screw propeller.

The procedure for propeller design calculations are given as follows:
i. Initially calculate the propeller diameter
ii. Number of blades is fixed
iii. Wake fraction and thrust deductions are calculated
iv. Using the w and t values we calculate the required thrust.
v. Hull efficiency, relative rotation efficiency, open water efficiency etc. are calculated
vi. The blade area ratio is obtained from the Keller formula
vii. Using the chart, we can obtain P/D ratio, J, KT values
4.2.5 PROPULSIVE PARAMETERS
There are many propulsive parameters. They are:
i. Wake fraction, w
w = 0.4478
ii. Thrust deduction factor
t = 0.2362
iii. Relative Rotational Efficiency
ȠR = 1.05
iv. Hull Efficiency
ȠH = (1-t)/(1-w)
ȠH = (1-0.2362)/(1-0.4478)
ȠH = 1.38

v. Thrust and Advance velocity
Thrust,
T = RT/(1-t)
T = 745.7/(1-0.256)
T = 828.682 kN
Velocity of Advance,
VA = V(1 − w)
VA = 7.202(1 – 0.4478)
VA = 3.976 m/s
vi. Diameter of Propeller
D = 2/3*T
D = 2/33*11.1
D = 7.4 m
vii. Expanded Blade area ratio
AE/AOmin = (1.3+0.3*Z)/{[(Patm + ρ*g*H-e)*(T/D)2] + k}
Patm = 101.366 kN/m2
ρ =1.025 t/m3
g = 9.81 m/s2
h =7.4 m
k = 0.2, for single screw ships
e= water pressure at 15 degree
e = 1.704 kN/m2

Z = Number of blades
For 3 bladed propellers,
AE/AO = 0.43
For 4 bladed propellers
AE/AO = 0.46
Now, the open water efficiency has to be determined. For this, Wageningen-B series chart is
chosen. Select the charts corresponding to the expanded blade area values. A graph is plot
between KT and J2 in the selected charts.
Thrust coefficient,
KT = T / (ρ*n2*D4)
Advance coefficient,
J = VA / (n*D)
Where ‘n’ is the rpm
KT/J2 = T / (ρ* VA 2*D2)
The maximum value of ηO is taken from the graph. Repeat these procedures on 3 and 4 bladed
propellers and fix the blade with maximum efficiency. Here maximum efficiency was found in 4
blade propeller. Hence 4 bladed propeller is fixed.
Final results are listed in table 4.2.

J 0.54
KT 0.4
ȠO 0.56
AE/A0 0.45
Va 3.97
D 6.7
n 0.995
KQ 0.043
Q 984.47
PD 6152.48
PB 6214.63
DERATING
PB 7311.32
Table 4.2: Propulsion parameters
4.3 SELECTION OF MAIN ENGINE
The main engine is selected with the following particulars:
S70MC-C
Bore = 700mm
Stroke = 2800mm
Cylinders = 5
PB = 7450 kW
N = 68
Now the value of J is increased to counter the fouling of hull form during the service,
J’=1.05* J
The points corresponding to KT/J4 values are marked in the B-series chart and find out the new
J’, P/D, open water efficiency, D, and T. Since AE/AO is 0.46, above procedure is repeated in
charts of 0.45,0.5 and 0.55 values. Then a graph is plotted with AE/AO Vs (AE/AO) new, P/D,
Open water efficiency, T, D and J’. A 45degree line is drawn and marked the points at which the

line intersects with new AE/AO. A vertical line is drawn from that point. Hence the final values of
P/D, ηO, T, D, J’ are obtained.
AE/AO = 0.45
P/D = 0.8
ȠO = 0.625
J’ = 0.547
D = 6.7 m
T = 856.7 kN
Drawing of propeller having above mentioned parameters is shown in fig. 4.3
Figure 4.3: Propeller Design

CHAPTER 5
GENERAL ARRANGEMENT
5.1 INTRODUCTION
The general arrangement is done in order to calculate, initially, the volume of holds, and to
do a capacity check. The G.A. gives a detailed picture of how the vessel looks, position of holds
and various allocation of rooms.
The various spaces allocated are:
i. Cargo spaces
ii. Machinery spaces
iii. Storage for fuels and stores
iv. Ballast Tanks
The requirements on the spaces which have to be met are:
i. Watertight subdivision and integrity
ii. Structural integrity
iii. Adequate stability
iv. Adequate access to spaces
Preliminary G.A. is based on this, and subsequently during the design of the final G.A. the
allocation for the spaces for crew is done.
5.2 LOCATION OF MACHINERY SPACES
Every mechanically propelled ship must have sufficient machinery space. Most ships nowadays
have machinery space located aft, thereby reducing shaft length and increasing cargo handling
facilities. For now, the engine room is assumed to be located at the aft.

5.2.1 MINIMUM NUMBER OF BULKHEADS (LRS Pt 3 Ch. 3 Sec 4 Tab 3.4.1)
From the Lloyd’s Register Classification Rules, the ship is required to have 9 bulkheads, inclusive
of fore, aft and engine room bulkhead.
5.2.2 DOUBLE BOTTOM HEIGHT (LRS Pt 4 Ch. 1 Sec 8)
The double bottom height of the vessel is given by the following equation,
DB = 28B +205(T)^1/2
DB = 28*32.5 + 205*(11.1)^1/2
DB = 1548.16 mm
Selected Value = 1.6 m
5.2.3 POSITION OF FRAMES (LRS Pt 3 Ch. 5 Sec 2 Tab 5.2.1)
Frame spacing is calculated using the following equation,
s = (460+L/0.6) or 700 mm whichever is lesser
s = (460+197/0.6) = 766.67 mm
s = 700 mm
S=4*s
S = 4 * 700
S = 2800 mm
5.2.4 LENGTH OF AFT PEAK, ENGINE ROOM AND FORE PEAK BULKHEAD
i. Aft Peak Bulkhead
The aft peak bulkhead is situated approximately at 4.5% - 9 % LBP
LAP = 0.05*184= 9.2 m
Selected Value = 11.2 m (Considering Frame Spacing)

ii. Fore Peak Bulkhead
LFP = 0.05 TO 0.08 * LL - F1
LL = 96% LBP = 0.96*184=190.96 m
F1 = 1.5% LL = 0.015*190.96=2.8644 m
LFP = 0.06*190.96-2.8644
LFP = 8.5932 m
iii. Engine Room Bulkhead
Length of Engine room bulkhead is situated approximately 12% - 15% LBP from aft peak
bulkhead.
LER = 0.15*184
LER = 23.92 m
5.2.5 LENGTH OF CARGO SPACE
L = LBP-LAP-LFP-LER
L = 197-10.18-8.65-31.5
L = 137.27 m
5.2.6 LENGTH OF EACH CARGO HOLD
Number of Cargo Holds = 6
L = 137.27/6= 22.8m
5.2.7 LENGTH OF HATCH OPENING
Length of Hatch opening is considered as 55% - 65 % Length of Hatch

Length of Hatch opening = 0.6*22.8 = 13.44 m
5.2.8 BREADTH OF HATCH OPENING
Breadth of Hatch opening is considered as 50% Breadth of Hatch
Breadth of Hatch opening = 0.5*30.9=15.45m
5.3 MINIMUM BOW HEIGHT (LRS Pt 3 Ch 3 Sec 6 )
CBL = Δ/LLBT
CBL = 54337.85/(184*0.85*15.9)
CBL = 0.6763
Value of CBL is taken not less than 0.68
Selected Value = 0.68
CBL = load line block coefficient
LL = Load Line length
Hb = minimum bow height
Hb = 56 LL(1-(LL/500))(1.36/(CBL+0.68)
Hb = (56*184)*(1-(184 /500))*(1.36/(0.68+0.68))
Hb = 6.51 m
Available FBD = D – T
Available FBD = 4.7 m
Bow height is greater than freeboard. Therefore forecastle Height = 1.5 m
5.4 SUPERSTRUCTURE
Selected dead visual range = 500 m

Length from bow to aft peak bulkhead = 185.26 m
Draft = 11.1 m
Freeboard = 4.7 m
tan Ɵ = FBD/ Dead visual Range = 4.7/500 = 0.00942
X + Freeboard = Tan Ɵ (Dead visual range + Length from bow to aft peak bulkhead)
X + Freeboard = 0.00942 (500+ 185.26) = 6.45 m
Selected Superstructure Height = 13.8 m
5.5 EQUIPMENT NUMBER ( LRS Pt 3 Ch. Section 7)
The equipment number of a vessel can be calculated as follows,
EN = Δ^2/3 + 2BH + A/10
EN = 1858.68
A = area, in m2, in profile view of the hull, within the Rule length of the vessel, and of
superstructures
B = greatest molded breadth, in meters
H = freeboard amidships, in meters, from the summer load waterline to the upper deck
5.6 ANCHOR CHAIN AND CHAIN LOCKER ( LRS Pt 3 Ch. 13 Section 7 )
Number of anchors required = 2
Weight of anchor = 4890 Kg
Diameter of chain = 3.42 Inches
Total length of chain cable = 550 Fathoms
C = 0.75

