PRELIMINARY DESIGN OF 50,000 TONNES (Approximate)

DEADWEIGHT DOUBLE HULL CRUDE OIL TANKER OF

SERVICE SPEED
15.0 KNOTS
A Project Report Submitted in fulfillment of
the requirements for the award of the degree of
Bachelor of Engineering
in Naval Architecture
Submitted By
VALTHARU BHANU PRAKASH
Regd NO: 691020004
Under The Guidance Of
I.N. NIRANJAN KUMAR
HEAD OF THE DEPARTMENT

DEPARTMENT OF MARINE ENGINEERING

COLLEGE OF ENGINEERING
ANDHRA UNIVERSITY
VISAKHAPATNAM
2008-2012

GENERAL DESCRIPTION OF THE PROJECT

DEFINITION
The requirements of this chapter apply to sea going self-propelled ships
having integral tanks and intended to carry crude oil or petroleum products in bulk
having a flash point, F.P. (closed cup test) not exceeding 60C and whose Reid
vapour pressure is below the atmospheric pressure. These requirements are
supplementary to those given for the assignment of main characters of class. The list
of oils and petroleum products which can be carried in such vessels is given in
Appendix A.
DOUBLE HULL CRUDE OIL TANKER:

It is a tank vessel having full depth wing water ballast tank or other non-cargo
spaces, and full breadth double bottom tanks for fuel oil or water ballast, throughout
the cargo area, intended to prevent or at least reduce the liquid cargo outflow in an
accidental stranding or collision.
The double hull Crude Oil Tankers can be defined as a sea going selfpropelled ships having integral tanks and intended to carry crude oil or petroleum
products in bulk having a flash point, F.P. (closed cup test) not exceeding 60C and
whose Reid vapour pressure is below the atmospheric pressure.
Assignment of class notation ESP (Enhanced Survey Program) is mandatory
for oil tankers, ore or oil carriers and oil or bulk carriers. Oil tankers complying with
above requirements will be eligible to be assigned class notation "OIL TANKER,
ESP".
The requirements of the following statutory regulation (as amended) are to be
complied with in so far as they are applicable:
a) SOlAS 1974; for general safety measures (construction, subdivision and stability,
machinery and electrical installations);
b) SOlAS 1974; for fire safety measures;
c) MARPOl; Annex (I) - for ship arrangement and pollution prevention;
for the carriage of MARPOL Annex I cargoes, where the cargo area is protected
from the environment by a double hull consisting of double side and double
bottom spaces dedicated to the carriage of ballast water for ships of 5,000 dwt and
above. These ballast spaces extend for the full length of the cargo area.
i

In response to continuing oil spills, double hull construction for oil tankers became
mandatory in 1993 by order of the maritime environmental protection committee of
the international maritime organization (IMO). Compared to single hull tankers, the
use of double hull construction has resulted in a distinct reduction in the probability of
oil spills resulting from collision or grounding
As a part of the academic schedule, preliminary Design of double hull Crude Oil
Tanker with 50,000 Tonnes (approximate) deadweight and 15 knots service speed is
under taken.
In this design the necessary facilities and the requirements that fulfill the
specifications of owners, the rules of classification and statutory requirements of the
National and International Authorities have been implemented.

Ship Description:
General: The vessel is a single screw all welded ship with machinery aft. The ship
has forecastle and with sheer and camber.
Cargo area: Cargo area is that part of the vessel that contains cargo tanks, slop
tanks and cargo pump-rooms including, cofferdams, ballast and void spaces adjacent
to cargo tanks and also deck areas throughout the entire length and breadth of the part
of the ship over the above mentioned spaces.
The aggregated capacity of wing tanks, double bottom tanks, forepeak tanks
and aft tanks intended to carry water ballast is more than the capacity of segregated
ballast tank necessary to meet required of MARPOL regulation.
Access to cofferdams, ballast and cargo tank and other spaces in cargo area is direct
from the open deck.
SlopTank:

Slop tank means a tank specifically designated for the collection of tank

drainings, tank washings and other oily mixtures.

Stability: This oil tanker if of deadweight above 5000 tonnes and hence it is in
accordance with the requirements of intact stability during liquid transfer operations
given in MARPOL, Annex I, Reg.25A, where applicable.
For any operating draught reflecting actual, partial or full load conditions,
including the intermediate stages of liquid transfer operations the following intact
stability criteria is to be complied with:
ii

a) In port (see note below), the initial metacentric height GMo is not
to be less than 0.15 [m]. Positive intact stability is to extend from
the initial equilibrium position at which GMo is calculated over a
range of at atleast 20 degrees to port and to starboard.
b) At sea, the intact stability criteria contained in paragraphs
Chapter 3 of IMO resolution A.749 (18), the Intact Stability Code,
or the criteria contained in the national requirements of the flag
administration if the national stability requirements provide at
least an equivalent degree of safety is to be complied with.
Note: At some port locations where the environmental conditions
are similar to those at sea, the requirements given in para (b) are
to be applied.
For all loading conditions in port and at sea, including intermediate stages of
liquid transfer operations, the initial metacentric height and the righting lever curve
are corrected for the effect of free surfaces of liquids in tanks.

Ship arrangement:
Location and separation of cargo spaces from machinery, accommodation,
service spaces, and control stations are discussed in General Arrangement chapter.
All dry spaces and tanks intended for water ballast which can remain empty in
loaded condition are to be so arranged that they cannot be used for any other purpose.
Slop tanks are designed for efficient decantation. Positions of inlets, outlets,
baffles and weirs where fitted, are located to ensure minimum turbulence and
entrainment of oil or emulsion with water.
Cargo tanks are segregated from machinery spaces, accommodation spaces
and other spaces of electrical hazard by means of cofferdams at least 760 [mm] in
length and covering the whole area of the end bulkheads of cargo tanks. A pump
room, oil fuel bunker or water-ballast tank is accepted in lieu of a cofferdam. Oil
engines or electrical equipment of potential fire hazard are not sited in these pump
rooms or cofferdams.
In case of a corner-to-corner situation between a safe space and a cargo tank,
the safe space is protected by a cofferdam. This protection is however obtained by an

iii

angle bar or a diagonal plate across the corner. Such cofferdam, if accessible, is
ventilated and if not accessible, is filled with a suitable and compatible compound.
A cofferdam between the forward cargo tank and the forepeak is dispensed by
providing direct access to the forepeak from the open deck, the air and sounding pipes
to the forepeak space are led to the open deck, and portable means are provided for
gas detection and inerting the forepeak compartment.
Tank Arrangement: The disposition of transverse bulkheads is in accordance with
the requirements of Pt.3, Ch.10: IRS 2003, as applicable to ships with machinery aft.
The arrangements of the spaces within the cargo region with respect to the
following features are in accordance with the MARPOL 73/78 (as amended), Annex I.
a)

b)
c)

Feature
Protection of cargo
tank region with
double bottom and
wing ballast
tank/spaces
Segregated ballast
tank (SBT)
Protective location
of SBT

d)

i)

Crude oil washing

(COW) (Crude
carriers only),
Segregation of fuel
oil/ballast water
Slop tanks and
oil/water interface
detectors
Sludge tank for fuel
oil
Minimization of
retention of oil on
board
Tank size limitation

j)

Subdivision and

e)
f)
g)
h)

damage stability

Regulation
13(F)
13
13(E)
13(B)
14
15
17
18(4)&(5)
Reg.24, in
conjunction with
the Regs.22 and
23 on damage
assumption and
hypothetical
outflow
Reg.13F,
Reg.22
and Reg.25

The aggregate capacity of wing tanks, double bottom tanks, forepeak tanks
and aft peak tanks intended to carry water ballast is more than the capacity of
segregated ballast tanks necessary to meet the requirements of MARPOL Annex I,
Regulation 13.
iv

