Preliminary Design of 54000 DWT Bulk Carrier

A project submitted in partial fulfillment of the requirements for the award of degree of
Bachelor of Technology in Naval Architecture and Ocean Engineering.

submitted by,

POORVIKA OJHA
2004609033

Under the guidance of,

Shri. Avinash Godey,

Faculty
INDIAN MARITIME UNIVERSITY VISAKHAPATNAM
CAMPUS

SCHOOL OF NAVAL ARCHITECTURE AND OCEAN ENGINEERING,

INDIAN MARITIME UNIVERSITY VISAKHAPATNAM - 531035
ii
 iii

DECLARATION

I hereby declare that the thesis entitled “Preliminary Design of 54000 DWT Bulk Carrier”

being submitted by me to Indian Maritime University, Visakhapatnam Campus for the award

of the degree in Bachelor of Technology in (NA&OE) is a project work carried by me under

the supervision of “Shri. Avinash Godey”, and have not been submitted anywhere else.

We will be solely responsible if any kind of plagiarism is found.

Date:- 17/11/2023Portakabin Ojha (Reg. No.: 2004609033)

 iv

CERTIFICATE
INDIAN MARITIME UNIVERSITY VISAKHAPATNAM
CAMPUS
School of Naval Architecture and Ocean Engineering

This is to certify that the project entitled “PRELIMINARY DESIGN OF 53000

DWT BULK CARRIER” submitted by:

REGISTRATION NO. NAME OF THE STUDENT

2004609033 Poorvika Ojha

to Indian Maritime University, Visakhapatnam Campus for the award of the degree in
Bachelors of Technology in Naval Architecture and Ocean Engineering, is a bona-fide record
of the project work carried out by them under our supervision. The contents of this project, in
full or in parts have not been submitted to any other institute or University for the award of
any degree or diploma.

The project has been carried out at Indian Maritime University Visakhapatnam Campus.

Shri. Avinash Godey Dr. Sheeja Janardhanan

Faculty Head of the department

Indian Maritime University

Visakhapatnam Campus School of
Naval Architecture and Ocean
IndianMaritimeUniversity Visakhapatnam Campus Engineering
 v

EVALUATION SHEET

Name of candidate: POORVIKA OJHA

Registration No: 2004609033

Project title: Preliminary Design of 54000 DWT

Handymax size Bulk Carrier
Specialization: Naval Architecture and Ocean Engineering (NAOE)

Date of examination: 20.11.2022

This dissertation is approved by the Board of Examiners.

External Examiner:
 vi

TABLE OF CONTENTS

TABLE OF CONTENTS.............................................................................................................vi

ACKNOWLEDGMENTS………………………………………………………………………vii

CHAPTER 1 INTRODUCTION...................................................................................1

Various Bulk Carrier sizes………………………………………………………………….…….1

Choosing a Design..........................................................................................................................2
Single hull vs. Double hull.............................................................................................................3
Design Criteria................................................................................................................................4
Shipping overview..........................................................................................................................5
CHAPTER 2 TRADE ROUTE…..................................................................................8
CHAPTER 3 BASIC SHIP DATA...............................................................................10
CHAPTER 4 FIXING OF MAIN DIMENSION.......................................................12
CHAPTER 5 WEIGHT ESTIMATIONS.................................................................. 18
CHAPTER 6 FREEBOARD CALCULATION.........................................................22
CHAPTER 7 HULL FORM GENERATION............................................................25
CHAPTER 8 HULL FORM ANALYSIS……………………………………………30
CHAPTER 9 GENERAL ARRANGEMENT.............................................................40
CHAPTER 10 TANK CALIBERATION.....................................................................45
CHAPTER 11 POWERING AND ENGINE SELECTION..……….……………….49
CHAPTER 12 PROPELLER AND RUDDER............................................................. 50
CHAPTER 13 LOADING CONDITIONS...................................................................60
REFERENCE
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ACKNOWLEDGMENT

The project entitled of “Preliminary Design of 53000 DWT Bulk Carrier” has been my 7th
semester ship design project of Bachelors in Naval Architecture and Ocean Engineering
stream at Indian Maritime University,Visakhapatnam Campus for the award of the degree in
Bachelors of Technology.

Doing this project has enriched me with vast knowledge and experience and provided me
various brain-storming sessions during completion.

I wish to express my sincere gratitude to my supervisor, Shri. Avinash Godey Sir, for his
enthusiasm, patience, insightful comments, helpful information, practical advice and
unceasing ideas that have helped me tremendously over the last 5 months in my project and
writing of this report. His immense knowledge, profound experience and professional
expertise in Documentation, Designing and Analysis have enabled me to complete this
project successfully. Without his support and guidance, this project would not have been
possible. I could not have imagined having a better supervisor in my study. Last but not the
least; I would like to appreciate the contribution of IT-Administration for their valuable
support.
 1

CHAPTER-1 INTRODUCTION

BULK CARRIER

A bulk carrier, also known as a bulk freighter or bulker, is a type of merchant ship specifically
designed for the transportation of unpackaged bulk cargo, including grains, coal, ore, and cement,
within its cargo holds. The term "bulk carrier" can be defined in various ways. According to the
International Convention for the Safety of Life at Sea (SOLAS) as of 1999, a bulk carrier is described
as "a ship constructed with a single deck, top side tanks, and hopper side tanks in cargo spaces and
intended to primarily carry dry cargo in bulk; an ore carrier; or a combination carrier." However, many
classification societies use a broader definition, considering any ship transporting dry unpackaged
goods as a bulker.

