T. S.

RAHAMAN Class:- IMU DNS

Sem:- 2
Sub:- ShipCon
Unit:- 1
 General Cargo Ship
• Cargo liners are vessels designed • The oil fuel bunkers and settling tanks are
to carry a variety of cargoes arranged adjacent to, or at the side of, the
between specific ports. It is machinery space. together at the fore and
usual in these ships to carry a
cargo of a 'general' nature, i.e., after ends.
an accumulation of smaller • The cargo space is divided into lower holds
loads from different sources, and compartments between the decks, or
although many have refrigerated 'tween decks. Many ships have three
compartments capable of decks, thus forming upper and lower 'tween
carrying perishable cargoes such decks. This system allows different cargoes to
as meat, fruit and fish. These
vessels are termed reefers..These be carried in different compartments and
ships are designed to run at reduces the possibility of crushing the cargo.
speeds of between 15 knots Access to the cargo compartments is
and 20 knots. provided by means of large hatchways
• At the extreme fore end is a tank • Hatchways are closed by steel covers.
known as the fore peak which Suitable cargo handling equipment is
may be used to carry water
ballast or fresh water. Above provided in the form of either derricks or
this tank is a chain locker and cranes. Heavy lift equipment is usually fitted
store space. At the after end is a in way of one hatch.
tank known as the after peak • A forecastle is fitted to reduce the amount
which is used to carry ballast or of water shipped forward and to provide
sometimes fesh water. adequate working space for handling ropes
• Between the peak bulkheads is
Name of Faculty: Capt. Rohinton Irani
a continuous tank top forming a and cables.
 T. S. RAHAMAN Class:- IMU DNS
Sem:- 2
OBJECTIVE / TOPIC: Sub:- ShipCon
Unit:- 1

BULK CARRIERS: SKETCH AND LABEL AN ELEVATION

(PROFILE VIEW) OF A GEARLESS BULK CARRIER AND
A GEARED BULK CARRIER.
-SHOW CROSS SECTION VIEWS OF A LOADED CARGO
HOLD.
-SHOW CROSS SECTION VIEWS OF A HEAVY BALLAST
HOLD AND TST AND DB TANKS

Name of Faculty: Capt. Rohinton Irani 1

Name of Faculty: Capt. Rohinton Irani
Slide 5
Gearless Bulk Carrier
• Bulk carriers are vessels built to • Ships designed to carry lighter cargoes
carry such cargoes as ore, coal, such as grain(General Bulk Carrier) the
grain and sugar in large longitudinal bulk head in cargo spaces
quantities. is not necessary. Instead hopper
• A common dry bulk carrier has a plates are fitted at the bottom sides to
clear main deck with the machinery facilitate the discharge of cargo, either
room and superstructure located aft by suction or grabs. The spaces at the
and a continuous, unbroken cargo sides of the hatches are plated in as
shown in Figure to give self trimming
space forward of machinery space. properties. The space so created is
They are single deck vessel having called topside tank and is used for
long, wide hatches which allow fast carrying water ballast. Some bulk
loading and discharging and are carriers are built with alternate long and
closed by steel covers. short compartments. Thus if a heavy
• The, double bottom runs from cargo such as iron ore is carried, it is
stem to stem. In ships designed loaded into the short holds.
for heavy cargos such as iron ore
the double bottom is very deep
and longitudinal bulkheads are
fitted to restrict the cargo
movement in holds.. This system
raises the center of gravity of the
ore, resulting in a more comfortable
ship. The double bottom and the
wing tank compartments may be
used as ballast tanks for the return
voyage. Some vessels, however, are
designed to carry oil in these
tanks(oil/ore carrier). Name of Faculty: Capt. Rohinton Irani
 GEAR-LESS BULK CARRIER - PROFILE
Main Radio Main
Whip Antenna Mast
Emergency
Monkey Island Radio
Bridge Hatch
Whip Antenna
Covers
Porthole Focsle
Hatch Hawse
store
Pipe
Deck Coamings
House Fore Mast
Poop Focsle
deck Anchor
Transo 8 7 10
m A.Pk. No.4 No.3 No.2 No.1
HOLD HOLD
Stern Tank E.Rm 6 HOLD HOLD
5 5 1
9 5 5
Rudder + F.Pk. Bulbous
Rudder 11 13 2 Bow
3 Tank
stock
12
Propellor + Tail shaft 4