Access to spaces in the cargo area: Access to cofferdams, ballast tanks, cargo tanks
and other spaces in the cargo area are direct from the open deck. A typical
arrangement is incorporated to ensure their complete inspection. Every double bottom
space is provided with separate access without having to pass through other
neighboring double bottom space.
For access through horizontal openings, hatches or manholes, the dimensions
shall be sufficient to allow a person wearing a self-contained, air-breathing apparatus
and protective equipment to ascend or descend any ladder without obstruction and
also to provide a clear opening to facilitate the hoisting of an injured person from the
bottom of the space. The minimum clear opening not less than 600 mm x 600 mm
For access through vertical openings, or manholes providing passage through
the length and breadth of the space, the minimum clear opening should be not less
than 600 mm x 800 mm, and at a height of not more than 600 mm from the bottom
shell plating unless gratings or other footholds are provided.
At least one horizontal access opening of 600 mm x 800 mm clear opening is
fitted in each horizontal girder in the wing ballast space and weather deck to assist in
rescue operations.
STRUCTURAL CONFIGURATION:
The bottom shell and inner bottom and side shell and deck are longitudinally
framed in the cargo tank region. Longitudinal framing is 1000 mm following IRS
rules. Aft peak, forward peak and engine room region are transversely framed (800
mm Frame Spacing).
Double Bottom structure: Longitudinal girder is provided at centerline of ship. Flat
keel is fitted at bottom at centerline of ship. Plate floors are arranged in way of
transverse bulkhead to divide the double bottom into tanks in addition to solid floors.
The continuity of side girders, which are provided, is maintained as far forward as
possible.
Safety of environment: Heavy penalties are levied for pollution, and for the longstanding practices of disposing the tank washing at sea. Hence the following
equipments are fitted in the ship to check environmental safety. The ship has in
operation oil discharge monitoring and control system, oily water separating
v

equipment, oily filtering system and other such installation such as sewage treatment
plant, incinerator etc.
Shell plating: The longitudinal are continuous between bulkheads. Vertical
Transverse webs are fitted to side shell to support the side longitudinals.
Bulkheads: Both Transverse and longitudinal bulkheads are fitted for subdivision of
ship, and are of corrugated type.
Pumping and piping system: Cargo pump room is located at forward of engine room
and totally enclosed and is to have no direct communication with machinery spaces.
Ballast piping does not pass through cargo tanks and is not connected to cargo oil
piping.
Cargo pumps are provided on tanks to load and discharge cargo, and also to
ballast some of the tanks which become necessary when making voyage in the ballast
condition. The cargo pumps are centrifugal type, motor driven and have a very high
capacity.
Safety of ship: The risk in transporting and handling of hazardous substances are
anticipated by appropriate design countermeasures to minimize the likelihood of
accidents and the consequences of such accidents. The measures are according to the
1974 SOLAS Convention.
Inert gas system: Inert gas systems are fitted to prevent explosive conditions, to
detect leakage, or to reduce heat transfer. Gases used for this purpose include argon,
helium, CO2, N2 or exhaust gases drawn from the stack or from an inert gas generator
and scrubbed to remove precipitated matter and acid-forming element. The gas is
applied to the cargo tanks with vents closed.
Tank cleaning by oil washing: This is a new system of cleaning the tank in which
cargo oil itself is used as the solvent for removing the residues from interior of the
tank surfaces. The oil is more effective than water in removing the clingings from the
tank interior surfaces and therefore produces a tank which, following discharge
contains less oil residue. The washing is conducted in port during the final stage of
discharging.

vi

FINALISED MAIN PARTICULARS OF THE SHIP

1) LENGTH BETWEEN PARTICULARS

-195 M

2) LENGTH OVERALL

-205.37 M

3) BREADTH (MOULDED)

-30 M

4) DEPTH (MOULDED)

-18.00 M

5) DRAUGHT (MOULDED)

-14.08 M

6) BLOCK COEFFICIENT OF FINENESS

-0.80

7) MIDSHIP SECTION AREA COEFFICIENT

-0.99

8) WATER PLANE AREA CO-EFFICIENT

-0.88

9) VERTICAL PRISMATIC CO-EFFICIENT

-0.91

10) LONGITUDINAL PRISMATIC CO-EFFICIENT

-0.81

9) VOLUME OF DISPLACEMENT (Moulded)

-65878.34 m3

10) DISPLACEMENT (Moulded)

-67525.3 TONNES

11) SPEED

-15 KNOTS

12) POWER

-9900 KW

vii

ACTIVITY - 1
FIXING OF MAIN DIMENSIONS, COEFFICIENTS OF FORM
AND OTHER CHARACTERISTICS OF
DOUBLE HULL CRUDE OIL TANKER

Basic Design of the Ship:

The main dimensions of the ship influence many of the ships characteristics
such as stability; hold capacity, power requirements and its economic efficiency. So,
they should be coordinated such that the ship satisfies the design conditions as well as
the characteristics desired by the shipping companies with various combinations of
dimensions. The economic factor is of prime importance in designing a ship. An
owner requires a ship, which will give him the best possible returns for his initial
investment and running costs. This means that the final design should be arrived at
taking into account not only the present economic considerations, but also those
likely to develop within the life of the ship. Basic design includes selection of ship
dimensions, hull form, amount of power and type of engine, preliminary arrangement
of hull and machinery, and major structural arrangement. Proper selections assure the
attainment of the mission requirements such as cargo carrying capacity and dead
weight. It includes checks and modifications for achievement of required cargo
capacity, subdivision and stability standards, free board and tonnage measurement.
For the optimization of dimensions for economic efficiency, at the same time
meeting the owners requirements I have adopted the following procedure. I would
have taken the parent ship having the specified deadweight and speed. But to have an
idea of dimensions for optimization I referred Register of Ships compiled by
classification society (LRS), which gives the particulars of ships built under their
survey. These particulars include name of the ship, its year and place of built, LOA,
LBP, B, D, T, Speed, Deadweight, NRT, GRT, number of holds, super structure
details, main engine details etc.
1

Many vessels are required to make passage through various canals and this will
place a limitation on the dimensions. The Suez Canal has a draft limit; locks in the
Panama Canal and St.Lawrence seaway limits length, beam and draught. There is also
limitation on the height above the water line because of bridges. Therefore the
following restrictions are considered while fixing the dimensions for the design of a
ship.
CANAL
Panama Canal
St. Lawrence
Kiel
seaway
SuezCanal
Visakhapatnam

LENGTH (m)
290
222
315
---195

BREADTH(m)
32.24
23.00
40.00
--30.00

DRAFT(m)
13.00
7.60
9.50
18.29
9.00

TABLE 1
SHIPS OF 45000 TONNES TO 55000 TONNES DWT WITH SPEED OF 13 TO 17 KNOTS
Speed
DWT
S.No.
(knots)
LBP(m)
Breadth(m) Depth(m) Draft(m) Power(KW)
(tonnes)
1
45000
14.00
193.71
30.21
17.38
12.50
8499
2
45222
14.50
186.00
32.00
16.51
11.42
9180
3
45274
14.50
174.00
32.20
18.00
11.99
7788
4
45454
16.00
188.00
28.40
17.60
12.43
10742
5
45655
14.50
169.02
32.21
17.45
12.85
6767
6
45672
14.00
176.00
32.20
18.20
12.00
8520
7
45840
15.10
172.00
32.20
18.70
11.99
9267
8
45937
15.10
172.00
32.20
18.70
12.00
9480
9
45998
14.50
174.00
32.20
18.00
12.20
7580
10
45999
15.30
172.93
32.20
18.00
12.20
7470
11
46000
14.60
174.00
32.20
18.80
11.84
8602
12
46069
14.50
174.00
32.20
18.00
11.99
7788
13
46094
14.50
173.90
32.20
19.10
12.79
8580
14
46095
14.50
174.30
32.30
19.15
12.19
8057
15
46100
14.00
164.01
32.25
17.91
13.30
8201
16
46162
14.50
174.00
32.00
18.00
11.97
7466
17
46162
14.10
174.00
32.20
18.20
12.19
7788
18
46186
14.50
172.22
32.18
18.39
12.52
8840
19
46269
14.50
173.90
32.20
18.00
12.20
8562
20
46538
14.62
175.00
32.20
18.00
12.50
5925
21
46828
14.50
184.03
30.79
15.89
12.19
10444
22
46828
14.50
184.21
30.83
15.92
12.19
10444
23
46952
14.50
184.00
30.41
17.81
12.42
5002
24
46991
15.80
173.90
32.20
19.10
12.43
9480
25
47000
15.00
174.80
32.20
17.50
12.19
8580
26
47000
14.60
174.00
32.20
18.80
12.19
8580
27
47059
14.50
175.77
32.20
18.00
12.21
6719
28
47144
15.00
173.41
32.20
17.80
12.60
10223
29
47170
14.50
174.00
32.20
18.00
12.21
7459
30
47225
15.30
172.00
32.20
19.10
12.66
7709
31
47236
15.30
172.00
32.20
19.10
12.64
8683
32
47431
15.00
174.80
32.20
17.50
12.20
8310
33
47449
15.70
172.00
32.20
19.10
12.65
8580
34
47803
15.75
175.01
32.20
17.60
12.72
9636
35
47889
16.00
200.82
28.61
17.61
12.43
12872
36
48581
14.00
175.01
31.96
18.00
13.08
7338
37
48706
14.50
174.00
32.20
19.00
12.79
8683
38
48882
14.00
168.00
32.20
19.21
12.77
7797
39
49530
16.25
185.93
32.26
18.32
13.27
10371
40
50360
15.00
180.00
32.20
20.20
13.49
9480
41
50593
16.25
186.01
36.59
15.91
11.28
11843
42
50600
16.00
174.81
32.21
17.81
12.18
9450
43
50801
16.25
186.01
36.59
15.91
11.28
11843
44
50827
15.24
214.88
31.09
15.24
12.03
11190
45
50860
14.50
192.01
32.24
16.31
12.10
8385
46
50875
16.50
210.07
30.79
15.55
12.04
12357
47
50915
16.25
186.00
36.59
15.91
11.28
11843
48
50975
15.00
210.00
31.00
16.80
12.00
11181
49
51000
15.00
180.00
32.20
20.20
13.49
9480
50
51173
15.50
200.79
28.63
17.61
12.82
12872
51
51255
14.30
172.57
32.20
19.10
13.14
9494
52
51293
14.50
184.03
32.26
17.02
12.40
9636
53
51871
17.50
214.88
31.09
31.09
27.79
14174
54
52362
16.00
230.66
32.26
18.29
11.69
12682
55
52525
15.00
215.56
29.30
16.89
12.64
12946
56
52800
16.00
214.89
31.09
15.24
12.02
13976
57
53534
15.00
199.02
32.21
17.81
11.74
11033
58
53586
16.00
231.12
26.00
16.69
12.78
11107
59
54600
16.75
200.44
32.24
17.33
12.65
11651