Volume of stowed chain = L*d^2*C ft^3
Volume of stowed chain = 78 m3
Assumed dimensions of chain locker
Clearance between bottom of the chain locker and the perforated plate is taken as 1m. Hawse pipe
diameter ranges from 6 – 6.5d
5.7 CREW AND ACCOMODATION
The crew fixing and accommodation are done by adhering to Manila convention, 2010 and
International Labor Organization rules
OFFICER NUMBER
Captain 1
Chief officer 1
Chief engineer 1
1st Engineer 1
Junior Officers 6
Petty Officers 5
Crew Officers 10
Total 25
Table 5.1: Crew and Accommodation
Minimum stipulated accommodation area ia given in table 5.2

Area
CAPTAIN AND CHIEF ENGINEER 30m²+4m² (toilet)
CHIEF OFFICER AND SECOND OFFICER 14m²+3m² (toilet)
OTHER OFFICERS 8.5m²+2.5m²(toilet)
PASSAGE AND STAIRS 40% of sum items 1 to 4
OFFICER LAVATORIES 3.3m² (bath)
1.7m²(shower)
1.9m² (water closets)
1m² (urinals)
1.4m² (washbasin)
DECK PANTRY 4.5m²
DINING ROOM 1.3m²/ seat for 100% officers
LOUNGE 1.7m²/ seat for 60% officers
PETTY OFFICER AND CREW'S CABIN 7m² : single berth cabin (senior PO's)
6.5m² : double berth cabin (junior PO,ER,DR)
10.5m² : four berth cabins stewards
PASSAGE AND STAIRS 35% of lounge
CREW LAVATORIES water closets -1 ( for 8 persons)
3.3m² (bath)
1.7m²(shower)
1.9m² (water closets)
1m² (urinals)
1.4m² (washbasin)
MESS AND RECREATIONAL ROOMS 1m² / seat for 100% (messes)
1.2m² /seat for 50%(recreation)
WHEEL HOUSE 30m²
CHART ROOM 15m²
RADIO ROOM 10m²
GALLEY 0.65m² area/person served
REFRIGERATED STORES 0.04m³/ person/day of voyage
GENERAL STORES 140m³+0.01m³ / person / day of voyage
Table 5.2: Minimum stipulated area

CHAPTER 6
DETAILED CAPACITY
6.1 INTRODUCTION
Detailed capacity check is to ensure whether the vessel have required Cargo Volume,
Volume of Ballast, Volume of stores etc. and the stowage factor is estimated. Then the stowage
factor of cargo is compared with this and check whether it is satisfactory.
Detailed Capacity check is using the MAXSURF Software. MAXSURF, Naval

Architecture software provides integrated tools for hull modeling and optimization,
comprehensive stability, motions and resistance prediction, structural modeling, structural
analysis, and export to vessel detailing.
6.2 LIGHTSHIP MASS CALCULATION
Light ship mass consists of:
i. Steel mass
ii. Outfit mass
iii. Engine Plant mass
6.2.1 STEEL MASS (Watson and Thomas Lamb)
Steel mass of the vessel is calculated using the following equations,
ΔSE = ΔSE7*(1+0.5(CB0.8-0.7))
K = 0.032 , K=0.029 to 0.035
E = 8712.945
ΔSE7 = 6965.05 t

CB = 0.84
L = 184 m
B = 30.9 m
D = 15.8 m
T = 11.1 m
CB 0.8 =CB+((1-CB)*((0.8*D)-T))/(3*T)
CB 0.8 = 0.8537
ΔSE =1189.347179 *(1+0.5(0.822043-0.7))

ΔSE =7500.513 t
6.2.2 OUTFIT MASS (Watson and Thomas Lamb)
MOU1 = 0.0325
MOU2 = -0.0006
MOU = MOU1+(MOU2*LBP)
MOU2 = 0.2068 t
ΔOU = 0.2068 *184*30.9
ΔOU = 1218.899 t
6.2.3 ENGINE PLANT MASS (Watson and Thomas Lamb)
ΔEP = 0.102*PB
PB = 7360 kW
ΔEP = 750.72 t
ΔPROP = 0.141(AE/AO)D3
AE/AO = 0. 45

DProp = 6.7 m
ΔSHAFT = 0.097*(PB/N)2/3*Lshaft
ΔSHAFT = 26.63t
Lightship mass = 11999 t
Vertical center of gravity of hull
VCGhull = 0.01D[46.6+0.135(0.81-CB)*(L/D)^2]
= 0.01*15.8*[46.6+0.135*(0.81-0.84)*(184/15.8)^2]
VCGhull = 7.27 m
Longitudinal center of gravity of hull
LCGhull = -0.15+LCB
= -0.15+184
LCGhull = 95.76m
6.3 CAPACITY CALCULATIONS
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.

i. Cargo Hold Capacity
Cargo hold Volume Available cargo LCG VCG

Without Tanks hold volume (m3) (m) (m)
Cargo hold 1 7839.06 161.6 8.8
Cargo hold 2 8518.31 117.6 8.6
Cargo hold 3 8501.28 139.9 8.6
Cargo hold 4 8510.61 95.2 8.6
Cargo hold 5 9575.18 71.4 8.6
Cargo hold 6 8463.43 47.7 8.7
Total 51407.91
Table 6.1: Cargo hold capacity
ii. Saddle Tank Capacity
Saddle Tank Volume (m3) LCG (m) VCG (m)
ST 1 (S) 465.1 160.9 14.1

ST 2 (S) 523.9 140.0 14.0
ST 3 (S) 523.9 117.6 14.0
ST 4 (S) 523.9 95.2 14.0
ST 5 (S) 589.4 71.4 14.03
ST 6 (S) 522.7 47.6 14.03
ST 1 (P) 465.1 160.9 14.1
ST 2 (P) 523.9 140.0 14.03
ST 3 (P) 523.9 117.6 14.03
ST 4 (P) 523.9 95.2 14.03
ST 5 (P) 589.4 71.4 14.03
ST 6 (P) 522.7 47.6 14.03
Total 6297.9
Table 6.2: Saddle tank capacity

iii. Hopper Tank Capacity
Hopper Tank Volume LCG VCG
HT 1 (S) 101.0 156.5 1.8

HT 2 (S) 286.9 139.8 1.8
HT 3 (S) 290.7 117.6 1.8
HT 4 (S) 290.8 95.1 1.8
HT 5 (S) 322.8 71.5 1.8
HT 6 (S) 169.1 50.4 1.9
HT 1 (P) 101.0 156.5 1.8
HT 2 (P) 286.9 139.8 1.8
HT 3 (P) 290.7 117.6 1.8
HT 4 (P) 290.8 95.1 1.8
HT 5 (P) 322. 71.5 1.8
HT 6 (P) 169.1 50.4 1.9
Total 2923.2
Table 6.3 : Hopper tank capacity
iv. Double Bottom Tank Capacity

Double Bottom tank Volume (m3) LCG (m) VCG (m)
DB Tank 1 (S) 304.8 161.5 0.76

DB Tank 1 (P) 304.8 161.5 0.76
DB Tank 2 (S) 363.3 140.0 0.75
DB Tank 2 (P) 363.3 140.0 0.75
DB Tank 3 (S) 363.3 117.6 0.75
DB Tank 3 (P) 363.3 117.6 0.75
DB Tank 4 (S) 363.3 95.2 0.75
DB Tank 4 (P) 363.3 95.2 0.75
DB Tank 5 (S) 408.7 71.4 0.75
DB Tank 5 (P) 408.7 71.4 0.75
DB Tank 6 (S) 357.0 47.7 0.76
DB Tank 6 (P) 357.0 47.7 0.76
Total 4321.7
Table 6.4 : Double bottom tank capacity

v. Other spaces
Space Volume (m3) LCG (m) VCG (m)
FW Tank (S) 32.5 8.3 14.4
FW Tank (P0 33.2 8.3 14.7
HFO Tank (S) 109.2 26.8 1.1
HFO Tank (P) 109.2 26.8 1.1
DO Tank (S) 62.1 18. 1.1
DO Tank (P) 62.1 18.7 1.1
LO Tank 11.2 32.2 1.0
Sewage tank 10.7 12.6 1.0
Dirty oil tank 5.9 12.7 1.3
Dirty oil tank 5.9 12.7 1.3
Aft peak tank 519.4 6.9 8.9
Fore peak tank 1141.6 177.4 5.8
Total 2212.8
Table 6.5: Capacity of other spaces
Total volume of saddle tanks = 6297.92 m3
Total volume of hopper tanks =2923.23 m3
Total volume of double bottom tanks = 4321.75 m3
Total volume of cargo spaces = 51407.91 m3
6.4 STOWAGE FACTOR DETERMINATION
Mass of Cargo = 44724.78 t
Total volume of cargo space = 51407.91 m3
Stowage factor = Total volume of cargo space / Mass of cargo
Stowage factor = 1.14 m3/t

We are designing the vessel for Bitumen, since Bitumen requires more space. So, the stowage
factor obtained is within the range of Bitumen.
Thus the capacity check is done.
Stowage factor of Copper cathode = 0.34 m3/tones
Stowage factor of Bitumen = 0.98 m3/tones