Name of Faculty: Capt. Rohinton Irani 1

5
 1. Collision bulkhead
2. Tank-top
3. Double bottom tanks
4. Bottom hull plating
5. Cargo loaded in the hold
6. Engine room For’d bulkhead
7. Engine room Aft bulkhead
8. Steering gear compartment and aft store
9. Stern Tube Cooling Water tank
10. Accommodation ladder
11. Main engine
12. Fuel DB Tank
13. Pump room
Name of Faculty: Capt. Rohinton Irani 1
6
 Types of Bulk Carrier

According to Size: • Double Bottom-Single Hull Bulk

• Handysize: 10,000 DWT to 30,000 DWT Carrier: These ships have a single
hull, but are provided with a double
• Handymax: 35,000 DWT to 60,000 DWT bottom or a tank top throughout its
• Panamax: 60,000 DWT to 80,000 DWT length (from aft of the forward
collision bulkhead to the aft peak
• Capesize: 80,000 DWT and over.
bulkhead). The double bottom
According to Structural Properties: spaces are used for storage of
• Single Bottom Bulk Carrier: These type ballast and duct keel for passage of
of bulk carrier ships do not have a pipelines.
double bottom, and the only barrier • Double Hull Bulk Carrier: The use of
between the sea and the cargo is the double hull in bulk carrier designs
outer bottom plate. Bulk carriers under have increased rapidly over the last
120 m length do not require a double ten years. The wing tanks at the
bottom as per structural requirements, sides are an added advantage, and
but today, ship designers still prefer to provide more marginal ballast, and
avoid single bottoms in order to prevent better control on the stability of the
contact of cargo with sea water in case ship.
of structural damages
•
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Double Bottom-Single hull Bulk Carrier
Double Hull Bulk Carrier

Name of Faculty: Capt. Rohinton Irani

Based on the type of cargo carried and the size, there are some commercial
terms used for nomenclature of bulk carriers, as discussed below:

OBO Carriers: Ore-Bulk-Oil Carriers have holds such arranged that they can
carry ore, solid dry bulk, and oil in the same voyage, without interference
between each cargo type. We will discuss the design of these bulk carriers in
a later stage of this article.

O/O Carriers: Ore and Oil carriers can carry a combination of ore and oil in
the same voyage. These vessels need to comply with special codes that are
to be followed for containment and transportation of oil at sea.

VLOC: Very Large Ore Carrier.

VLBC: Very Large Bulk Carrier.
ULOC: Ultra Large Ore Carrier.

Name of Faculty: Capt. Rohinton Irani

Types of Bulk Carriers

Name of Faculty: Capt. Rohinton Irani

 GEARED BULK CARRIER - PROFILE
Main Radio Main
Whip Antenna Mast
Emergency
Monkey Island Radio
Bridge 17 Whip Antenna
Porthole
16 Focsle Hawse
store
Pipe
18 Fore Mast
Poop 15 Focsle
deck Anchor
Transo 8 10
A.Pk. 7 No.4 No.3 No.2 No.1
m HOLD HOLD
Tank E.Rm
Stern 6 HOLD HOLD
5 5 5 1
9 5
Rudder + F.Pk. Bulbous
Rudder 11 13 2 Bow
3 Tank
stock
12
Propellor + Tail shaft 4

Name of Faculty: Capt. Rohinton Irani 22

1. Collision bulkhead 9. Stern Tube Cooling
2. Tank-top Water (STCW) tank
3. Double bottom tanks 10. Accommodation ladder
4. Bottom hull plating 11. Main engine
5. Cargo loaded in the 12. Fuel DB Tank
lower hold 13. Pump room
6. Engine room For’d 14. Crane machinery
bulkhead housing
7. Engine room Aft 15. Crane pedestal
bulkhead 16. Crane operator’s cabin
8. Steering gear room and 17. Crane jib
aft store 18. Hatch coaming

Name of Faculty: Capt. Rohinton Irani 23

Bulk Carrier- View of Cargo Hold
 LOADED BULK CARRIER
– CROSS SECTION VIEW

TST TST
(P) (S)