The origins of specialized bulk carriers date back to 1852, and since then, economic forces have driven
the evolution of these vessels, leading to increased size and sophistication. Modern bulkers are
meticulously designed to optimize capacity, safety, efficiency, and resilience to the demanding nature
of their operations.

(a) 1.1 Various Bulk Carrier Sizes

 2
Choosing a Design:
The history of ship design is one of evolution rather than revolution. Designers learn from past
experience and each new ship tends to be a development of a previous successful design. The
characteristics desired by the shipping company can usually be achieved with various combinations
of dimensions. This choice allows an economic optimum to be obtained whilst meeting company
requirements. An iterative procedure is needed when determining the main dimensions and ratios
 3

Single hull vs. Double hull:

A double hull bulk carrier can be defined as a ship designed for the carriage of oil mainly
in bulk where the cargo spaces are protected from the environment by a double hull
consisting of double side and double bottom spaces dedicated to the carriage of ballast
water.

Ability to prevent or reduce oil spills led DB HULL being standardized for other types
of ships including Bulk carriers by the International Convention for the Prevention of
Pollution from Ships or MARPOL Convention.

Furthermore, a double-hulled Bulk carrier doesn't need longitudinal bulkheads for

longitudinal strength, as the inner hull already provides this. Eliminating longitudinal
bulkheads would result in much wider tanks, significantly increasing the free surface
effect. Fig: 1.1
However, this problem is easily corrected with the addition of a slosh baffles and partial bulkheads
 4

Design Criteria:

So to satisfy the owner's requirements the dimensions of a ship should be coordinated such that the
ship satisfies the design conditions. However, the ship should not be larger than necessary. The
design should offer smarter shipping by reducing fuel costs with an optimized hull-form and by
increasing revenues with greater cargo capacity.
 5

Shipping Overview:

Currently, bulk carriers constitute 40% of the global merchant fleets, varying in size from compact
single-hold mini-bulkers to colossal ore vessels capable of transporting 400,000 metric tons of
deadweight (DWT). Various specialized designs exist within this category: certain vessels can
autonomously unload their cargo, while others rely on port facilities for unloading, and some even
package the cargo during the loading process. Greek, Japanese, or Chinese ownership accounts for
over half of all bulk carriers, with more than a quarter being registered in Panama. Notably, Korea
stands as the primary builder of bulk carriers, with 82% of these ships constructed in Asia.
 6

Bulk Carrier Fleet Characteristics:

Fig.1.3: Bulk Carrier Fleet Till 2017 (Ref.: clarksonresearch.wordpress)

Fleet and Trade Characteristics:

Fig1.4: Demand and Production (Ref.: drycargomag.com)

 7

The Naval Architect must therefore keep in mind all of the following:

In determining the Main Dimensions for a new ship, guidance can be taken from a similar ship for
which basic details are known. This is known as a ‘basic vessel’ and must be similar in type, size,
speed and power to the new vessel. It is constantly referred to as the new design is being
developed. When a ship owner makes an initial enquiry, he usually gives the shipbuilder four
items of information:
- Type of vessel
- Deadweight of the new ship
- required service speed
- Route on which the new vessel will operate
 8

CHAPTER-2
TRADE ROUTE

BILBAO, SPAIN TO IZMIR,TURKEY

DISTANCE: 2547 nm
DURATION: 14 DAYS, 4 HOURS (ROUND-TRIP)
Determining the optimal trade route for coal export from Spain (Bilbao) to Turkey (Izmir)
involves considering various factors such as transportation costs, efficiency, infrastructure,
geopolitical stability, and overall economic viability. Here are some reasons why the trade
route from Bilbao, Spain, to Izmir, Turkey, might be advantageous for coal exports:
1. Proximity and Geographical Advantage:Bilbao and Izmir are strategically located, providing
a relatively direct route for transporting goods between Spain and Turkey. A shorter distance
generally leads to lower transportation costs.
2. Maritime Infrastructure:Both Bilbao and Izmir have well-established ports with modern
infrastructure and facilities for handling bulk cargo like coal. Efficient port operations can
reduce loading and unloading times, contributing to overall transportation efficiency.
3. Trade Agreements and Regulations:Bilateral or regional trade agreements between Spain
and Turkey provide favorable conditions for trade, potentially reducing tariffs and other trade
barriers, making the route economically viable.
4. Political and Geopolitical Stability:Political stability in both Spain and Turkey, as well as
along the trade route, is crucial for ensuring a secure and reliable transportation environment.
A stable geopolitical climate reduces the risk of disruptions to the supply chain Market
5. Access and Demand:Izmir, being a major economic hub in Turkey, provides access to a
sizable market for coal. Understanding the demand for coal in the Turkish market and the
accessibility of distribution channels is crucial for successful exports.
6. Logistical Efficiency:Analyzing the efficiency of the entire supply chain, including
transportation, warehousing, and distribution, is essential. A streamlined logistics process can
contribute to cost savings and timely delivery.

It's important to conduct a thorough analysis considering these factors, and others that may be specific
to the situation
 9

Fig: Yearly coal consumption of Spain

Fig: Bilbao to Izmir

 10

CHAPTER-3 BASIC SHIP DATA

DATA COLLECTION OF BASIC SHIP

Regression Analysis of Data
There are two ways of finding out principal particulars of the vessel
i) From Empirical formulae given by the different Authors.
ii) From regression analysis of large no of particular vessel data

Actually both the above process are complement to each other, so here about 2000
Bulk Carrier vessel’s data has been taken and various graph has been plotted for
calculation of particulars.