CHAPTER 7
DETAILED TRIM AND STABILITY CALCULATIONS
7.1 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:
a. Fully loaded departure condition (100% cargo + 100% stores)
b. Fully loaded arrival condition (100% cargo + 10% stores)
c. Ballast departure (100% ballast + 100% stores)
d. Ballast arrival (100% ballast + 10% stores)
e. Lightship condition
7.2 LOADING CONDTION
a. Fully Loaded Departure Condition
This is the condition when the ship leaves the harbor fully loaded with cargo and full
stores. The stores are expected to last till the end of the voyage and some allowances are also
given. (table 7.1)

Item Volume Mass (t) LCG (m) VCG (m) TCG (m)
(m3)
Lightship 9790 95.7 7.2 0
F W tank (S) 30.9 30.9 8.3 14.6 11.7
FW tank (P) 30.9 30.9 8.3 14.6 -11.7
HFO tank (S) 103.8 98.0 26.8 1.0 3.4
HFO tank (P) 103.8 98.0 26.8 1.0 -3.4
DO tank (S) 59.0 49.6 18.7 1.1 2.07
DO tank (P) 59.0 49.6 18.7 1.1 -2.07
LO tank 10.6 9.7 32.2 0.95 0
Aft peak tank 519.4 532.4 6.9 8.9 0
Cargo hold 1 4408.0 161.3 3.1 0
Cargo hold 2 4408.0 139.9 3.1 0
Cargo hold 3 8081.3 117. 3.1 0
Cargo hold 4 8816.0 95.2 3.1 0
Cargo hold 5 8265.1 71.4 3.1 0
Cargo hold 6 11020.0 48.0 3.1 0
Table 7.1: Fully loaded departure condition

IMO Criteria Value Units Actual Status
Area 0 to 30 3.1513 m.deg 66.29 Pass
Area 0 to 40 5.1566 m.deg 109.38 Pass
Area 30 to 40 1.7189 m.deg 43.08 Pass
Max GZ at 30 or greater 0.2 m 5.04 Pass
Angle of maximum GZ 26 deg 58.2 Pass
Initial GMt 0.15 m 8.79 Pass
Table 7.2: IMO criteria for fully loaded departure
8 3.1.2.4: Initial GMt GM at 0.0 deg = 8.790 m Stability

GZ
7 3.1.2.4: Initial GMt GM at 0.0 deg = 8.790 m
3.1.2.6: Turn: angle of equilibrium
6 Max GZ = 5.04 m at 58.2 deg.
Max GZ = 5.04 m at 58.2 deg.
5
3
GZ m
1
0
-1
-2
-3
-4
-25 0 25 50 75 100 125 150 175
Heel to Starboard deg.
Figure 7.1 GZ curve for fully loaded departure
Draft at AP = 12.53 m
Draft at FP = 10.973 m
Trim (by stern) = 1.556 m
Trim angle = 0.48 deg

b. Fully Loaded Arrival Condition
This is the condition when the ship is fully loaded with cargo and full stores. The stores are
expected to be 10 percent and some allowances are also given.
(m3)
Lightship 9790 95.76 7.27 0
F W tank (S) 3.25 3.2 8.98 13.42 11.24
FW tank (P) 3.25 3.2 8.98 13.42 -11.24
HFO tank (S) 10.9 10.3 27.01 0.174 2.2
HFO tank (P) 10.9 10.3 27.01 0.174 -2.2
DO tank (S) 6.2 5.2 18.73 0.225 1.07
DO tank (P) 6.2 5.2 18.73 0.225 -1.07
LO tank 1.12 1.03 32.17 0.1 0
Sewage tank 10.19 10.44 12.61 0.992 0
Dirty oil tank 5.63 5.18 12.7 1.32 1.75
Dirty oil tank 5.63 5.18 12.79 1.32 -1.75
Cargo hold 1 7346.7 151.2 3.15 0
Cargo hold 2 7346.7 128.85 3.15 0
Cargo hold 3 7346.7 106.49 3.15 0
Cargo hold 4 7346.7 84.13 3.15 0
Cargo hold 5 8265.1 58.94 3.15 0
Cargo hold 6 7346.7 36.59 3.15 0
Table 7.3: Fully loaded arrival

IMO Criteria Value Units Actual Status
Area 0 to 30 3.1513 m.deg 67.33 Pass
Area 0 to 40 5.1566 m.deg 111.41 Pass
Area 30 to 40 1.7189 m.deg 44.08 Pass
Initial GMt 0.15 m 8.86 Pass
Table 7.4: IMO criteria for fully loaded arrival

8 3.1.2.4: Initial GMt GM at 0.0 deg = 8.863 m Stability
GZ
7 3.1.2.4: Initial GMt GM at 0.0 deg = 8.863 m
6
Max GZ = 5.158 m at 58.2 deg. Max GZ = 5.158 m at 58.2 deg.
5
3
GZ m
1
0
-1
-2
-3
-4
-5
-25 0 25 50 75 100 125 150 175
Figure 7.2 GZ curve for fully loaded arrival

c. Ballast Departure Condition
This is the condition when the ship is having 100 percent ballast and 100 percent stores
Item Volume (m3) Mass (t) LCG (m) VCG (m) TCG (m)
Lightship 9790 95.76 7.27 0
HT 1 (S) 101.05 156.5 1.83 12.87
HT 1 (P) 101.05 156.5 1.83 -12.87
HT 2 (S) 286.96 139. 1.8 13.4
HT 2 (P) 286.96 139.8 1.8 -13.4
HT 3 (S) 290.74 117.6 1.8 13.4
HT 3 (P) 290.74 117.6 1.8 -13.4
HT 4 (S) 290.8 95.19 1.8 13.4
HT 4 (P) 290.8 95.19 1.8 -13.4
HT 5 (S) 322.87 71.5 1.8 13.4
HT 5 (P) 322.87 71.5 1.8 -13
HT 6 (S) 169.18 50.49 1.9 13
HT 6 (P) 169.18 50.49 1.9 -13
DB Tank 1 (S) 312.49 161.5 0.76 4.63
DB Tank 1 (P) 312.49 161.5 0.76 -4.63
DB Tank 2 (S) 372.45 140.0 0.75 5.4
DB Tank 2 (P) 372.45 140.0 0.75 -5.4
DB Tank 3 (S) 372.46 117.6 0.75 5.4
DB Tank 3 (P) 372.46 117.6 0.75 -5.4
DB Tank 4 (S) 372.4 95.2 0.750 5.4

DB Tank 4 (P) 372.4 95.2 0.750 -5.4
DB Tank 5 (S) 419 71.4 0.750 5.4
DB Tank 5 (P) 419 71.4 0.750 -5.4
DB Tank 6 (S) 366.02 47.73 0.760 5.32
DB Tank 6 (P) 366.02 47.73 0.760 -5.32
F W tank (S) 30.93 30.93 8.39 14.69 11.77
FW tank (P) 30.93 30.93 8.39 14.69 -11.77
HFO tank (S) 103.8 98.02 26.89 1.06 3.41
HFO tank (P) 103.8 98.02 26.89 1.06 -3.41
DO tank (S) 59.06 49.61 18.71 1.12 2.07
DO tank (P) 59.06 49.61 18.71 1.12 -2.07
LO tank 10.64 9.78 32.2 0.95 0
Aft peak tank 519.46 532.45 6.96 8.9 0
Fore peak tank 1141.62 1170.16 177.48 5.82 0
Table 7.5: Fully ballasted departure
Criteria Value Units Actual Status
Area 0 to 30 3.1513 m.deg 80.03 Pass
Area 0 to 40 5.1566 m.deg 133.4 Pass
Area 30 to 40 1.7189 m.deg 53.37 Pass
Initial GMt 0.15 M 10.25 Pass
Table 7.6: IMO criteria for fully ballasted departure

10 Stability
3.1.2.4: Initial GMt GM at 0.0 deg = 10.252 m GZ
3.1.2.4: Initial GMt GM at 0.0 deg = 10.252 m
8 3.1.2.6: Turn: angle of equilibrium
Max GZ = 5.702 m at 44.5 deg.
6 Max GZ = 5.702 m at 44.5 deg.
4
GZ m

0
-2
-4
-6
-25 0 25 50 75 100 125 150 175
Figure 7.3 GZ curve for fully ballasted departure
d. Ballast Arrival Condition
This is the condition when the ship is having 100 percent ballast and 10 percent stores.
(m3)
Lightship 9790 95.76 7.27 0
HT 1 (S) 101.05 156.52 1.83 12.8
HT 1 (P) 101.05 156.52 1.83 -12.8
HT 2 (S) 286.9 139.8 1.8 13.4

HT 2 (P) 286.96 139.88 1.8 -13.4
HT 3 (S) 290.74 117.6 1.8 13.4
HT 3 (P) 290.74 117.6 1.8 -13.4
HT 4 (S) 290.8 95.19 1.8 13.4
HT 4 (P) 290.8 95.19 1.8 -13.4
HT 5 (S) 322.87 71.5 1.8 13.4
HT 5 (P) 322.87 71.5 1.8 -13.4
HT 6 (S) 169.18 50.49 1.9 13.03
HT 6 (P) 169.18 50.49 1.9 -13.03
DB Tank 1 (S) 312.49 161.56 0.76 4.6
DB Tank 1 (P) 312.49 161.56 0.76 -4.6
DB Tank 2 (S) 372.45 140 0.76 5.4
DB Tank 2 (P) 372.45 140 0.75 -5.4
DB Tank 3 (S) 372.46 117.6 0.75 5.4
DB Tank 3 (P) 372.46 117.6 0.75 -5.4
DB Tank 4 (S) 372.46 95.2 0.75 5.4
DB Tank 4 (P) 372.46 95.2 0.75 -5.4
DB Tank 5 (S) 419 71.4 0.75 5.4
DB Tank 5 (P) 419 71.4 0.75 -5.4
DB Tank 6 (S) 366.02 47.7 0.76 5.3
DB Tank 6 (P) 366.02 47.7 0.76 -5.3
F W tank (S) 5.31 5.31 8.39 13.56 11.2
FW tank (P) 5.31 5.31 8.39 13.55 -11.2
HFO tank (S) 17.4 16.5 26.89 0.25 2.4