BULK CARGO

DB (P) DB (S)
PIPE TUNNEL / DUCT KEEL
Name of Faculty: Capt. Rohinton Irani 26
 BULK CARRIER IN BALLAST
– CROSS SECTION VIEW

TST TST
(P) (S)

DB (P) DB (S)
PIPE TUNNEL / DUCT KEEL
Name of Faculty: Capt. Rohinton Irani 27
 BULK CARRIER IN BALLAST
– CROSS SECTION VIEW

TST TST
(P) HEAVY BALLAST (S)
CARGO HOLD
WITH BALLAST
WATER

PIPE TUNNEL / DUCT KEEL

DB (P) DB (S)

Name of Faculty: Capt. Rohinton Irani 28

Bulk carrier cargo hold

https://www.youtube.com/watch?v=6v8NwwJ-DPA

Questions:

1.

Name of Faculty: Capt. Rohinton Irani 29

T. S. RAHAMAN Class:- IMU DNS
Sem:- 2
Sub:- ShipCon
Unit:- 1
 1. Collision bulkhead
1.2: Double Hull Tanker 2. Tank-top Main
- Profile, and, 3. Double bottom WB tanks Mast
4. Bottom hull plating
- Plan View 5. Side hull plating Bridge
6. Wing WB tanks (S)
7. Inner skin (bulkhead)
Fore High rise 8. Longitudinal bulkhead
PV valve 9. Transverse bulkhead
Mast 10. Pump Room
Focsle Poop
Pipelines on deck 10
Focsle store deck
Profile View Strng Gear Rm

Cofferdam
F.Pk. Cofferdam
Tank Engine
1 E Room
2 Rudder
3
4
5 Plan View
6
No.1 S COT No.2 S COT 7No.3 S COT No.4 S COT

Cofferdam
8
Cofferdam

Engine
9 Room
No.1 P COT No.2 P COT No.3 P COT No.4 P COT
6
Name of Faculty: Capt. Rohinton Irani
Cross Section of a Double hulled Tankers
 T. S. RAHAMAN Class:- IMU DNS
Sem:- 2
OBJECTIVE / TOPIC: Sub:- ShipCon
Unit:- 1

1.3: SKETCH AND LABEL AN ELEVATION

OF A TYPICAL GAS CARRIER, SHOWING
CONTAINMENT SYSTEMS,
COMPRESSOR ROOMS, COFFERDAMS,
ENGINE-ROOM, BUNKER AND PEAK
TANKS, BALLAST TANKS.

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7
 Gas Carriers
The discovery of large reservoirs of natural gas has led to the building
of vessels equipped to carry the gas in liquefied form. But there are
conditions related to pressure and temperature that need to be
n.
maintained for the above to be carried out without posing threat to life,
environment, and cargo. At least one of the following conditions need
to be complied with, for transportation of gases in liquified form
•The gas should be pressurized at ambient temperature.
•The gas should be fully refrigerated at its boiling point. This
condition is called fully-refrigerated condition.
•The gas must be semi-refrigerated to a reduced temperature and
pressurized

The majority of gas carried on ships in this way is

1. Liquefied Petroleum Gas (LPG):

Petroleum hydrocarbon products such as Propane and Butane, and
mixtures of both have been categorized by the oil industry as LPG. It is
widely used in domestic and industrial purposes today. The most
important property of LPG is that it is suitable for being pressurized
into liquid form and transported. Boiling point of LPG rangers from -30
Name of Faculty: Capt. Rohinton Irani
degree Celsius to -48 degree celsius.
 Gas Carriers

2. Liquefied Natural Gas (LNG):

Natural gas which comprise mainly of methane from which impurities like sulphur
and carbon-dioxide have been removed, is called Liquefied Natural Gas. After
removal of impurities, it is cooled to its boiling point (-165 degree Celsius), at or
almost at atmospheric pressure. Note here, that unlike LPG, LNG is cooled to low
temperatures but not pressurised much above atmospheric pressure. This is what
makes the design of LNG carriers slightly different from LPG carriers. LNG, at this
condition is transported as liquid methane.

Since low carbon steel becomes extremely brittle at low temperatures, separate
containers must be built within the hull and insulated from the hull. Several
different systems are available,.