As shown below the, the graph has been plotted between the capacity of the vessels (in
tonnes) to the product of the principal particulars of the vessel (Length(L), Breadth(B),
Depth(D)), to find the relation between them.

Fig: LOA VS DWT

Fig: LBP VS DWT

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Fig: BREADTH VS DWT

Fig: DEPTH VS DWT

Fig: DRAUGHT VS DWT

 12

CHAPTER 4
Fixing of Main Dimensions

OWNER’S REQUIREMENT

 Vessel Type: HANDYMAX Bulk Carrier

 Deadweight: 54,000 tons

 Operating Speed: 15 knots

Article II. DISPLACEMENT

I)

=63538.9 tonnes

LENGTH
Length taken as: 190.82 m

BREADTH

Breadth taken as: 32.139 m

DEPTH
Depth taken as: 19.3715 m

DRAUGHT
Draught taken as: 11.2739 m
 13

FORM COEFFICIENTS
I. BLOCK COEFFICIENT
a. Ayre’s formulae
CB = C -1.68Fn
Where,
c = 1.08 for single screw
c = 1.09 for twin screw
Fn = 0.1831
CB =0.772
AVERAGE CB= 0.802

II. MIDSHIP AREA COEFFICIENT

a. CM

CM = 0.9937

III. PRISMATIC COEFFICIENT

a. CP = CB/CM
Cp = 0.8074

IV. WATERPLANE COEFFICIENT

Cwp=Cb/(0.471+0.551
Cb) 0.87 Bulk carriers.
Cwp = Cp(2/3) 0.86 Schneekluth 1
Cwp =(1+2 Cb)/3 0.89 Riddles worth
 14

V. VERTICAL PRISMATIC COEFFICIENT

Cvp= 0.913

3. ESTIMATION OF BILGE RADIUS

I. R= (B*CK)/ ((L/B) +4*CB^2)

CK=0.5-0.6…in extreme cases 0.4-0.7

R= 2.009 m

II. R=SQRT (2.33*(1-CM)*B*T) R=2.340

AVERAGE R=2.175 m

4. INITIAL STABILITY ESTIMATION

VERTICAL CENTRE OF BUOYANCY

S.No Equation Value

A KB = ( 0.9-0.36 CM ) T 6.09
B KB = ( 0.9-0.30 CM-0.1CB ) T 5.86
C KB = (0.78-0.285 CVP ) T 5.93

KB= 5.96 m
 15

METACENTRIC RADIUS (BML & BMT)

MOMENT OF INERTIA COEFFECIENT CI AND CIL ARE DEFINED AS:

CI = 0.053 IT = 367680.19 m4
CIL = 0.061 IL = 10227085.15 m4

BML 5.63m
BMT 155.78m

Transverse Stability

KG/D = 0.63 to 0.70

KG = 11.22 m (Assumed value)

KM=KB+BM
KMT = 11.61 m

GMT=KM - KG ; GMT = 0.38

Corrected GMT= GMT—0.03*KG
Corrected GMT= 0.043 m
 16

LONGITUDINAL STABILITY

BML= GML
GML = 231.4 m

LONGITUDINAL CENTRE OF BUOYANCY

LCB = 2.56% 0F LENGTH

LCB = 4.83 m

LCB = 2.03% OF LENGTH LCB

= 3.81 m

MCTC

MCT 1cm = 804.98 t

 17

LENGTH (LBP) 180.88 m

BREADTH 32.13 m

DRAUGHT 13.2 m

DEPTH 19.37 m

BLOCK COEFFICIENT (CB) 0.802

MIDSHIP AREA COEFFICIENT (CM) 0.993

0.871
WATERPLANE AREA COEFFICIENT
(CW)

PRISMATIC COEFFICIENT (CP) 0.80

SPEED 15 KNOTS

CAPACITY 54000 TONNES

DISPLACEMENT 63538.9 Tones

MAIN PARTICULARS
 18

CHAPTER 5

WEIGHT ESTIMATIONS

1. STEEL WEIGHT

1.1)Steel Weight Estimation - WATSON AND GILFILLAN:

WS = WS7 (1+0.5(CB1-0.70))
WS = Steel weight of actual ship with block CB1 at 0.8D WS7 = 0.70
CB1 = CB + (1-CB)*((0.8D-T)/3T) CB1
= 0.82

Where CB: Actual Block at T

Ship Type Value of K For E

Bulker 0.029-0.032 3,000<E<15,000

WS7 = K *E1.36
WS7 = 7006.19 tonnes
WS = WS7(1+0.5(CB1-0.70))
WS = 7424.54 tonnes

1.1) Steel Weight Estimations: - J.M. HURREY

Wst = 0.1697 x (L^1.56) x ((B/D) +T/2) x (0.5 x CB+0.4)/0.8 - J.M.HURREY

Wst = 3183.001 tones

Steel Weight Taken: 7424.54 tones

 19

2. MACHINERY WEIGHT
2.1) Muriro Smith :-
Engine Power = 8100 kW (From Basic Ship)

WM = BHP/10+200 Tons Diesel= 577.46 tonnes

3.OUTFIT WEIGHT

FOR CARGO SHIPS OF EVERY TYPE

Wo =K*L*B

K = 0.17 – 0.18 t/m2

Wo = 0.17*182.29*31.66 tonnes

Wo = 1454.92 tonnes

4.LIGHTWEIGHT

= 9693.35 tonnes
 20

DEADWEIGHT ESTIMATIONS
Dwt =W Cargo +WHFO +WDO +WLO +WFW +WC&E +WPR

Weight of HFO 1149.62 tonnes

Weight of LO 15 tonnes

Weight of FW 23.8 tonnes

Weight of DO 242.69 tonnes

Weight of Crew and

Effects 3.4 tonnes

Weight of Provisions &

Stores 1.6 tonnes

Weight of Cargo 52,563.89 tonnes

 21

DISPLACEMENT SHIP ESTIMATION

Steel weight 7424.54 tonnes

Machinery weight 577.46 tonnes
Outfit weight 1454.92 tonnes
Calculated LWT= 9693.35 tonnes
WHFO = 1149.62 tonnes
WDO = 242.69 tonnes
WLO = 15 tonnes
WFW = 23.8 tonnes
displacement= 63693.35 tonnes
actual displacement= 63538.9 tonnes
Error 1.54 %
 22