HFO tank (P) 17.48 16.5 26.8 0.25 -2.4
DO tank (S) 9.94 8.3 18.7 0.31 1.2
DO tank (P) 9.94 8.3 18.7 0.31 -1.2
LO tank 1.79 1.6 32.2 0.16 0
Aft peak tank 519.46 532.4 6.9 8.98 0
Fore peak tank 1141.62 1170 177.48 5.28 0
Table 7.7: Fully ballasted arrival
Criteria Value Units Actual Stauts
Area 0 to 30 3.1513 m.deg 82.21 Pass
Area 0 to 40 5.1566 m.deg 134.79 Pass
Area 30 to 40 1.7189 m.deg 52.57 Pass
Table 7.8: IMO criteria for fully ballasted arrival

10 Stability
GZ
3.1.2.4: Initial GMt GM at 0.0 deg = 10.765 m 3.1.2.4: Initial GMt GM at 0.0 deg = 10.765 m
Max GZ = 5.566 m at 44.5 deg.
6 Max GZ = 5.566 m at 44.5 deg.
4
GZ m

0
-2
-4
-6
-25 0 25 50 75 100 125 150 175
Figure 7.4 GZ curve for fully ballasted arrival
Draft at AP = 4.9 m
e. Lightship Condition
Criteria Value Units Actual Stauts
Area 0 to 30 3.1513 m.deg 125.8 Pass
Area 0 to 40 5.1566 m.deg 185.24 Pass
Area 30 to 40 1.7189 m.deg 59.43 Pass
Table 7.9: IMO criteria for Lightship condition

10 Stability
3.1.2.4: Initial GMt GM at 0.0 deg = 21.879 m GZ
3.1.2.4: Initial GMt GM at 0.0 deg = 21.879 m
Max GZ = 5.996 m at 30.9 deg.
Max GZ = 5.996 m at 30.9 deg.
6
4
GZ m

0
-2
-4
-6
-25 0 25 50 75 100 125 150 175
Figure 7.5 GZ curve for lightship condition
7.3 CONCLUSION
The results of trim and stability calculations show that the ship is under stable condition as
per IMO criteria

CHAPTER 8
MIDSHIP SECTION DESIGN
8.1 INTRODUCTION
The mid ship section is designed according to the rules of Lloyds Register of shipping.
The mid ship section design is done to calculate the scantlings of stiffening members. This is done
in the mid ship region of the ship because maximum longitudinal bending moment occurs at the
mid ship region. The section modulus of the mid ship section to large extend determines the
longitudinal strength of the hull.
8.1.1 DEFINITIONS
1) L: Rule length, in m, is the distance in meters, on the summer load water line from the
forward side of the stem to the after side of the rudder post or to the center of the rudder stock, if
there is no rudder stock, if there is no rudder post. L is neither to be less than 96% nor to be
greater than 97% of the extreme length on the summer load waterline.
2) B: Breadth at amidships or greatest breadth in meters. B = 30.9 m
3) D: Depth is measured in meters, at the middle of the length L, from top of the keel to
bottom of the deck beam at side on the uppermost continuous deck. D = 15.8 m
4) T: T is the summer load draught in m, measured from top of the keel. T = 11.1m
5) LPP: Distance in meter on the summer load waterline from foreside of the stem to after
side of the rudder post or to the center of the rudder stock, if there is no rudder post. LPP =
187.6 m
6) CB: Molded block coefficient at draught T corresponding to summer waterline, based on
rule length L and molded breadth B.
7) B : The width of the plating supported by the primary member or the secondary member in
m or mm respectively.
8) Be : The effective width in m, of the end brackets.
9) B1 : The minimum distance from side shell in the inner hull or outer longitudinal bulkhead
measured inboard at right angles to the center line at summer loaf water line, in m.

10) Ds: The distance in m, between the cargo tank boundary and the molded line off the side
shell plating.
11) h : The load height applied to the item under consideration, in m.
12) db: The distance in m, between the bottom of the cargo tanks and the molded line of the
bottom shell plating measured at right angles to the bottom shell plating.
13) kL,k: Higher tensile steel factors. For mild steel, kt, k may be taken as 1.
14) I : Moment of inertia, in cm^3 , of the primary or secondary member, in association with
an effective width of attached plating.
15) s : spacing of secondary members, in mm.
16) S : Overall span of frame, in mm
17) t : Thickness of plating, in mm.
18) Z: Section modulus, in cm3, of the primary or secondary member, in association with an
effective width of attached plating.
19) L1: Length of the ship in m, but not be greater than 190 m.
20) CW : Wave head in m.
21) RB : Bilge radius in mm.
22) FD,FB : Local scantling reduction factor above neutral axis and below neutral axis
respectively.
23) Y : Specified minimum yield stress in N/mm2 =235 N/mm2
24) C: Maximum compressive hull vertical bending stress, in N/mm2 =175N/mm2.
25) T1 : T but to be taken not less than 0.05L m
26) hT1 : T+CW m but need not taken greater than 1.36T
27) hT2 : T+0.5CW m but need not be greater than 1.2T
28) c1 : 60/(225-165FD) at deck; 1.0 at D/2;75/(225-150FB)at base line of ship.
29) c2: 165/(345-180FB) at deck; at D/2; 165/(345-180FB) at base line of ship
30) R: sin α, where α is the roll angle in degrees
Sin α = (0.45+0.1L/B)(0.54 - L/1270)
31) D1 : D, in m, but is to be taken not < 10, and need not be taken >16
31) Ddb : Rule depth of center girder, in mm.
32) SS: Span of the vertical web, in m.
33) tW: Thickness of web, in mm.

34) tB: Thickness of end bracket plating, in mm.
8.2 FRAMING SYSTEM
Composite framing is adopted with the bottom and decks being longitudinally framed
while the side shell is transversely framed. Hence the primary frame spacing is selected as five
times as secondary frame spacing.
8.3 MIDSHIP CALCULATIONS
8.3.1 DESIGN VERTICAL WAVE BENDING MOMENT
The appropriate hogging or sagging design hull vertical wave bending moment at mid ship
is given by the following:
MW = f1 f2 MWO , where
MWO = 0.1 C1 C2 L2 B(CB+0.7) kNm
CB is to be taken not less than 0.60
C1 = 10.75-((300-L)/100)1.5
C1 = 9.5006
C2 = 1
f1 = Ship service factors. For unrestricted sea going service f1=1.0
f2 = -1.1 for sagging (negative) moment
f2 = for hogging (positive) moment = 1.9CB/(CB+0.7)
f2 = 1.0374
MWO = 0.1*9.5006*1*(184) ^2*30.9*(0.84+0.7)
Mwo = 1532609 kNm
Mw = 1*1.0374*1532609
Mw = 1590057 kNm (hogging)
Mw = -1*1.1*1532609
Mw = -1685870 kNm (sagging)

8.3.2 MINIMUM HULL SECTION MODULUS

Zmin = f1*kL*C1*L2*B(CB+0.7) *10-6
kL= 1
Zmin = 0.98*1*9.704*1842*30.9(0.7+0.84) *10-6
Zmin = 15.105 m3
8.3.3 PERMISSIBLE STILL WATER BENDING MOMENT

Ms = FD σ ZD 10 3 – Mw kNm
FD = local scantling reduction factor for hull members above neutral axis = 1
MS = 1*175*15.105*103-1590057
MS = 1053347 kNm
8.3.4 HULL MOMENT OF INERTIA

Imin = 3*C1*L3*B*(CB+0.7)10-8 m4 (for vessels with L>=90m)
Imin = 84.6 m4
8.4 STRUCTURAL DESIGN