S.No.
1
2
3
4
5
6
7
8
9
10

TABLE 2
SHIPS OF AROUND 50000 TONNES DWT AT VARYING SPEEDS (15 2 KNOTS)
Speed
DWT
(knots)
LBP(m)
Breadth(m)
Depth(m)
Draft(m) Power(KW)
Power(BHP)
(tonnes)
49530
16.25
185.93
32.26
18.32
13.27
10371
14100
50360
15.00
180.00
32.20
20.20
13.49
9480
12713
50593
16.25
186.01
36.59
15.91
11.28
11843
16100
50600
16.00
174.81
32.21
17.81
12.18
9450
12848
50801
16.25
186.01
36.59
15.91
11.28
11843
16100
50827
15.24
214.88
31.09
15.24
12.03
11190
15006
50860
14.50
192.01
32.24
16.31
12.10
8385
11399
50875
16.50
210.07
30.79
15.55
12.04
12357
16799
50915
16.25
186.00
36.59
15.91
11.28
11843
16100
50975
15.00
210.00
31.00
16.80
12.00
11181
15201

TABLE 3
SHIPS OF SPEED AROUND 15 KNOTS AT VARYING DWT (50000 5000 TONNES)
S.No.
1
2
3
4
5
6
7
8
9
10
11
12

DWT (tonnes)
47000
46538
47144
47431
50975
51000
52525
53534
45840
50827
45999
47225

Speed (knots)
14.60
14.62
15.00
15.00
15.00
15.00
15.00
15.00
15.10
15.24
15.30
15.30

LBP(m)
174.00
175.00
173.41
174.80
210.00
180.00
215.56
199.02
172.00
214.88
172.93
172.00

Breadth(m)
32.20
32.20
32.20
32.20
31.00
32.20
29.30
32.21
32.20
31.09
32.20
32.20

Depth(m)
18.80
18.00
17.80
17.50
16.80
20.20
16.89
17.81
18.70
15.24
18.00
19.10

Draft(m)
12.19
12.50
12.60
12.20
12.00
13.49
12.64
11.74
11.99
12.03
12.20
12.66

Power(KW)
8580
5925
10223
8310
11181
9480
12946
11033
9267
11190
7470
7709

Power(BHP)
11506
8055
13898
11298
15201
12713
17600
15000
12427
15006
10149
10480

TABLE 4
Table for L/B,B/D and L/D for the ships in Table 2 and Table 3
S.No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

DWT
(tonnes)
45840
45999
46538
47000
47144
47225
47431
49530
50360
50593
50600
50801
50827
50860
50875
50915
50975
51000
52525
53534

Speed
(knots)
15.1
15.3
14.62
14.6
15
15.3
15
16.25
15
16.25
16
16.25
15.24
14.5
16.5
16.25
15
15
15
15

LBP(m)
172
172.93
175
174
173.41
172
174.8
185.93
180
186.01
174.81
186.01
214.88
192.01
210.07
186
210
180
215.56
199.02

Breadth
(m)
32.2
32.2
32.2
32.2
32.2
32.2
32.2
32.26
32.2
36.59
32.21
36.59
31.09
32.24
30.79
36.59
31
32.2
29.3
32.21

Depth
(m)
18.7
18
18
18.8
17.8
19.1
17.5
18.32
20.2
15.91
17.81
15.91
15.24
16.31
15.55
15.91
16.8
20.2
16.89
17.81

Draft
(m)
11.99
12.2
12.5
12.19
12.6
12.66
12.2
13.27
13.49
11.28
12.18
11.28
12.03
12.1
12.04
11.28
12
13.49
12.64
11.74

Power
(KW)
9267
7470
5925
8580
10223
7709
8310
10371
9480
11843
9450
11843
11190
8385
12357
11843
11181
9480
12946
11033

Power
(BHP)
12427
10149
8055
11506
13898
10480
11298
14100
12713
16100
12848
16100
15006
11399
16799
16100
15201
12713
17600
15000

L/B
5.34
5.37
5.43
5.4
5.39
5.34
5.43
5.76
5.59
5.08
5.43
5.08
6.91
5.96
6.82
5.08
6.77
5.59
7.36
6.18

B/D
1.72
1.79
1.79
1.71
1.81
1.69
1.84
1.76
1.59
2.3
1.81
2.3
2.04
1.98
1.98
2.3
1.85
1.59
1.73
1.81

L/D
9.2
9.61
9.72
9.26
9.74
9.01
9.99
10.15
8.91
11.69
9.82
11.69
14.1
11.77
13.51
11.69
12.5
8.91
12.76
11.17

Table 5

VALUES OF CD1 FOR SHIPS OF 45000TONNES TO 55000TONNES DWT WITH VARYING SPEEDS(TABLE 4), CONSIDERING BLOCK COEFFICIENT OF FINENESS TO GET DISPLACEMENT
S.NO

LBP(m)

BREADTH(M)

DEPTH(m)

DRAFT(m)

DWT(tonnes)

POWER
(KW)

POWER
(BHP)

SPEED
(knots)

CB1

CB2

CB3

CB4

CB5

Cbavg

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

172
172.93
175
174
173.41
172
174.8
185.93
180
186.01
174.81
186.01
214.88
192.01
210.07
186
210
180
215.56
199.02

32.2
32.2
32.2
32.2
32.2
32.2
32.2
32.26
32.2
36.59
32.21
36.59
31.09
32.24
30.79
36.59
31
32.2
29.3
32.21

18.7
18
18
18.8
17.8
19.1
17.5
18.32
20.2
15.91
17.81
15.91
15.24
16.31
15.55
15.91
16.8
20.2
16.89
17.81

11.99
12.2
12.5
12.19
12.6
12.66
12.2
13.27
13.49
11.28
12.18
11.28
12.03
12.1
12.04
11.28
12
13.49
12.64
11.74

45840
45999
46538
47000
47144
47225
47431
49530
50360
50593
50600
50801
50827
50860
50875
50915
50975
51000
52525
53534

9267
7470
5925
8580
10223
7709
8310
10371
9480
11843
9450
11843
11190
8385
12357
11843
11181
9480
12946
11033

12427
10149
8055
11506
13898
10480
11298
14100
12713
16100
12848
16100
15006
11399
16799
16100
15201
12713
17600
15000

15.1
15.3
14.62
14.6
15
15.3
15
16.25
15
16.25
16
16.25
15.24
14.5
16.5
16.25
15
15
15
15

0.75
0.75
0.77
0.77
0.76
0.75
0.76
0.74
0.76
0.74
0.74
0.74
0.79
0.78
0.76
0.74
0.79
0.76
0.79
0.78

0.74
0.74
0.76
0.75
0.75
0.74
0.75
0.73
0.75
0.73
0.73
0.73
0.77
0.77
0.75
0.73
0.77
0.75
0.78
0.77

0.77
0.76
0.80
0.80
0.78
0.76
0.78
0.74
0.79
0.74
0.73
0.74
0.85
0.84
0.78
0.74
0.85
0.79
0.86
0.83

0.75
0.74
0.78
0.78
0.76
0.74
0.76
0.73
0.78
0.71
0.71
0.71
0.88
0.84
0.80
0.71
0.88
0.78
0.91
0.84

0.78
0.78
0.79
0.79
0.78
0.78
0.78
0.77
0.79
0.77
0.77
0.77
0.80
0.80
0.78
0.77
0.80
0.79
0.81
0.80

0.76
0.75
0.78
0.78
0.76
0.75
0.77
0.74
0.77
0.74
0.74
0.74
0.82
0.81
0.77
0.74
0.82
0.77
0.83
0.80

51622
52478
56206
54435
55079
54060
53910
60753
62025
58302
51703
58302
67381
62067
61687
58298
65598
62025
67891
61869

CD1

0.89
0.88
0.83
0.86
0.86
0.87
0.88
0.82
0.81
0.87
0.98
0.87
0.75
0.82
0.82
0.87
0.78
0.82
0.77
0.87