INTERNATIONAL CONVENTION FOR LOAD LINES, 1996

CHAPTER 6

FREEBOARD CALCULATION
Adoption: 5th April 1996; Entry into force: 21 July 1968

It has long been recognized that limitations on the draught to which a ship may be loaded
make a significant contribution to her safety. These limits are given in the form of freeboards,
which constitute, besides external weather tight and watertight integrity, the main objective
of the Convention.
The first International Convention on Load Lines, adopted in 1930, was based on the
principle of reserve buoyancy, although it was recognized then that the freeboard should
also ensure adequate stability and avoid excessive stress on the ship's hull as a result of
overloading.
In the 1966 Load Lines convention, adopted by IMO, provisions are made for determining
the freeboard of ships by subdivision and damage stability calculations.
The regulations take into account the potential hazards present in different zones and
different seasons. The technical annex contains several additional safety measures
concerning doors, freeing ports, hatchways and other items. The main purpose of these
measures is to ensure the watertight integrity of ships' hulls below the freeboard deck.
All assigned load lines must be marked amidships on each side of the ship, together with the
deck line. Ships intended for the carriage of timber deck cargo are assigned a smaller
freeboard as the deck cargo provides protection against the impact of waves.
The Convention includes three annexes. Annex
I is divided into four Chapters:
Chapter I - General;
Chapter II - Conditions of assignment of freeboard; Chapter III
- Freeboards;
Chapter IV - Special requirements for ships assigned timber freeboards.

Annex II covers Zones, areas and seasonal periods.

 23

Annex III contains certificates, including the International Load Line Certificate.
Various amendments were adopted in 1971, 1975, 1979, and 1983 but they required
positive acceptance by two-thirds of Parties and never came into force.
The 1988 Protocol, adopted in November 1988, entered into force on 3 February 2000. As
well as harmonizing the Convention's survey and certification requirement with those
contained in the SOLAS and MARPOL conventions, the 1988 Protocol revised certain
regulations in the technical Annexes to the Load Lines Convention and introduced the tacit
amendment procedure, so that amendments adopted will enter into force six months after the
deemed date of acceptance unless they are rejected by one- third of Parties. Usually, the date
from adoption to deemed acceptance is two years.
Regulation 28:Tabular Freeboard at L = 180.88 m 2930.84 mm

Regulation 30: Freeboard requirement after Block Coefficient correction 3194.54 mm

Regulation 31: Freeboard requirement after Depth correction 1438.372 mm

Regulation 37: Freeboard after superstructure correction 1347.755 mm

Regulation 39: Minimum Bow Height correction 5931.318 mm

Provided Freeboard 6171.5 mm

 CHAPTER 7
HULL FORM GENERATION

METHODOLOGY

The method of parametric transformation has been used to generate the hull form in the
software ‘MAXSURF’ by Bentley. First, a sample parent hull form model is imported
from MAXSURF library. Then the surfaces are appropriately sized as per the finalized
values of Length, Breadth, Depth & Draft modified. Thus, we are using parametric
transformation method in MAXSURF to modify the parent hull form to the required
hull form to get appropriate hull. The main concept behind the ‘Parametric
Transformation’ is that the hull model of a similar parent ship is taken in
MAXSURRF. Then as per the new calculated values of Block Coefficient & Midship
Coefficient of new required vessel, the parent ship’s Length, Breadth & Depth are
scaled.

The lines plan of Sheer, Half breadth and Body plan was obtained from MAXSURF.
3-D SHIP HULL MODEL
MAXSURF ADVANCE MODELER is used for generating hull surface. The Modeler design
module provides naval architects with the design tools necessary to create optimized hull
forms quickly, accurately and with limited training time. Any number of NURB surfaces can
be joined, trimmed and manipulated to create a complete model ready for hydro static and
performance analysis or construction detailing. Range of commands provide direct interactive
manipulation of the surface shape by mouse or keyboard. Control points can be dragged with
the mouse, adjusted numerically, or manipulated with a range of fairing commands. Modeller
also provides capabilities to automatically transform hull shapes to match desired dimensions
and hydro static properties. Modeler's unique surface trimming capabilities allow you to
model complex surface edges while maintaining fairness throughout the rest of the hull. An
interactive display of surface/surface intersections lets you create the shapes you require even
with complex configurations such as curved transoms, stepped sheer lines and appendages or
bow thruster. Surface trimming is automatically updated as you adjust the surfaces in the
design.

Fig.Transformed Hull Surface Model

Front view

Top View

Astern View
 LINES PLAN

SHEER PLAN
When the hull of a ship is cut into multiple sections longitudinally, that is, if you slice the
ship’s hull at every one meters starting from port to starboard, you would produce
longitudinal sections at every two meters. The contour of each longitudinal section is called a
buttock line, and this is exactly what is represented in the profile plan, as shown below

Max surf generated Sheer Plan View

HALF BREADTH PLAN

If the ship’s hull is sliced along each waterline, then every waterline produces a distinct
curve. Since a ship’s hull is symmetric about the centre-line, a common practice prevails in
which the curve is drawn on either side of the centre-line, and this view is called the half
breadth plan of the ship.