8.4.1 PLATING
A) STRENGTH DECK PLATING (LR rules Pt. 4, Ch. 1, Sec. 4, Tb. 1.4.1)
i. .Outside line of openings
Thickness is to be greater of the following:
(a) t = 0.001*s1[(0.059*L1) +7] √(FD/KL)
s1 = (460+L/0.6) = 766.66 mm
s1 = or 700, whichever is lesser
FD= σD/σ
FD = 1
kL = 1(high tensile steel factor)

t = 0.001*700[(0.059*184) +7] √ (1/1)

t = 12.49 mm
[b] t = 0.00083*s1√(L1*kL) +2.5
t = 10.38 mm
Selected t = 14 mm
ii. Inside line of opening

t = 0.00083*s1√(L1*kL) +2.5
t = 0.00083*700*√ (184*1) +2.5
t = 10.38 mm
Selected t, for deck plating = 12 mm
B) BOTTOM PLATING
1) Outer bottom plating
Thickness is to be greater of the following
[a] t = 0.001*s1[0.043*L1+10] √FB/kL (LRS, Pt 4, Ch. 1, Section 5, Table 1.5.2)
t = (0.001*700) *(0.043*184+10) √(1/1)
t = 12.53 mm
[b] t = 0.0052* s1 √(hT2*kL/(1.8-FB) (LRS, Pt 4,Ch. 1, Section 5, Table 1.5.2)
hT2 = (T + 0,5 Cw), in metres but need not be taken greater than 1.2T m
Cw is not to be taken less than 6.446 m
hT2 = 1.2*11.1 = 13.32 m
t = (0.0052*700)*√((13.32*1)/(1.8-1)))
t = 14.852 mm
t selected = 16 mm
2) Inner bottom plating (LRS, Pt 4,Ch. 1, Section 8.4)
The thickness of the inner bottom plating in the holds is not less than
t = 0.00136 (s + 660) √(k2LT) mm
t = 0.00136*(700+600) * √ (1*184*11.1)
t = 10.43 mm + 2 mm if no ceiling is given
Selected t = 14 mm

3) Keel Plating (LRS, Pt 4, Ch. 1, Section 5, Table 1.5.1)

Breadth of the plate keel= 70B mm but need not exceed 1800 mm and is not to be less than 750
mm.
70 x B = 2163 mm
Selected breadth = 1800 mm
Thickness t = Thickness of bottom plating + 2
t= 16 + 2 = 18 mm
4) Bilge Plating (LRS, Pt 4, Ch. 1, Section 5, Table 1.5.1)
Thickness of the bottom plating used t = 16 mm
Bilge Radius,
Recommendation for bilge radius of conventionally formed and very broad ships without rise of
floor
R = B x CK / (L/B +4) x CB2
R= (30.9*0.55/ (184/30.9+4) )*0.84^2
R= 1.21 m
C) SIDE SHELL PLATING
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 (LRS, Pt 4, Ch. 1, Section 5, Table 1.5.3)
i. Above D/2 from base (longitudinal framing)
The greater of the following
[a] t = 0.001 s1(0.059L1+7) √(FD/kL)
t = 0.001*700*(0.059*197+7) √ (1/1)
t = 12.49 mm
[b] t = 0.0042s1 √hT1 k
hT1 = T + Cw but not greater than 1.36 T
hT1 = 11.1+ 6.664
hT1 = 17.546 m
1.36 T = 15.096 m
hT1 = 15.096 m
Selected t = 14 mm

[ii] At upper turn of the bilge (longitudinal framing)

[a] t = 0.001s1 (0.059L1 + 7) √(FB/kL)
t = 0.001*700*(0.059*184+7)
t = 12.49 mm
[b] t = 0.0054s1 √(hT2k/(2-FB)
hT2 = T + 0.5Cw but need not be taken greater than 1.2T
T + 0.5Cw = 11.1+0.5*6.446 = 14.323
1.2 T = 1.2*11.1 = 13.32
hT2 = 13.32
t = 0.0054*700*√ ((13.32*1)/(2-1))
t = 13.79 mm
Selected t = 14 mm
[iii] Within D/4 from mid depth (transverse framing)
Thickness is greater of:
[a] t = 0.001s1 (0.059L1 + 7) √(FM/kL)
t = 0.001*700*(0.059*184+7) √ (1/1)
t = 12.49 mm
[b] t = 0.0051s1 √(hT1k/(2-FB)
t = 0.0051*700*√ ((15.096*1)/(2-1))
t =13.87 mm
Selected t for side shell = 14 mm
2) Sheer strake (longitudinal framing for saddle tank) (LRS, Pt 4,Ch. 1, Section 5, Table 1.5.3)
[a] t = 0.001s1 (0.059L1 + 7) √(FD/kL)
t = 0.001*700*(0.059*184+7) √ (1/1)
t = 12.49 mm
[b] t = 0.00083s1√Lk+2.5
t =0.00083*700*√ (184*1) +2.5
t = 10.38 mm
But t is not to be less than the adjacent side shell plating.

Selected t = 14 mm
D) MARGIN PLATE (LRS, Pt 4, Ch. 1, Section 8, 4.3)
A margin plate thickness should be 20 percent greater than the inner bottom plating
t = 18 mm
E) SADDLE TANK SLOPED BULKHEAD PLATING
(LRS, Pt 4, Ch. 1, Section 9, Table 1.9.1)
Thickness of the sloped bulkhead plating to be greater of the following
[a] t = 0.004 sf√h4 k mm but not less than 5.5 mm
f = 1.1 – s/2500S but not to be taken greater than 1
h4= load head in meters measured vertically as follows:

i. For watertight bulkhead plating, the distance from a point one-third of the height of the
plate above its lower edge to a point 0.91m above the bulkhead deck at side.
ii. For deep tank bulkhead plating, the distance from a point one-third of the height of the
plate above its lower edge to a point 0.91m above the bulkhead deck at side.
iii. For watertight bulkhead stiffeners or girders, the distance from the middle of the
effective length to a point 0.91m above the bulkhead deck at side.
iv. For deep tank bulkhead stiffeners or girders, the distance from the middle of the
effective length to the top of the tank, or half the distance to the top of the overflow,
whichever is the greater.
h4 = 11.11 m
t = 0.004*700*√13.32*1
t = 10.21 mm
Selected t = 12 mm
F) SADDLE TANK HORIZONTAL AND VERTICAL PLATE (LRS, Pt 4,Ch 7, Section 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 outside the line of opening
nor less than:
[a] t = 0.018s mm

t = 0.018*700
t = 12.6 mm
[b] t = 0.018s√FD/kD
t = 0.018*700*√ (1/1)
t = 12.6 mm
Selected t = 14 mm
60% of the thickness of the deck plate outside the line of opening = 60 x 14/100 = 8.4 mm
Selected t = 14 mm
G) HOPPER TANK SLOPED BULKHEAD PLATING LRS, Pt 4,Ch 1, Section 8)
The thickness of the inner bottom plating in the holds is to be not less than:
t = 0.00136(s+660) x 4√k2LT+2 mm, nor less than 6.5mm in hold and 7.5mm under hatchway if
no ceiling is fitted.
Therefore, if ceiling is fitted
t = 0.00136(700+660) x 4√(197*8.83) + 2 mm
t = 12.43 mm
Selected t = 14 mm
H) DOUBLE BOTTOM CENTER LINE GIRDER
The center girder is to have a depth of not less than that given by:
dDB = 28 x B + 205 x √T
= 1548.192 mm
dDB = 1600 mm (selected)
The center girder thickness is to be not less than:
t = (0.008 x dDB + 4) √k, nor less than 6.0 mm
= 16.8 mm
Selected t = 18 mm
I) DOUBLE BOTTOM SIDE GIRDER
Height of the double bottom = 1.6 m
Five side girders are given on either side of the center line
For watertight girders, the thickness is given by
t = (0.0075dDB + 2) mm
t = (0.0075*1600 + 2) mm

t = 14 mm
Selected t = 15 mm
J) WATERTIGHT FLOORS (LRS, Pt 4,Ch. 1, Section 8)
In longitudinal framed ships, plate floors are to be fitted under bulkhead and elsewhere at
spacing not exceeding 3.8m.
The thickness of the watertight floors in longitudinally framed ship is not to be less than:
[a] t = (0.008dDB + 3) √k
t = (0.008*1600 + 3) *1
t = 15.8 mm
[b] t = (0.009dDB + 1) k
t = (0.009*1600+1) *1
t = 15.4 mm
Selected t = 16 mm
J) NON-WATERTIGHT FLOORS (LRS, Pt 4,Ch. 1, Section 8)
The thickness of non-watertight plate floors is to be not less than:
t = (0.009dDB + 1) √k mm nor less than 6.0 mm.
The thickness need not be greater than 15 mm, but the ratio between the depth of the double
bottom and the thickness of the floor is not to exceed 130 √k.
t = 15.4 mm
Selected t = 16 mm
8.4.2 SECONDARY STIFFENERS

A) STRENGTH DECK LONGITUDINALS (LR rules Pt. 4, Ch. 1, Sec. 4, Tb. 1.4.3)
[a] Outside line of opening
Z = 0.043 s k hT1 le2 F1
le is not to be taken less than 1.5 m
le = 2.8 m
k=1
hT1 = L1/56 for type B ships
hT1 = 184/56
hT1 = 2.6285 m
F1 = 0.25c1

C1= 60/(225-165FD)
FD =1
C1 =1
F1 = 0.25
Z = 0.043*700*1*2.628*2.82*0.25
Z = 155.075 cm3
Section chosen: Bulb flat 260mm*11mm
Section Modulus: 162 cm3
[b] Inside line of opening
Z = s k (400h1 + 0.005 (le L2)2) x 10–4
h1 = weather head in meters
h1 = 1.2 +2.04E
E = Correction factor for height of the platform
E = [(0.0914+0.003L)/(D-T)] -1.5
E = ((0.0914+0.003*184)/(15.8-11.1))-1.5
E = - 1.4, but not to be less than 0
E=0
h1 = 1.2
Z = 126.5 cm3
Section chosen: Bulb flat 240mm*10.5mm
Section Modulus: 130.8 cm3
B) BOTTOM LONGITUDINAL (LRS, Pt 4,Ch. 1, Section 6, Table 1.6.2)
The greater of:
(a) Z = γ s k hT2 le2 F1 Fsb
γ = 0.002le1 + 0.046
le1 = le in metres, but is not to be taken less than 2.5 m and need not be taken greater than 5.0 m
le1 = 2.8 m
γ = 0.002*2.8 + 0.046
γ = 0.0516
F1 = 0.2
hT2 = T + 0.5Cw but need not be taken greater than 1.2T