Name of Faculty: Capt. Rohinton Irani

CARGO CONTAINMENT SYSTEMS ON GAS CARRIERS
Integral Tanks:
These are the tanks that form a primary structural part
of the ship and are influenced by the loads coming
onto the hull structure. They are mainly used for cases
when LPG is to be carried at conditions close to
atmospheric condition, for example – Butane. That is
because, in this case, there are no requirements for
expansion or contraction of the tank structure.
Independent Tanks:
These tanks are self-supporting in nature, and they do
not form an integral part of the hull structure. Hence,
they do not contribute to the overall strength of the hull
girder.
Type ‘A’ Tanks: These tanks are designed using
the traditional method of ship structural design.
LPG at near-atmospheric conditions or LNG can
be carried in these tanks. The design pressure of
Type A tanks is less than 700 mbar. The figures
above show the general arrangement of a liquid
methane carrier with Type ‘A’ tanks.
The most notable and distinguishing feature of Type ‘A’ tanks is that the IGC Code
specifies that Type ‘A’ tanks must have a secondary barrier to contain any leakage
for at least 15 days. The secondary barrier must be a complete barrier of such
capacity that it is sufficient to contain the entire tank volume at any heel angle.
Often, this secondary barrier comprises of the spaces in the ship’s hull as shown
in the figure above.
Type ‘B’ Tanks: The concept behind the design of such tanks is to have such a
structure in which a crack can be detected long before the actual failure. This
allows a time margin before the actual failure occurs.

The tank structure is spherical in shape, and it is so positioned in the ship’s hull
that only half or a greater portion of the sphere is under the main deck level. The
outer surface of the tank plating is provided with external insulation, and the
portion of the tank above the main deck level is protected by a weather protective
layer. A vertical tubular support is led from the top of the tank to the bottom,
which houses the piping and the access rungs.

As evident from the layout, any leakage in the tank would cause the spill to
accumulate on the drip tray below the tank. The drip pan and the equatorial
LNG is usually carried in this type of tanks. A flexible foundation allows free
expansion and contraction according to thermal conditions, and such
dimensional changes do not interact with the primary hull structure, as shown in
Figure 5.
Type ‘C’ Tanks: These tanks are designed for pressure in tanks in ranges above
2000 mbar. The most common shapes for these tanks are cylindrical and bi-lobe.
Though Type ‘C’ tanks are used in both, LPG and LNG carriers, it is the dominant
design in LNG carriers
These types of tanks do not require a secondary barrier. Rather, to detect the
leakage of cargo from the tanks, the hold space is filled with inert gas or dry air.
Sensors placed in the hold space can detect the change in composition of the
inert gas or dry air due to fuel vapour, and leakages can hence be detected and
prevented. Bilobe tanks at the forward end of the ship are tapered at the end
Unlike independent tanks, membrane tanks are non-self-supporting structures.
Their primary barrier consists of a thin layer of membrane (0.7 to 1.5 mm thick).
The membrane is supported to the inner hull structure through an insulation that
can range upto 10 mm thickness as per IMO IGC Code. These type of tanks are
designed in such a way that the expansions and contractions due to thermal
fluctuations are compensated by not allowing the stress to be taken up by the
membrane itself. Membrane tanks are primarily used for LNG cargo.
CONTAINER SHIPS

https://youtu.be/ll6grr0dZ40

50
Name of Faculty: Capt. Rohinton Irani 51
 Bay 10 / 11 Bay 09

Cross section view Cross section view

of a container ship of a container ship
Upper deck Passage Upper deck Passage

Hatch Covers P/C/S Hatch Covers P/C/S

Under deck Passage Under deck Passage

Wing Tanks / Wing Tanks /

Anti-Heeling Tanks Anti-Heeling Tanks
DB Tanks DB Tanks

Cross section / Midship section view

52
Name of Faculty: Capt. Rohinton Irani 53
Name of Faculty: Capt. Rohinton Irani 54
Hatchless Container Ships
• Recently hatchless container ships are in operation and
can be considered as a revolutionary change in the field of
cargo ship design.
This can be understood well if we look into the
disadvantages of having hatch covered container ship.
➢ Deadweight can be increased by eliminating the weight of
the heavy hatch covers.
➢ Since hatch covers are located high their removal
improves stability.
➢ Port operations can take place swiftly eliminating the time
for opening and closing of hatch covers.
➢ Individual vertical stacks can be removed without
disturbing the others. Whereas previously the containers
on the hatch had to be removed first in order to get to the
containers below the deck.
➢ Securing of containers has become easier in contrast with
a conventional container ship
Name of Faculty: where
Capt. Rohinton Irani the containers above 55
Disadvantages

• It cannot prevent the flow of green water into the holds

which leads to internal structural damage.
• When empty it is subjected to torsion and hence these
ships have relatively large torsion boxes.
• Water entering the holds need to be removed via a proper
drainage system or else it may cause a free surface
effect.