Max surf generated Half Breadth Plan View

BODY PLAN
If the ship’s hull is sliced to form a section at every station, we obtain the body plan, as
shown below. The typical practice of drawing the body plan is to denote all the half sections
(due to the hull’s symmetry ). The sections forward of the mid-ship are drawn on the right
side of the centre-line, and all the sections from the mid-ship to the stern are drawn on the
left side.

Max surf generated Body Plan View

 CHAPTER 8
HULL FORM ANALYSIS: HYDROSTATICS, SCANTLINGS &
HYDRODYNAMICS

BONJEAN CURVE:
In the Bon-jean calculation the sectional area and moment of each station up to each
waterline is calculated. This enables the calculation of Δ, LCB and VCB for any waterline
for even keel and also trimmed condition

The uses of Bon jean are in:

1) Hydro static calculation.
2) Flooding calculation
3) Launching calculation
4) Longitudinal strength calculation
The calculations are done with MAXSURF STABILITY MODULE. The results are tabulated
below.

Bon jean Curve

8.1.1 HYDROSTATIC CURVE
It is mandatory in the design of a ship to calculate and plot as curve a number of hydro static
properties of the vessel, at a series of drafts. Throughout its life a ship changes its weight,
trim and free board. Its condition at any state of circumstances can be found from hydro
static curves. Hydro-static particulars corresponding to different waterlines are calculated.
These calculations are done with MAXSURF STABILITY software.
The curves are used for
Enabling the ship’s crew to use it as a ready reckoner during the ships operating life during
loading and unloading.
To establish the condition of ship’s stability and take corrective measures if
necessary.
During Ballasting and trimming operation.
During damage caused by accidents.

CCGF
Baseline
Zero pt. solid
AP CB FP

CCGF
solid

CB
Zero pt. Baseline
AP FP
 Fig: Hydrostatic Curve

8.1.2 KN CURVES

KN Curve
8.1.3 CURVE of AREA
SCANTLING CALCULATIONS
Fig: Mid-ship Section drawing
 HYDRODYNAMIC ANALYSIS

RESISTANCE ESTIMATION
The resistance of a ship at a given speed is the force required to tow the ship at that speed in
smooth water, assuming no interference from the towing ship. If the hull has no appendages
this is called bare hull resistance.

Towing power or effective power, PE = RT × V

Where, PE is in KW, RT is resistance in KN, V is speed in m/s. Calm water resistance is

made up of four main components, namely,
1. Frictional resistance
2. Viscous pressure drag
3. Wave making resistance
4. Eddy and separation resistance

Frictional resistance accounts for about 80-85 % of total resistance in slow speed ships and
about 50% in high speed ships. It depends upon the Reynolds number.
Reynolds number = VL/ν, Where V is the speed in
m/s, L is the length on waterline; ν is the kinematic viscosity of
water.

Wave making resistance is dependent on Froude number. Froude number = V/√(gL),

Where g is the acceleration due to gravity.
At low speeds the wave making resistance is very small.
 The Resistance calculations are done with HULTROP MENNEN METHOD . The
results are tabulated below:

RF CALCULATION (ITTC 1957 FORMULA) 477.02 kN

(1+K ) FORM FACTOR CALCULATION 1.32
Rw CALCULATION 160.017 kN
RA MODEL SHIP CORRELATION RESISTANCE 107.77 kN
RT 899.02 kN

Fig. Resistance Curve

Factor Power Unit Loss Type

Effective Power PE Rt*V 6936.862935 kW
Delivered Power PD 0.6 11561.43822 KW (QPC-60%)
Shaft Losses PBP 0.98 11797.38594 KW Shaft loss(2%)
Gearbox Losses PB 0.95 12418.30099 KW Transmission loss(5%)
Sea Margin PB 0.85 14609.76587 KW Sea Margin 15%
MCR Operations PMCR 0.85 17187.95985 KW MCR

Table: Power Calculation

 CHAPTER 9

GENERAL ARRANGEMENT
FRAME SPACING

The normal frame spacing between aft peak and 0.2 L form F.P. may be taken as:
450 + 2L [mm] for transverse framing = 831.64 mm
550 + 2L [mm] for longitudinal framing = 931.64 mm

However, it is generally not to exceed 1000 [mm].

Elsewhere, the frame spacing is generally not to exceed the following:

Frame spacing between peaks, Transom stern to aft peak : 600 mm
Frame spacing between collision bulkhead and 0.2L from F.P : 700 mm
Frame spacing other than 600 mm, 700 mm : 920 mm

SUBDIVISION

Bulkheads:
The minimum number of bulkheads required as per IRS rules are as follows:
No. of Bulkhead: 8
The following transverse watertight bulkheads are to be fitted compulsory:
- A collision bulkhead
- An after-peak bulkhead;
- A bulkhead at each end of machinery space
- No of bulkheads provided: 11
 COMPARTMENT NAME DISTANCE
(from A.P.)
AFT PEAK TANK 9.18

ENGINE ROOM 23.94

FUEL HOLD 30.64
CARGO HOLD - 6 47.72
CARGO HOLD – 5 71.5
CARGO HOLD – 4 95.28
CARGO HOLD – 3 119.06
CARGO HOLD – 2 142.84
CARGO HOLD - 1 167.44
FORE PEAK TANK 182.29

Table: Subdivision

POSITION OF COLLISION BULKHEAD:

For ships other than passenger ships, the distance from the forward perpendicular to the
collision bulkhead is to be between the following limits:
• XC, min = 0.05LL- XR [m] for L < 200 [m].
=10 – XR [m] for L >200 [m].
• XC, max = 0.08 LL – XR [m].