T + 0.5Cw = 11.1+0.5*6.446 = 14.323

1.2 T = 1.2*11.1 = 13.32
hT2 = 13.32
Fsb = 1.05 for bottom longitudinal
Z = 0.051*700*1*13.32*2.82 *0.25*1.05
Z =754.4 cm3
(b) Z= γ s k hT3 le2 F1 Fsb
hT3 = h4 – 0,25T, in meters, at the base line
= h4, in meters, at and above T/4 from the base line, intermediate values by linear interpolation
h4 = load head
h4 = 11.1 m
hT3 = 11.1-0.25*11.1=8.32 m
Z = 0.051*700*1*8.32*2.82*0.25*1.05
Z = 495.07 cm3
Selected Z = 754.4 cm3
Section chosen: Bulb flat 430mm*19mm
C) INNER BOTTOM LONGITUDINAL
Inner bottom longitudinal are to have a section modulus not less than 85% rule value for bottom
longitudinal.
Z(Bottom longitudinal) = 754.39 cm3

Z(Inner bottom longitudinal) = 0.85*754.39 = 641.23 cm3
Selected section: Bulb flat 430mm*17mm

Section Modulus: 697.1 cm3
D) SIDE LONGITUDINAL (LRS, Pt 4,Ch. 1, Section 6, Table 1.6.1)
[i] Side longitudinal inside saddle tank

Z = 0.056 skhT1 le2 F1 Fs
hT1 = Cw(1-(h6/D2-T)

D2 = D, in metres, but need not be taken greater than 1.6T

1.6T = 1.6 * 11.1 = 17.76 m
h6 = Vertical distance from the waterline at draft T, to the longitudinal under construction. For
ease in calculation, h6 = 2.35m (from T to mid depth of saddle tank)
But 1 – (h6/(D2-T) is not to be less than 0.7
1-(2.35/ (17.76-11.1)) = 0.647

Criteria is not satisfied
Hence selecting value of h6 =1.41 (value satisfying criteria)
Cw is not to be taken less than 6.446 m
hT1 = 6.446(1-(1.41/17.76-11.1) = 4.51 m
F1 = 0.25
FS = 1
Z = 0.056*700*1*4.51*22*0.25*1 = 305.07 cm3
Section Selected: Bulb flat 320mm*14mm

Section modulus: 311.5 cm3
[ii] Side longitudinal in Hopper tanks
Z = 0.056 skhT1 le2 F1 Fs
hT1 = h6 + Cw(1-(h6/D2-T)
hT1 = 1.5 +6.446(1-(1.41/ (17.76-11.1))) = 5.92 m
Z = 0.056*700*1*5.92*2.82*0.25*1 = 400.41 cm3
Section Selected: Bulb flat 370mm*11mm
Section modulus: 401 cm3
E) TOP SIDE TANK BULKHEAD LONGITUDINAL (SADDLE TANK SLOPED

BULKHEAD LONGITUDINAL) (LRS, Pt 4,Ch. 7, Section 7)
Z = 0.01skh4 le2 cm3
h4 = 1.5 m
Z = 0.01*700*1*1.5*2*2 = 82.32 cm3
Section Selected: Bulb flat 240mm*10.5mm

Section modulus: 84.4 cm3
F) HOPPER TANK SLOPED BULKHEAD LONGITUDINAL
Hopper tank sloped bulkhead longitudinal having the required scantling is same for inner bottom
longitudinal.
Selected section: Bulb flat 430mm*17mm
8.4.3 PRIMARY STIFFENERS

A) TOP SIDE TANK STRUCTURE
[i] Deck Transverse
The section modulus and inertia of deck, shell and bulkhead transverses or stringers are to be not
less than:
Z = 7.5 k S h le2 cm3 (LRS, Pt 4, Ch. 7, Section 7)
k=1
S = 2.8 m
le = 6.18 m
h = the greater of the distance in m, from the middle of the effective length to the top of the tank,
or half the distance to the top of the overflow, or = 1.5m, whichever is greater.
h = 1.5m
Z = 7.5*1*2*1.5*6.18^2
3
Z = 1203.061 cm
The section selected is built up T section 700*120*14 mm
[ii] Saddle tank side shell transverse

Z = 7.5 k S h le2 cm3 (LRS, Pt 4, Ch. 7,
Section 7)
Le = 4*s
Le = 4*700
Z = 7.5*1*2*1.5*2.82
Z= 296.24 cm3
The section selected is built up T section 350*100*15 mm
[iii] Sloped bulkhead transverse in saddle tank

Z = 0.01skh4 le2 cm3 (LRS, Pt 4, Ch. 7, Section 7)

s =70
k=1
h4=1.5 m
Le= 7.4
Z= 0.01 * 70*1*1.5*7.4^2
Z= 574.98 cm3
The section selected is built up T -section 380*200*12 mm
B) BOTTOM STRUCTURE
[i] Side shell transverse (Hopper Tank) (LRS, Pt 4, Ch. 7, Section 7, Table 7.9.1)
Z = 11.71 ρkSh le2

h = distance, in meters, from the mid-point of the effective length to the upper deck at side.
ρ=1.025
K=1
S=2
H=1.5
Le=3.09
Z=11.71*1.025*1*2*1.5*3.09
Z = 481.345 cm3
[ii] Sloped bulkhead transverses (Hopper Tank)

Z = 11.71ρkSh1 le2
ρ =1.025
K =1
S =2
H =1.5
Le =3.09
Z=11.71*1.025*1.5*2*1.2*3.09
3
Z = 385.067 cm
The section selected is built up T- section 350*200*12 mm

[iii] Bilge plating transverses (Hopper Tank)

Z = 11.71ρkSh1 le2

K=1
S=2
H=1.5
Le=3.09
Z=11.71*1.025*1*2*1.2*3.09
Z= 481.334 cm3
8.5 PLATE THICKNESS

Item Thickness (mm)
Outer bottom plating 14

Inner bottom plating 12
Bilge plating 16
Keel plating 18
Main deck plating 14
Side shell plating 14
Sheer strake 14
Saddle tank bulkhead plating 12
Hopper tank bulkhead plating 14
Side girder 14
Centre girder 18
Margin plate 18
Table 8.1: Plate Thickness

8.6 SECTION SELECTION

Item (Secondary stiffeners) Designation Dimension
(mm x mm)
Outside line of opening Bulb Flat 260 x 11
Inside line of opening Bulb Flat 240 x 10.5
Bottom longitudinal Bulb Flat 430 x 19
Inner bottom longitudinal Bulb Flat 430 x 17
Side longitudinal inside saddle tank Bulb Flat 320*14
Side longitudinal inside hopper tank Bulb Flat 370 x 11
Bilge longitudinal Bulb Flat 430 x 19
Saddle tank sloped bulkhead longitudinal Bulb Flat 240 x 10.5

Hopper tank sloped bulkhead longitudinal Bulb Flat 430 x 17
Table 8.2 Section Selection of Secondary Stiffeners

Item (Primary stiffeners) Designation Dimension
Deck Transverse T-section 700 x 120 x 12
Saddle tank side shell transverse T-section 350 x 100 x 12
Sloped bulkhead transverse in saddle tank T-section 380 x 200 x 12
Side shell transverse (Hopper Tank) T-section 380 x 200 x 12
Sloped bulkhead transverses(Hopper Tank T-section 350 x 200 x 12
Bilge plating transverses (Hopper Tank) T-section 380 x 200 x 12
Table 8.3: Section Selection of Primary Stiffeners
8.7 SECTION MODULUS CALCULATION

Item B (cm) D (cm) Area (m2) Lever Ah (m2) Ah^2 (m3) Iown (m4)
(m)
keel plate 90 1.8 162 1 162 162.00 43.74
Outer
bottom plate 1091 1.6 1745.6 0.9 1571.04 1413.94 372.39
Inner bottom
plate 1082 1.4 1514.8 160.7 243428.36 39118937 247.42
Double
bottom
centre girder 0.9 160 144 80 11520 921600 307200
Side girder 1.4 160 224 80 53760 4300800 1433600
Margin plate 1.9 200.9 381.71 100.45 38342.7695 3851531 1283843
Bilge plate 381.81 1.6 610.896 183.6 112160.5056 20592668. 182.98
Side shell 1.4 635 889 1493 1327277 1981624561 29872252
Sheer strake
and side
shell clear of
sheer strake 1.4 470.54 658.756 1345 886026.82 1191706072 12154481
Main deck 1545 1.4 2163 1698.3 3673422.9 6238574111 353.29
Hopper tank
bulkhead
plating 566 1.4 792.4 392 310620.8 121763353 129.43
Saddle tank
bulkhead
plating 856 1.2 1027.2 1295 1330224 1722640080 123.26
10313.4 7988516 11325095292 45052892.75
Table 8.4: Section Modulus Calculation Part A
Longitudinal Number B D Area Lever Ah (m2) Ah^2 (m3) Iown (m4)