Name of Faculty: Capt. Rohinton Irani 56

10 rows
across

11 rows
across

Where there are odd number of rows the middle row is numbered “00”
57
a)Container Number: The container number/registration number is a 6 digit number
followed by a check digit assigned by the operator or the owner for its unique
identification.
b) Container Code: It contains four letters and four alphanumeric characters. The
first three capital letters indicates the owner code. The fourth letter is the equipment
category code. The last four alphanumeric represents the size and the type code.
The first two numbers which is the size code indicates the length and height of the
containers whereas the last two characters, called the type code gives us an idea
about the type of the container and its special features. So if the first number is 2 it
means the container is 20’ long and if its 4 the container is 40’ long.
Name of Faculty: Capt. Rohinton Irani 58
The height of the container can be determined as follows:
0=8’0’’
2=8’6’’ for 20’ containers
3=8’6’’ for 40’ containers
4=9’6’’
Containers loaded on the vessel can be of different types like closed and ventilated
containers, open top containers, refrigerated and tank containers. Each type is
assigned a special character. For example the letter ‘G’ means closed general
purpose containers and the letter ‘U’ means open top containers. Let us look at an
example of marking:
WHLU 021163[7]
22G1
WHLU is the owner code where WHL means WAN HAI LINES. The letter ‘U’ is the
equipment category identifier and normally used for all freight containers. 021163 is
the Serial number and the number 7 is the check digit number.
This container is 20’ long (2), 8’6’’ high (2). It is a closed general purpose container
(G) with passive vents in the upper part (1).
CSC PLATE
Any container used for international transport must be fitted with a valid safety approval
plate (CSC Plate). This metal plate of 200mmx100mm is fastened to every shipping
container at the time of manufacture and is typically riveted to the outside of the left
door.
Name of Faculty: Capt. Rohinton Irani 59
The height of the container can be determined as follows:
0=8’0’’
2=8’6’’ for 20’ containers
3=8’6’’ for 40’ containers
4=9’6’’
Containers loaded on the vessel can be of different types like closed and ventilated
containers, open top containers, refrigerated and tank containers. Each type is assigned
a special character. For example the letter ‘G’ means closed general purpose containers
and the letter ‘U’ means open top containers. Let us look at an example of marking:
WHLU 021163[7]
22G1
WHLU is the owner code where WHL means WAN HAI LINES. The letter ‘U’ is the
equipment category identifier and normally used for all freight containers. 021163 is the
Serial number and the number 7 is the check digit number.
This container is 20’ long (2), 8’6’’ high (2). It is a closed general purpose container (G)
with passive vents in the upper part (1).

Name of Faculty: Capt. Rohinton Irani

 T. S. RAHAMAN Class:- IMU DNS
Sem:- 2
OBJECTIVE / TOPIC: Sub:- ShipCon
Unit:- 1
1.5: SKETCH AND LABEL A PROFILE VIEW
OF A CAR CARRIER SHOWING:

• MID SHIP RAMP ARRANGEMENT,

• STERN RAMP ARRANGEMENT,
• CAR DECKS,
• D.B. ARRANGEMENT,
• SLOPE WAYS (INTERNAL RAMPS), and,
• GASTIGHT ZONES.