Table 6

S.NO

LBP(m)

BREADTH(M)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

172
172.93
175
174
173.41
172
174.8
185.93
180
186.01
174.81
186.01
214.88
192.01
210.07
186
210
180
215.56
199.02

32.2
32.2
32.2
32.2
32.2
32.2
32.2
32.26
32.2
36.59
32.21
36.59
31.09
32.24
30.79
36.59
31
32.2
29.3
32.21

VALUES OF CD2 FOR SHIPS OF 45000TONNES TO 55000TONNES DWT WITH VARYING SPEED(TABLE 4)
COSIDERING LIGHT SHIP WEIGHT USING EMPERICAL FORMULAE TO GET THE TOTAL DISPLACEMENT
Outfit
Weight of
Weight of
weight
steel
engine
plant
POWER
POWER
SPEED
(tonnes)
(tonnes)
(tonnes)
DEPTH(m) DRAFT(m) DWT(tonnes)
(KW)
(BHP)
(knots)
18.7
11.99
45840
9267
12427
15.1
9188
2670
1442
18
12.2
45999
7470
10149
15.3
6505
2387
1201
18
12.5
46538
5925
8055
14.62
6790
2423
994
18.8
12.19
47000
8580
11506
14.6
6630
2406
1350
17.8
12.6
47144
10223
13898
15
6598
2396
1570
19.1
12.66
47225
7709
10480
15.3
6343
2372
1233
17.5
12.2
47431
8310
11298
15
6775
2420
1314
18.32
13.27
49530
10371
14100
16.25
7870
2619
1590
20.2
13.49
50360
9480
12713
15
7174
2510
1471
15.91
11.28
50593
11843
16100
16.25
9465
2972
1788
17.81
12.18
50600
9450
12848
16
6661
2421
1467
15.91
11.28
50801
11843
16100
16.25
9465
2972
1788
15.24
12.03
50827
11190
15006
15.24
12439
3033
1700
16.31
12.1
50860
8385
11399
14.5
9130
2725
1324
15.55
12.04
50875
12357
16799
16.5
11216
2917
1856
15.91
11.28
50915
11843
16100
16.25
9463
2971
1788
16.8
12
50975
11181
15201
15
11164
2936
1699
20.2
13.49
51000
9480
12713
15
7174
2510
1471
16.89
12.64
52525
12946
17600
15
11318
2870
1935
17.81
11.74
53534
11033
15000
15
9772
2849
1679

LIGHT
SHIP
WEIGHT(T)

CD2

13301
10094
10208
10386
10564
9948
10508
12078
11154
14224
10548
14224
17171
13180
15990
14222
15799
11154
16123
14300

59141
56093
56746
57386
57708
57173
57939
61608
61514
64817
61148
65025
67998
64040
66865
65137
66774
62154
68648
67834

0.79
0.82
0.82
0.82
0.82
0.83
0.82
0.8
0.82
0.78
0.83
0.78
0.75
0.79
0.76
0.78
0.76
0.82
0.77
0.79

Table for Cd average for Cd 1

and Cd2 from Table 5
& Table 6
Cd 1
Cd 2
Cd avg
0.89
0.79
0.84
0.88
0.82
0.85
0.83
0.82
0.83
0.86
0.82
0.84
0.86
0.82
0.84
0.87
0.83
0.85
0.88
0.82
0.85
0.82
0.8
0.81
0.81
0.82
0.82
0.87
0.78
0.83
0.98
0.83
0.91
0.87
0.78
0.83
0.75
0.75
0.75
0.82
0.79
0.81
0.82
0.76
0.79
0.87
0.78
0.83
0.78
0.76
0.77
0.82
0.82
0.82
0.77
0.77
0.77
0.87
0.79
0.83

Finalised dead weight coefficient(Cd) =

0.83

Avg. CB = Average value of block coefficients which are very close to one
another calculated from the empirical relations. These empirical relations are
1). ALEXANDHARS FORMULA:
CB1=1.08 -

Vt
3.652 L.B.P

Where L.B.P=Length between Perpendiculars in meters

Vt

=Trail speed in knots= (Service speed+0.5) knots

2). AYRES FORMULA:

CB2=1.06 -1.68Fn
Fn=Froude number=

V
Lg

L= Length between perpendiculars in meters.

V= speed of ship m/s.
g= acceleration due to gravity. = 9.81 m/s2
3). SCHNEEKLUTHS FORMULA:

CB3=

0.145
Fn

Fn=Froude number
L

20
0.145 B

4). CB4=
.
26
Fn

5). CB5=1.0 -

.19 * V
(For tanker)
L.B.P
V =service speed in knots

L.B.P =Length between Perpendiculars in meters

B =Moulded Breadth in meters
g =Acceleration due to gravity=9.81 m/sec2
CB is taken average of above values.
1 = Displacement of the ship = L B T CB 1.025 tonnes
Where L = Length between Perpendiculars in meters
B= Moulded Breadth in meters
T= Moulded Draft in meters
CB=Average Block coefficient of Fineness
CD1 = Dead weight /Total displacement (1)
Total Displacement is made up of Lightship weight and Deadweight. So, Lightship
weight is calculated from the empirical formulae to arrive at the displacements from the
deadweight of the ships and then deadweight coefficients are calculated as below.
Light ship weight=Ws + Wo + Wep
L = Length between Perpendiculars in meters
B = Moulded Breadth in meters
D = Moulded Depth in meters

CB= Block coefficient of fineness

Where Ws = Weight of Steel in tonnes , for double hull ship 60% more
steel weight is taken to that of single hull ships.
1

C 3 1 .6
B
2
WST= b 5 5.11 L3.3 2.56 L2 B D
D
0.8 10

WO= Outfit Weight in tonnes = (0.325 + 0.0006 L) L B

W EP = Weight of Engine plant in tonnes
=

Pshp
200 .
10

Light ship weight=Ws + Wo + Wep

2= Light ship weight +Dead Weight

CD2 = Dead weight /Total displacement (2)
From the above formulae the deadweight-displacement coefficient is calculated
from the above values and the average value of deadweight-displacement coefficient is
obtained
Dead weight coefficient= Dead weight/Displacement.
Finalized dead weight coefficient=0.83
Displacement =Dead weight/0.83
=50,000/0.83 = 60,241 tonnes.
Volume of Displacement ( ) =

= 60241/1.025 = 58772 m3.

Where =Density of sea water = 1.025 tonnes / m3

10

CALCULATION OF LENGTH BETWEEN PERPENDICULARS:

1) From the graph drawn between Speed Vs LBP (fig.1) of Table-2
At Speed = 15 knots, The Value of LBP=195.55 meters.
FIG-1
Speed Vs LBP

y = -4.1181x + 257.32

220
215

LBP (meters)

210
205
200
195
190
185
180
175
170
14

14.5

15

15.5

16

16.5

17

Speed (knots)

2) From the graph drawn between Deadweight Vs LBP (fig.2) of Table-3,

Deadweight = 50000 tonnes, The Value of LBP=191.98 meters.
FIG-2
DWT Vs LBP

y = 0.0055x - 83.023

220

LBP (meters)

210
200
190
180
170
160
44000

46000

48000

50000

52000

54000

Dead Weight (Tonnes)

11

3) AYRES FORMULA:
(a) L.B.P. 3.33 1.67 V
,
3

L.B.P.
Where, V= Service speed in knots = 15 knots
L.B.P. = Length between perpendiculars in meters
=Volume of displacement in m3=58772 m3

L.B.P
15

3
.
33

1
.
67
3
58772
L.B.P
By iteration, L.B.P. = 198.58 meters.
4) VOLKERS FORMULA:
3

L
V
3 .5 4 .5
1

g 3

Where =Volume of displacement in m3=58772 m3

g=Acceleration due to gravity=9.81 m/s2
V=Service Speed =15*. 5144= 7.716m/sec.
3

L.B.P
3 .5 4 .5
58772

7.716
9.81 58772

1
3

L.B.P = 205.2 meters.

5) SCHNEKLUTHS FORMULA:
L=0.3 V0.3 3.2
Where L = Length between perpendiculars in meters
= Displacement = 58772*1.025 = 60241 tonnes
V = Service speed = 15 knots
L 602410.3 15 0.3 3.2
L.B.P=195.86 meters.

12

SUMMARY:
1. FROM L.B.P. Vs SPEED GRAPH

L.B.P: 195.55 m

2. FROM L.B.P. Vs DEADWEIGHT GRAPH L.B.P: 191.98 m

3. AYRES FORMULA

L.B.P: 198.58 m

4. VOLKERS FORMULA

L.B.P: 205.20 m

5. SCHNEKLUTHFORMULA

L.B.P: 195.86 m

Because empirical formulas are not on the scientific basis, Average length based
on the above information is taken (1, 2, 3, 5 values) as,

Average L.B.P =

195.55 191.98 195.86 198.58 195.49 m

4

Finalized L.B.P = 195 meters

2). BREADTH
When choosing the Breadth to comply with the required stability, stability conducive to
good sea keeping and stability required with special loading conditions should be taken
into consideration
1) Good sea keeping behavior:
a) Small amplitudes of roll.
b) Small roll acceleration.
2) Special loading conditions, e.g.:
Damaged ship, liquid cargoes etc.
3) Breadth may be restricted by Building dock width or channel clearance.
4) Increasing the Breadth by keeping the midship section area constant results in:
(a). Increased resistance and Higher power requirements since RT=f (B/T).
(b). Greater Initial stability.