(cm) (cm) (m2) (m)
Bottom
longitudinals 12 1.9 43 980.4 21.5 21078.6 453189.90 151063.30
Inner bottom
longitudinals 12 1.7 43 877.2 139 121930.8 16948381.20 135161.90
Outside line
of opening 11 1.1 26 314.6 1576 495809.6 781395929.60 17722.47
Inside line of
opening 11 1.05 26 300.3 1576 473272.8 745877932.80 16916.90
Saddle tank
longitudinal 1 1 32 1.4 44.8 1160 51968 60282880.00 7.32
Saddle tank
longitudinal 2 1 32 1.4 44.8 1230 55104 67777920.00 7.32
Saddle tank
longitudinal 3 1 32 1.4 44.8 1301 58284.8 75828524.80 7.32
Saddle tank
longitudinal 4 1 32 1.4 44.8 1370 61376 84085120.00 7.32
Saddle tank
longitudinal 5 1 32 1.4 44.8 1440 64512 92897280.00 7.32
Saddle tank
longitudinal 6 1 32 1.4 44.8 1511 67692.8 102283820.80 7.32
Bilge
longitudinal 1 1 1.9 43 81.7 22 1797.4 39542.80 12588.61
Bilge
longitudinal 2 1 1.9 43 81.7 26 2124.2 55229.20 12588.61
Bilge
longitudinal 3 1 1.9 43 81.7 29 2369.3 68709.70 12588.61
Bilge
longitudinal 4 1 1.9 43 81.7 34 2777.8 94445.20 12588.61
Bilge
longitudinal 5 1 1.9 43 81.7 40 3268 130720.00 12588.61
Bilge
longitudinal 6 1 1.9 43 81.7 48 3921.6 188236.80 12588.61
Bilge
longitudinal 7 1 43 1.9 81.7 64 5228.8 334643.20 24.58
Bilge
longitudinal 8 1 43 1.9 81.7 95 7761.5 737342.50 24.58
Bilge
longitudinal 9 1 43 1.9 81.7 141 11519.7 1624277.70 24.58
Bilge
longitudinal 10 1 43 1.9 81.7 196 16013.2 3138587.20 24.58
Bilge
longitudinal 11 1 43 1.9 81.7 252 20588.4 5188276.80 24.58
Bilge
longitudinal 12 1 43 1.9 81.7 307 25081.9 7700143.30 24.58
Bilge
longitudinal 13 1 43 1.9 81.7 363 29657.1 10765527.30 24.58
Bilge
longitudinal 14
1 43 1.9 81.7 418 34150.6 14274950.80 24.58
Saddle tank
bulkhead
longitudinal 1 1 24 10.5 252 1160 292320 339091200.00 2315.25
Saddle tank
bulkhead
longitudinal 2 1 24 10.5 252 1190 299880 356857200.00 2315.25
Saddle tank
bulkhead
longitudinal 3 1 24 10.5 252 1220 307440 375076800.00 2315.25
Saddle tank
bulkhead
longitudinal 4 1 24 10.5 252 1250 315000 393750000.00 2315.25
Saddle tank
bulkhead
longitudinal 5 1 24 10.5 252 1280 322560 412876800.00 2315.25
Saddle tank
bulkhead
longitudinal 6 1 24 10.5 252 1311 330372 433117692.00 2315.25
Saddle tank
bulkhead
longitudinal 7 1 24 10.5 252 1342 338184 453842928.00 2315.25
Saddle tank
bulkhead
longitudinal 8 1 24 10.5 252 1372 345744 474360768.00 2315.25
Saddle tank
bulkhead
longitudinal 9 1 24 10.5 252 1401 353052 494625852.00 2315.25
Saddle tank
bulkhead
longitudinal 10 1 24 10.5 252 1432 360864 516757248.00 2315.25
Saddle tank
bulkhead
longitudinal 11 1 24 10.5 252 1462 368424 538635888.00 2315.25
Saddle tank
bulkhead
longitudinal 12 1 24 10.5 252 1493 376236 561720348.00 2315.25
Hopper tank
bulkhead
longitudinal 1 1 43 1.7 73.1 140 10234 1432760.00 17.60
Hopper tank
bulkhead
longitudinal 2 1 43 1.7 73.1 180 13158 2368440.00 17.60
Hopper tank
bulkhead
longitudinal 3 1 43 1.7 73.1 220 16082 3538040.00 17.60
Hopper tank
bulkhead 1 43 1.7 73.1 261 19079.1 4979645.10 17.60
longitudinal 4
Hopper tank
bulkhead
longitudinal 5
1 43 1.7 73.1 301 22003.1 6622933.10 17.60
Hopper tank
bulkhead
longitudinal 6 1 43 1.7 73.1 341 24927.1 8500141.10 17.60
Hopper tank
bulkhead
longitudinal 7 1 43 1.7 73.1 381 27851.1 10611269.10 17.60
Hopper tank
bulkhead
longitudinal 8 1 43 1.7 73.1 421 30775.1 12956317.10 17.60
5232.1 5811474.40 7473893881.10 424560.58
Table 8.5: Section Modulus Calculation Part B
ε Area = 18182.162 cm2

ε Area*lever = 13769215.5 cm3
ε Area*lever^2 = 13769215.5 cm4
ε Iown = 45477372.725 cm4
Yna = 757.292 cm From Keel
Yna = 941.707 cm From Deck
Ira = 18831510228.7 cm4
Ina = 8404186165 cm4
Z deck = 17848825.56 cm3
Z keel = 22195349.38 cm3
Zmin = 15105169.13 cm3
CHAPTER 9
DESIGN OVERVIEW
9.1 GENERAL
The ship is a general cargo vessel of deadweight 45000t whose form is shown in Sheet
No 1. The main particulars of the ship are given below.
9.1.1 MAIN PARTICULARS

LOA 190.7
LBP 184 m
B (mld) 30.9 m
D (mld) 15.8 m
T (mld) 11.1 m
Deadweight 45000 t
Speed 14 kn
Total Complement 25
Radius of Action 1450
Type Bulk Carrier
Table 9.1: Main Particulars of vessel
9.1.2 PURPOSE
This Bulk carrier vessel is required to transport cargo from Mumbai to Jebel Ali Port, UAE
9.1.3 DESCRIPTION
The ship have mixed framing system with main deck, sheer strake, wing tank sloped
bulkheads, bottom plating etc. are longitudinally framed and the side shell is transversely framed.
The ship has eight watertight transverse bulkheads. A double bottom is arranged from the fore
peak bulkhead to engine room bulkhead. The engine room and accommodation are arranged aft.
There are six holds .Water tight single pull hatch covers are provided for the main deck hatch
openings.
9.1.4 CAPACITY
The capacities of the various holds and tanks for stores and ballast are given in table 9.2.
Cargo holds 51407.9 m3
Water ballast 13542.8 m3
Heavy fuel 218.4 m3
Diesel Fuel 124.2 m3
Lube Oil 11.2 m3
Fresh water 17 m3
table 9.2 - Final Capacity
9.1.5 COMPLEMENT OF THE SHIP
The complement of the ship is given in table 5.1
9.2 HULL CONSTRUCTION.

9.2.1 GENERAL
The vessel is all welded with a forecastle. The bottom and the decks are longitudinally
framed while the side shell is transversely framed. The engine room is located aft. The entire stem
is fabricated out of rolled steel plates shaped to follow the contour of the ship lines and stiffened
internally by brackets. A transom type stern has been incorporated. The stern frame is adequately
strengthened internally by brackets and deep floors to take the rudder and fittings.
9.2.2 SHELL PLATING, FRAMING Etc

The calculations for the plating and framing are done in accordance with Lloyd‟s Register
of Shipping rules. The secondary frame spacing is 700mm. Primary spacing is 4s.
9.2.3 DOUBLE BOTTOM

The double bottom is all welded and is strengthened in the holds for heavy cargoes. Ballast
water tanks are provided. Both the outer bottom plating and inner bottom platings are
longitudinally stiffened. Total six side girders are provided.
9.2.4 DECK AND TANKTOP
They are longitudinally framed. The corners of all openings are well rounded. Deck is of
welded construction and deck machinery, bollards, fair leads, cranes, boat stowage etc. are
reinforced underneath.
9.2.5 BULKHEADS
There are eight watertight bulkheads. They are of vertical plane type with stiffeners and
plating as per LRS rules.
necessary.
9.3 HULL OUTFITS
9.3.1 SUPERSTUCTURE
The Superstructure is completely welded. The scantlings are according to LRS rules.
Minimum height of superstructure deck is 2.3. Steel structures connected to aluminium are either
galvanized. The surfaces are painted with approved joining material. All access to tanks and W.T
compartments are according to LRS rules.
9.3.2 HATCH COVERS
Single pull multi-panel hatch covers are selected. Hatch covers on weather-exposed decks
are watertight.
9.3.3 DOORS
All doors situated on front and sides of superstructure are of watertight construction. All
doors opening out of accommodation are self-closing. Doors opening into the engine room casing
are of steel, gastight and self-closing type. Doors opening into toilets are of aluminium, self-
closing type. Doors opening into provision stores, CO2 room, galley, steering gear room are
weather tight steel doors.
9.3.4 MAST
Masts are of fabricated tubular steel construction with adequate stiffeners and suitably
staged.
9.3.5 RUDDER
The rudder is streamlined and of semi balanced horn rudder type made of double plated
construction, fabricated from welded steel plates. The rudderstock is connected to the rudder by
means of a horizontal flanged coupling. The space between rudder and side plates is coated with
bituminous composition.
9.3.6 BULWARK
All welded 10mm thickness with bulb plate on top. In way of fairleads and mooring
chocks the bulwark plating is of extra thickness and is well stiffened.
9.3.7 FUNNEL
The funnel is of a rectangular shape. It has ladders for access to the top from inside. The
exhaust gas boiler and silencer is fitted inside the funnel.
9.3.8 HAND RAILS, STANCHIONS
Handrails are provided along the sides. Stanchions are of 1 m height and are spaced 1m
apart.
9.3.9 ACCOMODATION LADDER
Two accommodation ladders of aluminium 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 aluminium and stainless steel handrails.
9.3.10 ANCHOR, CHAIN CABLES