For ships with ordinary bow shape; XR = 0

For ships having any part of the underwater body extending for‘d of the forward
perpendicular e.g., a bulbous bow;

XR = the least of:

- G/2;
- 0.015 LL and
- 3.0[m]
Where,
G = the distance from forward perpendicular to the forward end of the protruded part [m]
LL = the load line length of the vessel [m], as per International Load line Convention Xr 0.86

XC min 6.85094 m
XC max 12.331604 m

POSITION OF AFT PEAK

BULKHEAD: L = 183.1872 m
Min = 0.035 L = 6.3308 m
Max = 0.05 L = 9.044 m

DOUBLE BOTTOM HEIGHT

d = 250+20B + 50 T
Where d is in mm and B and T are in m. The tank capacity below double bottom should be
adequate.
D = 1553.8mm double bottom

Height of cargo in that deck space. This is not required for volume based cargo such as
tankers and bulk carriers.
 General Arrangement
When a new ship is designed, one of the main steps involved in the development of the
concept, is designing its General Arrangement and allocating proper spaces according to the
requirements of the owner and functionality of the ship. It is the duty of the naval architect to
decide on the ship’s general arrangement, depending on many design constraints that are
mentioned in the technical specifications of the contract.

Fig. GA Profile

Fig. GA Upper Deck Plan

Fig. GA Body Plan

Flood able length calculation:

200 Floodable
Floodable Length
Length
AP 10M0St, FP AP
AP
98 MS
MS
FP
FP
175 11 compart.
compart. flooding
flooding
100
100 t,t, 98
98
Floodable length m

61055
61055 t,t, 98
98
aft
aft limit
limit
150 fwd
fwd limit
limit

125

100

75

50
63693.35

25

0
- 5 30 55 80 105 130 155 180
Longitudinal position of compartment centre m
20

Fig. Flood able length Calculation

 CHAPTER 10
TANK CALIBARATION

Fig. Tank Placement

Fig. Tank Placement (profile view)
Fig. Tank Placement
Fig. Tank Placement (3-D)
 CHAPTER 11
POWERING AND PROPULSION

MAIN ENGINE

Factor Power Unit Loss Type

Effective Power PE Rt*V 6936.862935 kW
Delivered Power PD 0.6 11561.43822 kW (QPC-60%)
Shaft Losses PB 0.98 11797.38594 kW Shaft loss(2%)
MCR Operations PMCR 0.85 13601.69 kW MCR

ENGINE SELECTION
RT-flex50-D (MAN B& W)

ENGINE SELECTION
NAME RT-flex50 D
POWER RANGE 6100–13,960 kW
SPEED RANGE 124 rev/min
Numbers of cylinders 5 to 8

Fig. 12.1 MAN (B&W) Source: Official Website

 CHAPTER 12

PROPELLER & RUDDER

PROPELLER DESIGN

VIBRATION ESTIMATION

Vibration play vital role during ship design, no of blades and engine RPM should be chosen
in such a way, vibration cannot be in range of ship vibration zone to avoid resonance.Since,
resonance is an unwanted situation, there is always a practice that to avoid the external
forces or exciting forces which led to fall the ship‘s frequency range in the zone of exciting
frequency.
Hence, Hull resonance diagram has been plotted to see whether the operation of propeller
and engine falling in the range of vibration characteristics (zone) of the ship

VERTICAL VIBRATIONS:

Mode (n-1) Mode*(n-1) (-5%) (+5%) Unit

N2V 1 31.81632614 30.22550984 33.40714245 cpm
N3V 2 63.63265228 60.45101967 66.8142849 cpm
N4V 3 95.44897843 90.67652951 100.2214273 cpm
N5V 4 127.2653046 120.9020393 133.6285698 cpm
N6V 5 159.0816307 151.1275492 167.0357122 cpm
Table Vertical Hull Vibration Table

KUMAI’S FORMULA (for two nodded vibration):

N2V = 31.81 cpm

 HORIZONTAL VIBRATIONS:
Mode (n-1) Mode*(n-1) (-5%) (+5%) Unit
N2H 1 100.22 95.21 105.23 cpm
N3H 2 200.44 190.42 210.46 cpm
N4H 3 300.67 285.63 315.70 cpm
N5H 4 400.89 380.85 420.93 cpm
N6H 5 501.11 476.06 526.17 cpm
N7H 6 601.34 571.27 631.40 cpm
N8H 7 701.56 666.48 736.64 cpm
Table Horizontal Hull Vibration Table

BROWN’S FORMULA (for two nodded vibration):