13

FROM GRAPH:
1. From L.B.P. Vs (L/B) ratio graph,
At L=195m (L/B =6.0913)
BREADTH, B =

195
L
=
= 32.01 meter.
L 6.0913
B

FIG-3
LBP Vs L/B

y = 0.0402x - 1.7477

7.95
7.45

L/B

6.95
6.45
5.95
5.45
4.95
4.45
150

160

170

180

190

200

210

220

LBP (meters)

FROM EMPERICAL FORMULAS:

1) B=
B=

L
+ (6.5)
9

195
6.5 28.17 m
9

2) B= Ln (n=0.66 to 0.68)
a) B= (195)0.66=32.46 m
b) B= (195)0.68=36.08 m.

14

3) BAWKWARSITES FORMULA:
B=

L
195
3 .5
3.5 =28.82 m
7 .7
7 .7

4) WARSON FORMULA:
B=

L
+ 4.27=25.94m
9

BREADTH

32.01 26.17 28.17 32.46 36.08 28.82 25.94 29.95 m

7

According to classification societies L/B > 5 , 195/30 = 6.5

Finalized Breadth = 30 m.
3. DEPTH:
The depth is used to determine the ships volume and freeboard. The Depth should be
considered in relation to the longitudinal strength. An increase in depth will result in a reduction of
the longitudinal bending stresses providing an increase in strength, or allowing a reduction in
scantlings. Increased depth is therefore preferred to increased length.
FROM GRAPH :( Fig.4)
1). From B Vs B/D ratio graph, At B=30m,

B
=1.6575
D

Depth,D=18.1m.
FIG-4
Breadth Vs B/D

y = 0.0837x - 0.8535

2.4
2.3
2.2

B/D

2.1
2
1.9
1.8
1.7
1.6
1.5
25

27

29

31

33

35

37

39

Breadth (meters)

15

2) From LBP Vs L/D ratio graph, At L= 195m,

L
=11.56
D

Depth, D=16.87m.
FIG - 5
LBP Vs L/D

y = 0.0962x - 7.199

15
14

L/D

13
12
11
10
9
8
170

180

190

200

210

220

LBP (meters)

FROM EMPERICAL FORMULA:

1) For cargo ships:
D

B3
m
1 .5

D=

30 3
= 18 m.
1 .5

Average depth =

18.1 16.87 18 =17.66m

3

As per Classification Society rules

B
< 2.5
D

B/D= 30/18 =1.67 so satisfy Classification Society rules.

Finalized DEPTH = 18 m.
16

COEFFICIENTS OF FORM
1). Block Coefficient of Fineness (CB):
Block coefficient of fineness is the ratio of the Volume of Displacement of
the molded form up to any water line to the volume of a circumscribing solid with
Length, breadth, and depth equal to the length, breadth at the draft of that waterline.
CB =

L * B *T

Where L is length, B is breadth and T is molded draft.

Reducing the Block coefficient results in
a) Decrease in regulatory freeboard, required propulsive power, weight of the engine
plant and fuel consumption.
b) A slight increase in Hull steel weight and
c) Better sea keeping and less added resistance in a seaway and slamming.
If the value of Block coefficient is decreased Breadth must be increased to
maintain stability. Ship owner requirements can be met using a wide variety of C B
values. The optimum choice is made on the above.
CB from Empirical Formulae:
Fn = Froude number Fn

V
gL

15 .5144
9.81 195

0.17 6

Where V = Service speed =7.716 m/sec,

g =Acceleration due to gravity=9.81m/sec2
L=Length between perpendiculars =195 m
(i). AYRES FORMULA:
CB = C-1.68 Fn
, Where

C=1.06 for single screw ships.

Where Fn= Froude number = Fn

V
gL

V= Service speed 7.716 m/sec,

g =Acceleration due to gravity=9.81m/sec2
L=Length between perpendiculars =195 m
CB1=1.06 - 1.68(0.17) = 0.76

17

(ii). SCHNEEKLUTHS FORMULAE:

a). C B 2

b). C B 3

0.145 0.145

0.82
Fn
0.176

20
0.14 B
0.14

Fn
26
0.17

195

30 20
0.84
26

c) C B 4 = 1 . 0 0 . 19 V 0 . 80
L

(iii)

(iv)

C B 5 1.08

Vt
0.78
3.652 L

JENSENS FORMULA:

C B 6 4.22 27.8 Fn (39.1 Fn ) 46.6( Fn ) 3

C B 6 4.22 27.8 .176 (39.1 .176) 46.6(.176) 3

CB6=0.82

From the above results finalized

CB=

(0.76 0.82 0.84 0.80 0.78 0.82)

= 0.80
6

Finalized Cb = 0.80

(2). Midship section area Coefficient (CM):

The fullness of the midship section is expressed by the midship section area
coefficient. It is the ratio of the midship section area to the circumscribing rectangle, the
width of which is equal to the moulded beam at the load waterline and the depth of
which is equal to the moulded draft at that waterline. The criteria for midship section
area coefficient are favorable resistance, plate curvature in bilge area and roll damping.

18

CM from Empirical formulae for the ships without rise of floor:

(i). According to KERLONS FORMULA:
C M 1 1.006 0.0056C B

3.56

1.006 0.0056(0.80) 3.56 .99

(ii). According to H.S.V.A. tank:

CM 2

1
1

.99
3 .5
1 (1 C B )
1 (1 .80) 3.5

(iii) VANLAMUAN FORMULA:

CM3 = 0.9 + (0.1 CB) =.98
Average CM =

(.99 .99 .98)

.99
3

Finalized CM = 0.99

(3). Longitudinal Prismatic Coefficients (CPL):

(i). Longitudinal prismatic Coefficient, CPL=

C B 0.80
=0.81.

C M 0.99

(4). Water plane area Coefficient (CW):

The water plane area coefficient influences the resistance and stability considerably.
It is geometrically related to shape of cross sections. It is the ratio of the Water plane
area to the circumscribing rectangle, the length of which is equal to the length of the
LWL and width of which is equal to the breadth at that waterline. The value of C W is
largely a function of CB and sectional shape. Ships with high
or V sections. Ships with low

L
ratio may have either U
B

L
ratio have extreme V forms.
B

CW from Empirical formulae:

(i). According to SCHNEEKLUTH,
For U-section form and no projecting stern form,

CW 1 0.95C PL 0.17 1 C PL (0.95 0.81) 0.173 1 0.81 0.87

(ii). For Average section
CW 2

(1 2C B ) (1 2 0.80)

0.87
3
3

19

(iii). For V-section forms,

(a) CW

CB
0.88
(0.471 0.551 C B )

(b) C w C B 0.025 0.87

C
1 2 B
C M

(c) CW
3

0.80
1 2

0.99

0.87
3

Cw3 = 0.87
From the above results,

Finalized CW=0.87
(5). Vertical Prismatic Coefficients (CPv):

Vertical Prismatic Coefficient

CPV=

C B 0.80

= 0.92
CW 0.87

OTHER CHARACTERESTICS OF THE SHIP:

(1). SHEER:
STATION
AFT

A.P
1/6 L from A.P
1/3 L from A.P
AMIDSHIPS

FORWARD

1/3 L from F.P

1/6 L from F.P
F.P

ORDINATE
L
25( 10)
3
L
11.1( 10)
3
L
2.8( 10)
3

0
L
5.6( 10)
3
L
22.2( 10)
3
L
50( 10)
3

STANDARD
SHEER (in mm)
1875
832.5
210
0
420
1665
3750

20

(2). CAMBER
Standard camber=

B
=0.6 m
50

(3).BILGE RADIUS ( R ):

B.C K
,
L
2
4 C B
B

Where B=breadth in meters=30 m

L= Length between Perpendiculars in meters = 195 m.
CK= Coefficient between 0.5 and 0.6
CB= Block coefficient =0.80

30 0.6
2.68 m
195

2
4 (0.8)

30

3). RISE OF FLOOR

: Nil.