- Go to linked videos at
https://youtu.be/vt4L2Jb7Cws
https://youtu.be/9wWoYha2Lbs
https://youtu.be/X_zmfzCEK1c
Name of Faculty: Capt. Rohinton Irani 6
1
Name of Faculty: Capt. Rohinton Irani 6
3
 DESIGN FEATURES

High sides vessels with relatively light draught.Notice Offset

stern door and ramp
2/6/2022 7
 DESIGN FEATURES

„Volume vessels,“ relatively fine hull form. Notice high bridge

19.09.2016
8
 DESIGN FEATURES

Internal open continuous deck, with ramps and lifts between for
vehicle access.
2/6/2022 66
DESIGN FEATURES

Securing arrangements of the vehicles. Not just cars, even

for project cargo also
2/6/2022 67
Challenges on a Car Carrier
1. The Problem of Stability
2. High Freeboard
3. Cargo Access Door
4. Lack of Bulkheads
5. Location of Life Saving Appliances (LSA)
6. Weather condition
7. Cargo stowage
8. Cargo damage
9. Need specialised equipment
10. Limited time in ports
1.12 DEFINE AND ILLUSTRATE:

• CAMBER
• RISE OF FLOOR
• TUMBLE HOME
• FLARE
• SHEER
• RAKE
• PARALLEL MIDDLE BODY
• ENTRANCE
• RUN
Principal Dimensions

Cross-Section view of a ship

CAMBER:
The transverse curvature of the deck from the centreline down
to the sides. This camber is used on exposed decks to drive water
to the sides of the ship. Other decks are often cambered. Most
modern ships have decks which are flat transversely over the
width of the hatch or centre tanks and slope down towards
the side of the ship.

TUMBLE HOME:
In some ships the midship side shell in the region of the upper deck is
curved slightly towards the centreline, thus reducing the width of the
upper deck and decks above. Such tumble home improves the
appearance of the ship.
A small amount of tumblehome is normal in many designs in order to
allow any small projections at deck level to clear wharves.

Name of Faculty: Capt. Rohinton Irani

FLARE:
•It is the outward curvature of the bow plating.
•A wider working area is obtained on the foc’s’le.
•It prevents the bow from dipping deeply into
Stem
heavy head seas.
•It helps in keeping the drop of the anchor and
movement of the chain clear of the ship
side plating. W L
•It also adds to the reserve buoyancy of
Bulbous
the vessel. bow
•It gives a smart look to the bow of the ship.

RAKE:
Rake
Rake of stem: inclination of the stem line from of Stem
the vertical.
Rake of keel: inclination of the keel line from Rake of Keel

the horizontal. Name of Faculty: Capt. Rohinton Irani

Name of Faculty: Capt. Rohinton Irani
RISE OF THE FLOOR:
The bottom shell of a ship is sometimes sloped up from the keel to
the bilge to facilitate drainage of ballast water in the double bottom
tank towards the tank suction. Rise of the floor is the vertical
distance measured from the turn of the bilge to a line drawn
perpendicular to the keel at the mid-ship position

SHEER:
The curvature of the deck in a fore and aft direction, rising from
midships to a maximum at the ends. The sheer forward is usually
twice that aft. Sheer on exposed decks makes a ship more seaworthy
by raising the deck at the fore and after ends further from the water
and by reducing the volume of water coming on the deck. Sheer
helps to drain the water from the fore castle and quarter deck.

Name of Faculty: Capt. Rohinton Irani

Name of Faculty: Capt. Rohinton Irani
 PLAN VIEW

FOR’D
AFT /
Run Parallel body Entrance / BOW
STERN

7. ENTRANCE: It is the length of the ship measured from forward to the point from
which the ship’s hull plating converge completes and hull plating runs parallel
on port and starboard side.

8. PARALLEL MIDDLE BODY: It is the length of the ship’s hull on the port and
starboard side which run parallel to each other, after which the hull start
converging to meet the stem and the stern post. Assists is safe berthing and
keeping the ship parallel to the berth when alongside.

9. RUN: It is the length of the ship measured from aft to the point from which the
hull plating converge completes and hull plating runs parallel on port and
starboard side.
Name of Faculty: Capt. Rohinton Irani
 Draft + Air draft + Freeboard
Principal dimensions Maximum Height:
Cross-Section view of a ship Funnel / Main Mast / Antenna

Air
Camber Draft
Deckline

Freeboard
W L

Moulded Extreme
Extreme Moulded Moulded Breadth Depth Draft
Depth Draft (Mld B) (Mld D)
(Ext D)
Base line Extreme Breadth (Ext B) Base line
Name of Faculty: Capt. Rohinton Irani