N2H = 100.22 cpm

 HULL VIBRATION TABLE

Shaft
Z=2 Z=3 Z=4 Z=5 Freq. N2V(-) N2V(+) N3V(-) N3V(+)
0 0
N4V(-) 0
N4V(+) 0 N5V(-) 0 30.23
N5V(+) 33.41
N6V(-) 60.45
N6V(+) 66.81
20 3090.68 40 100.2250 10
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
40 6090.68 80 100.22
100 20
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
60 9090.68 120 100.22
150 30
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
80 12090.68 160 100.22
200 40
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
100 15090.68 200 100.22
250 50
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
120 18090.68 240 100.22
300 60
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
140 21090.68 280 100.22
350 70
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
160 24090.68 320 100.22
400 80
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
180 27090.68 360 100.22
450 90
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
200 30090.68 400 100.22
500 100
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
220 33090.68 440 100.22
550 110
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
240 36090.68 480 100.22
600 120
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
260 39090.68 520 100.22
650 130
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
280 42090.68 560 100.22
700 140
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
300 45090.68 600 100.22
750 150
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
300 45090.68 600 100.22
750 700
120.90 30.23
133.63 33.41
151.13 60.45167.04 66.81
90.68 100.22 120.90 133.63 151.13 167.04
N2H(-) N2H(+) N3H(-) N3H(+) N4H(-) N4H(+)
95.21 105.23 190.43 210.47 285.64 315.70
95.21 105.23 190.43 211.47 285.64 315.70
95.21 105.23 190.43 212.47 285.64 315.70
95.21 105.23 190.43 213.47 285.64 315.70
95.21 105.23 190.43 214.47 285.64 315.70
95.21 105.23 190.43 215.47 285.64 315.70
95.21 105.23 190.43 216.47 285.64 315.70
95.21 105.23 190.43 217.47 285.64 315.70
95.21 105.23 190.43 218.47 285.64 315.70
95.21 105.23 190.43 219.47 285.64 315.70
95.21 105.23 190.43 220.47 285.64 315.70
95.21 105.23 190.43 210.47 285.64 315.70
95.21 105.23 190.43 211.47 285.64 315.70
95.21 105.23 190.43 212.47 285.64 315.70
95.21 105.23 190.43 213.47 285.64 315.70
95.21 105.23 190.43 214.47 285.64 315.70
95.21 105.23 190.43 215.47 285.64 315.70

N5H(-) N5H(+) N6H(-) N6H(+) N7H(-)

380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
380.85 420.94 476.1 526.17 571.28
 N7H(+) N8H(-) N8H(+) Shaft Frequency
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124
631.41 666.49 736.64 124

HULL RESONANCE CHART

Z Z Z Z
N2V(- N2V(+) N3V(-) N3V(+) N4V(-)
N4V(+)
N5V(-) N5V(+) N6V(-) N6V(+)
N2H(-)
N2H(+) N3H(-) N3H(+) N4H(-)
N4H(+)
80 N5H(-) N5H(+) N6H(-) N6H(+) N7H(-)
N7H(+) N8H(-) N8H(+) Engine Rpm Engine
FREQUENCY OF HULL

70

60

50

40

30

20

10

0
0 20 40 60 80 100 120 140 160
SHAFT

It can be seen that four 4 bladed propeller, the exciting frequency is outside the ship
frequency zone. So, No of propeller blades Chosen is 4.
Wake Fraction Calculation

WAKE FRACTION
W1 = 0.5 CB – 0.05 (Taylors formula) 0.351
W2= 0.7CP -0.18 (Hecksher formula) 0.380562458
W3 = 0.535 CB – 0.07 (BSRA formula) 0.354
W4 = (HullTrop) 0.32
Considered Wake Fraction = W4 0.39

C8 (B*S)/(L*D*T) 6.39
C9 C9=C8 WHEN C8<28 7.46
C11 T/D IF T/D <2 0.68
CV (1+K)*CF+CAA 0.00
1.45*CP-0.315-
CP1 0.0225LCB 0.81
CSTERN U SHAPED STERN 10.00
Thrust Deduction Calculation:
Using HullTrop formula,

t = 0.198730102
T = 1295.467982
Z = 4
D = 5.876607709
h = 10.5447
PA = 101.325
Pv = 1.704
Po-Pv = 99.621
K = 0.2
AE/Ao = 0.656259198

Relative Rotative Efficiency Calculation:

Using Hull-trop formula:

Hull Effeciency= 1.31

Open Water Effeciency= 0.53
Rotative Effeciency= 1.01
QPC= 0.6

D= 8.28 m
R= 4.14 m
Nb or Z = 4
SINGLE SCREW
PROPLLER
a > OR = 0.7326 m
b > OR = 1.9779 m
c > OR = 1.4651 m
d > OR = 0.2564 m
0.7R 2.89 m

EHP 6936.83 KW Effective horse power

THP 5307.03 KW power generated by propeller
DHP 9927.89 KW power absorbed by propeller
SHP 10130.5 KW Shaft Horse Power
BHP 10130.5 KW Brake Horsepower
 RUDDER CALCULATION

No of Screw : 2
Type: Spade Rudder

Step 1 RUDDER AREA

a For normal supply vessels the range of rudder area is 3-4 % of (L*T)
Taking the rudder area to be 3.5 % of (L*T)
a
Area= 35.81 m2

b Using DNV Rule

A = TL/100 [1+25 (B/L) 2] 42.72 m2

Average Area selected: 39.27 m2

Step 2 RUDDER GEOMETRY

Area = b*c
T= 1.4b+X
X= 0.05D-.0055D 0.86
b= span (T-X)/1.4 8.81
c= chord Area/b 4.46
Aspect Ratio = Span / Chord 1.98

Step 3 RUDDER MAXIMUM ANGLE

a αmax = (5/7)*ԃmax
αmax= 25 deg.
b Rudder Deflection Rate
ԃmin = (24 * V)/L
ԃmin= 1.99 deg/sec
αmax - Angle of Attack
ԃmax - Rudder deflection Angle
ԃmax = 33 - 35 for sea-going with conventional
rudder
Step 4