4). LENGTH OF SUPER STRUCTURE

Superstructure length can be estimated by determining the distance

between aft peak bulkhead and Forward peak bulkhead.
From the data collected from the register of ships, one of the ships which
approximately coincide with length, breadth and speed is of power 11033 KW. A low
speed engine is selected and its specifications are:
Type of the engine

: Sulzer RTA 72 U

Power

: 11050 KW

Speed

: 71 rpm

Value of A

: 7549 mm

21

Value of K

: 451 mm

Therefore, length of the engine is, A+K=7549+451= 8000 mm

Length of engine casing = 8000+2000 = 10000 mm
Hence, length of superstructure = length of engine room + (2*width of
alleyway) + (2*length of a cabin in longitudinal direction) + any additional space due to
engine alignment from aft peak bulkhead.
Width of alleyway = 1000 mm.
Length of a cabin in longitudinal direction = 4000 mm.
Length of superstructure, Ls= 10000 + (2*1000) + (2 * 4000) = 20000 mm
Note: Bulkheads of cabins are inline with Deck beams in Fore and Aft direction i.e. its
length is a multiple of transverse framing (800 mm).
5) BREADTH OF SUPERSTRUCTURE:
Breadth of superstructure = Breadth of engine casing + (2* width of alleyway)
+(2* length of a cabin in transverse direction).
Breadth of engine = 2 * E
Where, E is the half breadth of the engine near turbo charger (maximum)
Breadth of engine casing = (2*4345) +2000=10690 mm.
Width of alleyway = 1000 mm.
Length of a cabin in transverse direction = 4000 mm.
Breadth of superstructure = 10690 + (2*1000) + (2 * 4000) = 20690 mm
Breadth of superstructure = 21 meters (approx)
6). TYPE OF BOW

: BULBOUS BOW

7). TYPE OF STERN

: TRANSOM STERN

8). POSITION OF ENGINE ROOM

: AFT

22

ACTIVITY - 2
PRELIMINARY FREEBOARD CALCULATION USING L.B.P AS
FREEBOARD LENGTH AS PER LOAD LINE REGULATIONS
Freeboard may be broadly defined as the height that the sides of a
floating vessel project above the water. The maximum waterline to which a ship can be
loaded is governed by the Plimsoll marks, which are permanently marked on the vessels
sides at amidships. The freeboard deck means the uppermost complete deck having
permanent means of closing all opening in weather deck.
Freeboard rules are designed to ensure that the vessel when loaded
to her marks has sufficient reserve buoyancy in the portion of the hull above the
waterline to ensure a satisfactory margin of safety.
Freeboard Calculation Procedure:
1. L.B.P is taken as FREE BOARD LENGTH = 195 m
2. BREADTH = 30 m
3. DEPTH FOR FREEBOARD:
Depth for freeboard is the moulded depth at midships plus the thickness of the
Freeboard deck stringer plate +wood sheathing, if any.
FREEBOARD DEPTH = Moulded depth + Assumed thickness of stinger plate

=18 + 0.02 (assumed) =18.02 m (no wood sheathing)

4. BLOCK COEFFICIENT OF FINENESS= 0.80
5. LENGTH OF SUPER STRUCTURE = 20m
For the purpose of freeboard calculations, ships are divided into two types, Type A and Type -B ships. As this vessel is intended to carry oil, it is Type- A ship.
TABULAR FREE BOARD:
The Tabular Freeboard (FO) from Freeboard Table for 195 m length is FO = 2562 mm.
23

CORRECTIONS:
1. BLOCK COEFFICIENT (CB):
Where CB exceeds 0.68, the tabular freeboard shall be multiplied by the factor

C B 0.68
1.36
0.80 0.68
CORRECTED FREEBOARD = 2562
2788.06 mm
1.36

2. DEPTH CORRECTION:
Where D exceeds
Where R =250

L
the freeboard shall be increased by
15

D R mm
15

L>120 m

Correction to the freeboard =2788.06+ (18.02 (195/15)) 250

= 4043.06 mm
3. LENGTH OF SUPER STRUCTURE:
Superstructure length LS =20 m.
Full breadth of superstructure=30 m
Breadth of superstructure from side to side bulkhead b=21 m.
Effective length of super structure = LS (b/B)
= 20 (21/30) =14 m.
% effectivelength of length =

effectivel ength 14

0.072%
L.B.P.
195

Length of forecastle deck = 0.07%L from forward perpendicular

Total effective length of super structure = (0.072+0.07) = 0.142% of L
Percentage of deduction for Type A ships
Total effective length of Superstructure
Percentage

of

deduction

for

all

types

of

Superstructures

0
0

0.1L 0.2L 0.3L 0.4L 0.5L 0.6L 0.7L 0.8L 0.9L 1.0L
7

14

21

31

41

52

63

75.3

87.7

24

100

Correction for % deduction at 0.177L

14 7 0.142 0.1 9.94mm

0.2 0.1
1070 9.94
Deduction for 100% effective super structure =
106.36mm
=7

100

CORRECTED FREE BOARD = 4043.06-106.36= 3936.7 mm

SHEER CORRECTION:
Standard Sheer is present for the ship, hence no sheer correction is to be made.

FINAL FREEBOARD = 3936.7 mm

MOULDED DRAFT = FREEBOARD DEPTH-FINAL FREEBOARD
= 18.02-3.94
= 14.08 m
MOULDED DRAFT = 14.08 m
CB

0 .8
L B T

Volume of displacement,
= (0.80)(195)(30)(14.08)
= 65894 m3
Displacement, = = 65894 1.025 = 67541 tonnes.

Displacement as per Cd= 60241 tonnes.

Diffrence = 67541 60241 = +7300 tonnes.
Since, Emperical formulae are used and steel weight of double hull ship is taken 60%
more than steel weight of a single hull ship; i have kept 7300 tonnes as an allowance.

25

ACTIVITY - 3
FINALIZATION OF HULL FORM USING B.S.R.A. RESULTS
While designing the merchant vessels, we should know about the main dimensionslength, breadth, draught, block coefficient and the longitudinal position of centre of
buoyancy. The lines have influence on the following characteristics:
1. Resistance increase in seaway
2. Maneuverability
3. Course- keeping capability
4. Roll damping
5. Sea-keeping ability
6. Size of under deck volume
Length Between Perpendiculars is divided into 10 equal parts with ordinate stations
A.P

(0),

1/4,1/2,3/4,1,11/2,2,21/2,3,31/2,4,5,6,61/2,7,71/2,8,81/2,9,91/4,91/2,93/4,10(F.P).

More stations are taken at the ends to define the curvature of a ship more accurately. The
sectional area up to moulded draft can be drawn by taking the sectional areas on Y-axis
and ordinate stations on X-axis. The ordinates for sectional area curve are given as the
ratio of sectional area to midship section area against the values of block coefficient
from 0.52 to 0.88. Sectional areas are calculated at various stations from ordinates lifted
from fig.54 of B.S.R.A. results at the CB of the ship under design.

BLOCK COEFFICIENT FOR THE SHIP UNDER DESIGN = 0.80

MIDSHIP SECTION AREA COEFFICIENT = 0.99
We have,

CM

AM
, Where AM = midship section area in m2
B T
B = breadth moulded = 30m
T = draft moulded

= 14.08 m

CM =midship section area coefficient = 0.99

AM C M B T 0.99 x 30 x 14.08 = 418.176 m2.

26

SECTIONAL AREAS LIFTED FROM BSRA CHART

TABLE IV
STATION

0.00

0.04

0.11

0.23

0.34

1.00

0.46

0.66

2.00

0.82

0.93

3.00

0.97

0.99

4.00

1.00

5.00

1.00

6.00

1.00

1.00

7.00

1.00

0.99

8.00

0.97

0.88

9.00

0.70

0.56

0.40

0.23

10.00

0.07

SECTIONAL
AREA
(Am x Y)
in sq. m

VOLUME
PRODUCT
(Area x S.M.)

S.M.

16.50
45.70
93.00
146.00
193.00
276.00
343.00
388.60
406.80
413.50
418.18
418.18

0.25

418.18
418.18
418.18
416.20
405.40
368.00
292.72
235.00
168.00
96.18
29.27

1.50

4.13
45.70
46.50
146.00
144.75
552.00
343.00
777.20
406.80
827.00
627.27
1672.72

1.00
0.50
1.00
0.75
2.00
1.00
2.00
1.00
2.00
1.50
4.00

627.26
836.35
418.18
832.40
405.40
736.00
219.54
235.00
84.00
96.18
7.32

2.00
1.00
2.00
1.00
2.00
0.75
1.00
0.50
1.00
0.25

Sum
(Volume)

10090.69

LEVER (d)

5.00
4.75
4.50
4.25
4.00
3.50
3.00
2.50
2.00
1.50
1.00
0.00
Sum(M1)
=
1.00
1.50
2.00
2.50
3.00
3.50
4.00
4.25
4.50
4.75
5.00
Sum(M2)

MOMENT
PODUCT
(V x d)

20.63
217.08
209.25
620.50
579.00
1932.00
1029.00
1943.00
813.60
1240.50
627.27
0.00
9231.82
627.26
1254.53
836.35
2081.00
1216.20
2576.00
878.16
998.75
378.00
456.86
36.59
11339.70

1
1
Volume of Displacement ( ) = h V = 19.5 10090.69 = 65589.48 m3.
3
3
Displacement () = 1.025= 65589.48 1.025 = 67229.23 Tonnes

= 67229 Tonnes (approx)

CHECK:
1) Displacement from Cd is = 60241 tonnes
2) Displacement from preliminary free board calculations = 67541 tonnes.
3) Displacement from sectional areas lifted from BSRA chart = 67229 tonnes
Difference = 6722967541= -312 tonnes

(This is due to parallax error in lifting

from the Charts, which are on a large scale.)