Two stalkless bower anchor Is installed, having 4890 kg total weight. Stud link cables are
used for bower anchors, which have a total length of 550 m. with diameter of mild steel (grade 1)
70mm.
9.4 ENGINE ROOM INSTALLATION
9.4.1 GENERAL
a) The vessel will be propelled by a diesel engine, directly coupled to a fixed pitch propeller.
b) The auxiliary machinery in the engine room will mainly be engine driven. Electric power will
be supplied by two electric generating sets. Electric power during normal sea service to be
supplied by one generating set. Engine specification is given in table 9.3
Manufacturer MAN B&W

Engine series/ model S70MC - C
Power 7450 kW
Bore 700mm
Stroke 2800mm
No. of Cylinders 6
Rated rpm 68
table 9.3 :Main Engine Specification
9.4.2 PROPELLER
Propeller to be well finished and statically balanced.The propeller specifications are given
below.
Type Wageningen B series
No. of propellers 1
Propeller diameter 6.7
Blade area ratio 0.45
Pitch diameter ratio 0.7
Speed of Rotation 68 rpm
Velocity of advance 3.97
Open water efficiency 0.56
Relative rotative efficiency 1.02
table 9.4 :Propeller Particulars
CHAPTER 10
CONCLUSION
This project is about the design of a 45000 deadweight bulk carrier with 14 knots service
speed. This vessel classified under Lloyd’s Register is expected to carry Copper cathode from
Mumbai port of India and during her return voyage, she is expected to carry Bitumen from Jebel
Ali Port of UAE. The ship is intended to cover a distance of 1450 Nautical miles with 25 crew
onboard. Dimension fixing is done to satisfy the deadweight first and it is checked for freeboard,
capacity and stability. Empirical formulae are used for these calculations. Iterations are also
carried out to check the obtained results. The lines are developed using B.S.R.A method.
Corrections are done to modify the stern to transom. A bulb is also added to the design to reduce
wave resistance.
Resistance calculations are done using Holtrop and Mennen method in the preliminary
stage. Due to some inconveniences, Guldhammer Harvald method was used for final calculations
instead of Holtrop and Mennon method. The powering calculations are done manually.
Wageningen B-series was used to derive propeller offsets.
The general arrangement of the vessel is carried out by considering various requirements
both in terms of manpower as well as amenities. The number of crew and the spaces allocated for
various purpose are fixed on the basis of Maritime law of India Regulations. The capacities of the
holds for carriage of bulk cargo and other tank capacities for carriage of fuel and ballast are
calculated manually by using empirical relations based on existing data. The capacity calculation
was found to be satisfied for the carriage of bulk cargo in the designed vessel. Trim calculations
for various loading conditions are carried out manually. Five loading condtions are analysed. IMO
criteria for all five conditions were checked and satisfied.
Mid ship section design is carried out using Lloyd’s Register of Shipping rules and the
scantlings are provided which ensure the required rule of section modulus.
On the whole the attempt is made towards the design of the vessel under the available data
from existing vessels. Further iterations on the above design spiral are necessary in all the areas of
the vessel before arriving at the optimum results.
REFERENCES
[1] Thomas Lamb, Ship Design and construction, Vol. 1 and 2, 2003
[2] Apostolos Papanikolaou, Ship Design Methodologies of Preliminary Design, 2014
[3] Myung-Il Roh and Kyu-Yeul Lee, Computational Ship Design, 2018
[4] H. Schneekluth and V. Bertram, Ship Design for Efficiency and Economy Second
edition, 1998
[5] D.G.M Watson, Practical Ship Design, Vol 1, 1998
[6] Prof. Manuel Ventura, Estimation Methods
[7] Prof. Dr. Galal Younis, Lectures on Powering and Propulsion
[8] MWC Oosterweld and P Van Oossanen, Computer analysed data of Wageningen B
screw series
[9] BSRA report No. 333
[10] Vessel Register DNV GL
[11] E. Lehmann, MBockenhauer, W. Fricke, H j Hansen, Structural Design aspects of
Bulk carriers, Vol 24, 1997
[12] Captain D R Derrett, Ship Stability for Master and Mates, Fifth edition, 1999
[13] Owen F Hughes, Jeom Kee Paik, Ship Structural Analysis and Design, 2010
[14] K J Rawson, E C Tupper, Basic Ship Theory, Fifth edition, Vol 1, 2001
[15] Rules and Regulations for the Classification of Ships, Lloyd’s Register, July 2020
[Appendix A]
Lines plan of the vessel
[Appendix B]
[Appendix C]
[Appendix D]

Design of 45000 DWT Bulkcarrier of 14 Knots Service Speed

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Design of 45000 DWT Bulkcarrier of 14 Knots Service Speed

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DESIGN OF 45000 DWT BULKCARRIER OF 14 KNOTS SERVICE SPEED

In partial fulfillment of the requirement for the degree

BACHELOR OF TECHNOLOGY IN NAVAL ARCHITECTURE AND

DEPARTMENT OF NAVAL ARCHITECTURE AND SHIPBUILDING

SREE NARAYANA GURUKULAM COLLEGE OF ENGINEERING

APJ ABDUL KALAM TECHNOLOGICAL UNIVERSITY

DEPARTMENT OF NAVAL ARCHITECTURE AND

This is to certify that the report DESIGN OF 45000 DWT BULKCARRIER OF 14

Asst. Prof. AMAL M Prof. Dr. SATHEESH BABU P K

PROJECT GUIDE HEAD OF THE DEPARTMENT

List of figures xii

1.1 BULK CARRIER

1.2 TYPES OF BULK CARRIER

1.3 BULK CARGOES

1.3.1 DRY BULK SHIPPING

1.4 UNIQUE FEATURES OF BULK CARRIERS

1.5 RULES AND REGULATIONS FOR BULK CARRIERS

1.6 SCOPE OF THE PROJECT

1.8 DESIGN PROCEDURE

Chapter 2. FIXING OF MAIN DIMENSIONS 9

2.1 PRELIMINARY INVESTIGATION

2.1.1 MISSION ANALYSIS

2.1.2 SELECTION OF TRADE ROUTE

2.1.3 CARGO DESCRIPTION

2.1.4 RADIUS OF ACTION

2.2 PARENT SHIP DATA COLLECTION

2.2.1 GRAPHS OF MAIN DIMENSIONAL RATIOS

2.3 PRELIMINARY CHECKS

2.4 FREEBOARD CHECK

2.4.1 CALCULATION OF TABULAR FREEBOARD

2.4.2 CORRECTIONS FOR FREEBOARD

2.5 PRELIMINARY STABILITY CHECK

2.6 CHECK FOR CAPACITY

Chapter 3. HULL GEOMETRY 35

3.1 FAIRED OFFSET AND LINES PLAN

3.1.1 DEVELOPMENT OF FINAL LINES

3.1.2 MODIFICATION OF THE STANDARD LINES

3.1.3 PARALLEL MIDDLE BODY AND HALF ANGLE OF ENTRANCE

3.1.4 DERIVATION OF OFFSET TABLE

3.2 SECTIONAL AREA CURVE

3.3 BONJEAN AND HYDROSTATICS CURVES

3.3.1 BONJEAN CURVES

3.3.2 HYDROSTATIC CURVES

Chapter 4. RESISTANCE AND POWERING 46

4.2 POWERING AND PROPELLER DESIGN

4.2.1 PROPULSION SYSTEM

4.2.3 CALCULATION OF QPC

4.2.4 INITIAL PROPELLER DESIGN

4.2.5 PROPULSIVE PARAMETERS

4.3 SELECTION OF MAIN ENGINE

Chapter 5. GENERAL ARRANGEMENT 58

5.2 LOCATION OF MACHINARY SPACE

5.2.1 MINIMUM NUMBER OF BULKHEADS

5.2.2 DOUBLE BOTTOM HEIGHT

5.2.3 POSITION OF FRAMES

5.2.5 LENGTH OF CARGO SPACE

5.2.6 LENGTH OF EACH CARGO HOLD

5.2.7 LENGTH OF HATCH OPENING

5.2.8 BREADTH OF HATCH OPENING

5.3 MINIMUM BOW HEIGHT

5.5 EQUIPMENT NUMBER

5.6 ANCHOR CHAIN AND CHAIN LOCKER

5.7 CREW AND ACCOMODATION