Step 4 RUDDER FORCE AND TORQUE

From the Germanischer Lloyd the rudder force is to be determined

a from the force:
CR = 132*A*v2*k1*k2*k3*k4
Cr 439642.81N
439.64kN

where,CR= Normal Force acting on rudder

1.295136046
1.1 k1= Coeffecient depending on the aspect ratio (1.885408+2)/3
k2= Coeffecient depending on the type of rudder, i.e. 1.1 for aheadcondition
1
k3= Coeffecient depending on the location of the rudder, i.e, 1.0
1 k4= Coeffecient depending on the thrust coeffecient, i.e 1.0(Normally)
v= Speed of the ship(in knots)
A= Movable rudder area
 CHAPTER 13
LOADING CONDITIONS

100% BALLAST, 0% CARGO 50%BALLAST, 50%CARGO

Draft Amidships m 5.307 Draft Amidships m 9.494
Displacement t 19579 Displacement t 40302
Heel deg 0 Heel deg 0
Draft at FP m 3.195 Draft at FP m 10.719
Draft at AP m 7.418 Draft at AP m 8.269
Draft at LCF m 5.292 Draft at LCF m 9.506
Trim (+ve by stern) m 4.223 Trim (+ve by stern) m -2.45
WL Length m 180.08 WL Length m 179.4
Beam max extents on WL m 32 Beam max extents on WL m 32

Wetted Area m^2 5589.313 Wetted Area m^2 7183.672

Waterpl. Area m^2 4695.651 Waterpl. Area m^2 4900.9
Prismatic coeff. (Cp) 0.628 Prismatic coeff. (Cp) 0.756
Block coeff. (Cb) 0.514 Block coeff. (Cb) 0.684
Max Sect. area coeff. (Cm) 0.94 Max Sect. area coeff. (Cm) 0.972
Waterpl. area coeff. (Cwp) 0.815 Waterpl. area coeff. (Cwp) 0.854
LCB from zero pt. (+ve fwd) m 85.987 LCB from zero pt. (+ve fwd) m 98.045
LCF from zero pt. (+ve fwd) m 92.51 LCF from zero pt. (+ve fwd) m 92.783
KB m 3.228 KB m 5.343
KG fluid m 7.332 KG fluid m 10.278
BMt m 18.534 BMt m 9.536
BML m 465.791 BML m 253.707
GMt corrected m 14.429 GMt corrected m 4.6
GML m 461.686 GML m 248.772
KMt m 21.757 KMt m 14.878
KML m 468.897 KML m 259.028
Immersion (TPc) tonne/cm 48.13 Immersion (TPc) tonne/cm 50.234
MTc tonne.m 492.022 MTc tonne.m 545.743
RM at 1deg = GMt.Disp.sin(1) RM at 1deg = GMt.Disp.sin(1) tonne.m
tonne.m 4930.196 3235.696
Max deck inclination deg 1.3169 Max deck inclination deg 0.764
Trim angle (+ve by stern) deg 1.3169 Trim angle (+ve by stern) deg -0.764
Displacement 65300 t
Volume (displaced) 63707.498 m^3
Draft Amidships 14.4 m
Immersed depth 14.4 m
WL Length 180.88 m
Beam max extents on WL 32.13 m
Wetted Area 9188.928 m^2
Max sect. area 458.045 m^2
Waterpl. Area 5109.63 m^2
Prismatic coeff. (Cp) 0.769
Block coeff. (Cb) 0.761
Max Sect. area coeff. (Cm) 0.99
Waterpl. area coeff. (Cwp) 0.879
LCB length 61.519 from zero pt. (+ve fwd) m
LCF length 57.999 from zero pt. (+ve fwd) m
LCB % 34.011 from zero pt. (+ve fwd) % Lwl
LCF % 32.065 from zero pt. (+ve fwd) % Lwl
KB 7.682 m
KG fluid 14.4 m
BMt 6.018 m
BML 179.837 m
GMt corrected -0.701 m
GML 173.119 m
KMt 13.699 m
KML 187.519 m
Immersion (TPc) 52.374 tonne/cm
MTc 624.982 tonne.m
Length:Beam ratio 5.63
Beam:Draft ratio 2.231
Length:Vol^0.333 ratio 4.529
Precision High 112 stations
50% Ballast Tank 50% Cargo
 REFERENCES
1. Prel. Ship Design, S C Misra

2. Ship Design for Economy and Efficiency, Schneekluth

3. Manuel Ventura

4. DNV, Chap.3

5. PNA Vol 2

6. www.dnv.org

7. www.maerskline.com

8. ‘Preliminary Ship Design’ - Gillifan, Watson

9. ‘Lectures on Naval Architecture’ – Willian Fishbourne

10. ‘Priciples of Naval Architecture – 1,2,3’ – RINA

11. ‘Basic Ship Propulsion’ – Ghose, Gokaran

12. ‘Modern Cruise Ship Propulsion’ - SNAME Ottawa Nov 2009

13. ‘Practical Ship Design’ – Watson

14. ‘Ships – Guidelines for Surveys, Assessment, Repairs – IACS 2012

15. ‘Statistical Analysis and Determination of Regression Formulae for Container Ships’
– Hans Otto Christensen, TU Denmark

16. ‘An Approximate Power Prediction Method’ – Holtrop, Mennen

17. ‘International Convention on Load Lines’ – IMO 1988

18. ‘Bulbous Bow Design’ – Manuel Ventura

19. ‘IMO TIER II Programme 2013’ – Doosan MAN B&W

20. ‘Significant Ships 2012’ – Lingwood and Knaggs

21. ‘Rules and Regulations for the Construction of Steel Ships, Indian Register of Shipping
2011’ – IRS 2011
22. DNV.GL EEDI Calculator

23. WWW.en.wikipedia.org

24. WWW.portarrivals.com