4) Displacement when finalised freeboard from linesplan is calculated.

27

Note: 1 is superseded by 2;
2 superseded by 3;
Finally 3 superseeded by 4;
Longitudinal Center of Buoyancy Position (LCB):
M1 M 2
= 19.5 11339.7 9231.82
L.C.B position from amidships= h

10090.69

= 4.07 m forward of mid ship.

Standard L.C.B position from BSRA results at C B=0.80 is 2.08% of LBP forward of
2.08
amidships. i.e., L.C.B =
195 = 4.056 m (Fwd)
100
The change in L.C.B is =

4.07 4.056
100 = 0.34%
4.056

Since the deviation is within the permissible limits NO shift of station is employed.
PRELIMINARY MAIN PARTUICULARS:
1) LENGTH BETWEEN PERPENDUICULARS (L.B.P)

= 195 m

2) MOULDED BREADTH (B)

=30 m

3) MOULDED DEPTH (D)

= 18 m

4) MOULDED DRAFT (d)

= 14.08 m

5) DISPALCEMENT AT MOULDED DRAFT ()

=67541 tonnes

6) VOLUME OF DISPLACEMENT AT MOULDED DRAFT ()

= 65894 m3.

7) BLOCK COEFFICIENT OF FINENESS (CB)

= 0.80

8) MIDSHIP SECTION AREA COEFFICIENT (CM)

=0 .99

9) WATER PLANE AREA COEFFICIENT (CW)

=0 .87

28

DRAWING OF LINES PLAN FROM B.S.R.A CHARTS

Length between perpendiculars is divided into 10 equal divisions to draw a
section at each of these divisions. The sections are numbered from A.P. (0) to F.P. (10).
Quarter and half stations are also taken at the ends to define the hull form more
accurately. Following the B.S.R.A. results as a guidelines, using the offset table obtained
at CB = 0.80, a preliminary Half breadth Plan is prepared. According to B.S.R.A. results,
the water line heights above base line are projected as %of moulded draft, which is
obtained from the preliminary freeboard calculations. By fairing the lines in the half
breadth Plan, a preliminary Body Plan is prepared based on B.S.R.A. water lines. A half
transverse section only is drawn since the vessel is symmetrical about the centerline
plane. The forward half sections are drawn to the right of the centerline with the aft
sections to the left. After fairing the lines in the Body plan, the water lines are drawn at
to 1m spacing. The outreaches of the stem and stern profiles are drawn in the elevation,
according to the Table-V, using the B.S.R.A. standard values expressed as a % of L.B.P.
from Forward Perpendicular and After Perpendicular. Now, Half breadth Plan is
prepared with 1m spaced water lines from the faired Body Plan. A bilge diagonal is
drawn with offsets taken along the bilge diagonal to check the fairness of lines.
If the shape of a body section is altered this will affect the shape of both the
water lines and the buttocks. It is essential when designing the hull form of the ship that
all the three sets of curves should be fair and coincident with each other and their
interdependence becomes important in this fairing process. At the end of the fairing
process, lines are faired in all three views and final lines plan is prepared.

29

Table-V:
Waterline Heights above the Baseline and Outreaches to define the Shape of the
Stem and Stern profiles

OUT REACHES
HEIGHT
Height
ABOVE
actual
BASELINE
projected
WATERLINE
as
from
percentage baseline as
of draft
T = 14.08 m

% OF
L.B.P
FROM
F.P
Standard
stem

OF L.B.P
FROM F.P
(ACTUAL)
(m) Stem

% OF
L.B.P
FROM
A.P
Standard
stern

OF L.B.P
FROM A.P
(ACTUAL)
(m) Stern

7.69

1.08

1.61

3.14

1.55

3.02

15.38

2.17

2.18

4.25

1.71

3.33

23.08

3.25

2.31

4.50

1.81

3.53

38.46

5.42

1.88

3.67

1.88

3.67

53.85

7.58

1.11

2.16

1.88

3.67

69.23

9.75

0.55

1.07

1.25

2.44

84.62

11.91

0.15

0.29

-1.88

-3.67

H (LWL)

100.00

14.08

0.00

0.00

-2.85

-5.56

115.38

16.24

0.15

0.29

-3.28

-6.40

130.77

18.41

0.40

0.78

-3.50

-6.82

30

TABLE-VI:
OFFSET TABLE
From B.S.R.A. results i.e., half breadths on Standard waterlines at Ordinates
stations at CB =0.80
Stn/WL
0.00
0.25
0.50
0.75
1.00
1.50
2.00
2.50
3.00
3.50
4.00
5.00
6.00
6.50
7.00
7.50
8.00
8.50
9.00
9.25
9.50
9.75
10.00

0.32
0.91
1.96
2.91
5.64
8.83
11.33
13.14
14.09
14.45
14.57
14.53
14.49
14.38
14.18
13.32
11.29
8.00
6.00
3.90
2.40
1.50

0.40
1.24
2.48
3.93
6.96
10.04
12.47
13.90
14.69
14.88
15.00
14.96
14.93
14.88
14.69
13.97
12.17
9.09
7.03
4.83
3.12
2.03

0.40
1.53
3.05
4.74
7.86
10.89
13.10
14.41
14.93
15.00
15.00
15.00
15.00
15.00
14.88
14.33
12.73
9.79
7.67
5.42
3.53
2.16

0.46
2.12
4.13
6.06
9.40
12.16
13.93
14.85
15.00
15.00
15.00
15.00
15.00
15.00
15.00
14.69
13.38
10.70
8.57
6.16
3.64
1.80

0.62
2.91
5.21
7.18
10.61
13.01
14.43
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
14.84
13.74
11.19
9.00
6.38
3.70
1.09

1.74
4.29
6.54
8.53
11.60
13.68
14.73
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
13.89
11.35
9.20
6.54
3.78
0.53

2.25
4.36
6.33
8.26
9.93
12.43
14.12
14.89
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
14.06
11.64
9.57
6.87
3.84
0.12

4.07
6.21
8.09
9.79
11.16
13.18
14.44
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
14.41
12.12
10.17
7.50
4.10
0.00

5.25
7.50
9.03
10.71
11.72
13.82
14.68
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
14.69
12.69
10.81
8.12
4.56
0.30

6.16
8.36
10.29
11.73
12.88
14.25
14.84
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
15.00
14.93
13.30
11.56
9.00
5.29
0.98

NOTE: In the above table A, B, C, D, K are the waterlines and 0, 1/4, 1/2, 10 are the stations.

31

TABLE-VII:
OFFSET TABLE
From Lines Plan i.e., half breadths on 1 m waterlines at Ordinates stations spaced L/10 m (19.5m) apart at CB =0.80
Stn/WL

18

10

11

12

13

14

15

16

17

0.36

2.19

3.26

4.01

4.53

5.05

5.46

0.25

0.31

0.39

0.45

0.49

0.53

0.58

0.67

0.93

1.46

2.24

3.29

4.41

5.36

6.07

6.71

7.26

7.70

0.5
0.75

0.05
0.52

0.85
1.72

1.17
2.34

1.43
2.88

1.72
3.46

2.00
3.81

2.32
4.31

2.68
4.83

3.23
5.41

3.86
6.02

4.56
6.66

5.41
7.39

6.36
8.24

7.21
8.96

7.99
9.67

8.60
10.21

9.09
10.68

9.50
11.06

0.85

2.92

3.78

4.44

5.07

5.64

6.25

6.82

7.42

7.90

8.61

9.30

9.94

10.50

11.05

11.51

11.97

12.37

1.5

2.45

5.58

6.76

7.69

8.39

9.05

9.63

10.20

10.71

11.20

11.64

12.03

12.42

12.77

13.12

13.41

13.69

13.97

5.76

8.60

9.83

10.75 11.37

11.92

12.38

12.78

13.09

13.42

13.65

13.85

14.06

14.26

14.39

14.51

14.63

14.75

2.5

8.55

11.25

12.27 12.98 13.42

13.81

14.12

14.36

14.55

14.68

14.77

14.85

14.90

14.93

14.98

15.00

15.00

15.00

10.76

13.07

13.79 14.25 14.56

14.77

14.89

14.97

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

3.5

12.01

14.06

14.58 14.82 14.93

14.97

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

12.40

14.28

14.79 14.98 15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

12.45

14.42

14.93 15.00 15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

12.45

14.41

14.92 15.00 15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

6.5

12.40

14.40

14.86 15.00 15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

12.40

14.37

14.81 15.00 15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

7.5

12.10

14.17

14.61 14.87 14.99

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

15.00

11.64

13.30

13.90 14.23 14.49

14.62

14.73

14.81

14.86

14.90

14.96

14.99

15.00

15.00

15.00

15.00

15.00

15.00

8.5

8.92

11.18

12.00 12.53 12.92

13.23

13.54

13.62

13.72

13.82

13.90

13.96

14.04

14.16

14.26

14.38

14.50

14.67

5.45

8.00

8.95

9.64

10.16

10.50

10.78

10.98

11.08

11.19

11.31

11.43

11.61

11.81

12.00

12.21

12.50

12.81

9.25

3.17

5.84

6.88

7.56

8.11

8.50

8.72

8.88

9.03

9.12

9.25

9.39

9.58

9.81

10.05

10.35

10.66

11.00

9.5

1.60

3.78

4.64

5.25

5.69

6.00

6.19

6.30

6.40

6.50

6.63

6.77

6.91

7.12

7.38

7.70

8.02

8.37

9.75

0.20

2.31

2.99

3.43

3.64

3.76

3.80

3.80

3.79

3.77

3.77

3.78

3.79

3.85

4.01

4.23

4.50

4.73

10

0.05

1.49

1.99

2.20

2.17

1.98

1.67

1.36

1.07

0.80

0.54

0.35

0.19

0.04

0.00

0.08

0.25

0.48

32

TABLE: VIII

Vertical Height (in m) from Baseline on Buttock lines spaced 1 m apart at ordinate
stations spaced L/10 m (19.5 m) apart
FROM LINES PLAN

Buttocks (1 m apart)
1
0
11.30
0.25
8.16
Stations 0.5
1.53
0.75
0.20
1
0.00
1.5
0.00
2
0.00
2.5
0.00
3
0.00
3.5
0.00
4
0.00
5
0.00
6
0.00
6.5
0.00
7
0.00
7.5
0.00
8
0.00
8.5
0.00
9
0.00
9.25
0.00
9.5
0.00
9.75
0.12
10

18.55,
8.21,
0.45

11.91

12.77

14.03 15.89 18.68

10

11

12

13

14

9.72

9.75

11.64 12.57 13.92 15.49 17.82

5.04

7.55

9.24

10.51 11.70 12.80 14.04 15.79 18.64

1.39

3.25

5.47

7.30

8.98

10.42 11.72 13.06 14.61 16.87

0.20

1.50

2.32

3.87

5.59

7.32

8.98

10.52 12.06 13.92 16.00 19.17

0.00

0.08

0.21

0.64

1.32

2.29

3.47

4.94

6.68

8.59

10.88 13.70

17.13

0.00

0.00

0.00

0.00

0.04

0.19

0.59

1.26

2.13

3.38

5.20

7.62

11.69

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.04

0.27

0.82

1.65

3.11

5.56

14.30

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.05

0.24

0.98

2.38

7.70

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.05

0.19

0.93

5.09

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.10

0.70

3.22

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.08

0.60

2.49

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.09

0.60

2.68

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.09

0.60

2.99

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.09

0.62

4.18

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.13

0.80

10.20

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.08

0.72

2.24

19.94

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.37

0.82

1.99

4.21

11.60

0.00

0.00

0.00

0.00

0.11

0.43

1.00

2.07

3.61

7.31

20.34

0.00

0.00

0.20

0.59

1.15

2.12

3.70

7.54

14.00 17.68
13.80 16.95 19.55 21.91

0.19

0.42

1.24

2.52

5.04

12.20 16.00 18.49 20.64 22.59

0.75

2.05

13.90 17.81 20.02 21.95 23.65

20.81,
4.94,
2.01

22.64

33

15

ACTIVITY - 4
SECTIONAL AREAS AND VERTICAL MOMENTS W.R.T. BASELINE
AT ORDINATE STATIONS :( BONJEAN CURVES)
One of the fundamental hull form characteristics required to prepare the hydrostatic
curves are the immersed sectional areas at ordinate stations. The cross-sectional area of each
ordinate station shown in the body plan up to the waterline in question is determined which is
input into the calculation of the volume of displacement; this set of curves is known as the
Bonjean curves. A typical plot of the Bonjean curves is shown in Figure. When plotted against
ship length, the immersed areas at the ordinate stations form a sectional area curve, whose
shape represents the "fullness" or "fineness" of the ship form, an important consideration in ship
resistance and powering.
The bonjean curves are used:
To find out the volume of the displacement and LCB at a trimmed water line at which
the ship is floating due to distribution of cargo or when the ship is floating on even keel.
In sub division of ships from the safety point of view so that when the ship is flooded
due to accident or damaged the ship will not sink beyond the margin line.
In strength calculations to find out the buoyancy when the ship is floating in waves
In launching calculations.
The Sectional areas and Vertical moments for different ordinate stations along the
length of the ship which has been calculated by using Simpson rules are as shown in the
following table

34

Sectional areas in m2 at ordinate stations spaced L/10 m (19.5 m) apart up to respective waterlines in m2

STN

WL

1/4

1/2

3/4

1 1/2

2 1/2

31/2

6 1/2

0.00

0.10

1.18

2.55

4.24

8.90

15.04

20.57

24.57

26.74

27.24

27.49

27.49

27.47

27.44

0.00

0.80

3.21

6.61 11.01 21.29 33.61

44.21

51.50

55.58

56.38

56.93

56.92

56.80

0.00

1.63

5.82 11.80 19.28 35.80 54.23

69.52

79.54

85.02

86.18

86.89

86.88

0.00

2.58

8.96 18.06 28.82 51.91 76.36

95.96

108.37 114.80

116.16

116.89

0.00

3.61 12.80 25.28 39.59 69.35 99.68

123.21 137.72 144.70

146.16

0.00

4.71 17.13 33.41 51.50 88.08 123.99 151.15 167.38 174.65

0.00

7 1/2

8 1/2

9 1/4

9 1/2

9 3/4

10

27.44 25.34

20.77

14.19

9.71

5.95

3.21

1.95

56.69

56.69 52.62

44.00

31.24

22.51

14.49

8.58

5.48

86.73

86.53

86.53 80.78

68.54

49.88

37.00

24.47

15.03

9.70

116.88

116.73

116.53 116.53 109.53

94.02

69.69

52.73

35.48

22.13

14.10

146.89

146.88

146.73

146.53 146.53 138.65

120.19

90.35

69.35

47.19

29.56

18.27

176.16

176.89

176.88

176.73

176.53 176.53 167.99

146.94

111.63

86.57

59.35

37.12

21.90

5.93 22.10 42.55 64.58 107.94 149.15 179.62 197.24 204.65

206.16

206.89

206.88

206.73

206.53 206.53 197.53

174.07

133.35 104.18

71.82

44.72

24.94

0.00

7.48 27.98 52.80 78.83 128.86 175.01 208.54 227.20 234.65

236.16

236.89

236.88

236.73

236.53 236.53 227.21

201.44

155.37 122.11

84.48

52.32

27.36

0.00

9.82 35.01 64.22 94.22 150.80 201.50 237.78 257.20 264.65

266.16

266.89

266.88

266.73

266.53 266.53 256.98

229.01

177.62 140.27

97.41

59.88

29.25

10

0.00

13.48 43.40 76.90 110.82 173.65 228.55 267.22 287.20 294.65

296.16

296.89

296.88

296.73

296.53 296.53 286.84

256.72

200.13 158.63 110.48

67.42

30.62

11

0.12

18.96 53.36 90.96 128.78 197.34 256.06 296.84 317.20 324.65

326.16

326.89

326.88

326.73

326.53 326.53 316.78

284.57

222.87 177.26 123.83

74.96

31.54

12

2.85

26.71 65.12 106.54 148.02 221.82 283.99 326.60 347.20 354.65

356.16

356.89

356.88

356.73

356.53 356.53 346.78

312.57

245.90 196.21 137.47

82.54

32.08

13

8.37

36.53 78.71 123.71 168.46 247.03 312.32 356.42 377.20 384.65

386.16

386.89

386.88

386.73

386.53 386.53 376.78

340.76

269.33 215.59 151.48

90.17

32.28

14 15.67 47.99 93.92 142.36 190.02 272.91 340.98 386.34 407.20 414.65 416.16

416.89

416.88

416.73

416.53 416.53 406.78

369.15

293.17 235.45 166.01

98.02

32.31

15 24.25 60.80 110.53 162.28 212.61 299.45 369.91 416.32 437.20 444.65 446.16

446.89

446.88

446.73

446.53 446.53 436.78

397.78

317.43 255.85 181.08 106.26

32.38

16 33.87 74.78 128.24 183.20 236.13 326.56 399.05 446.32 467.20 474.65 476.16

476.89

476.88

476.73

476.53 476.53 466.78

426.69

342.19 276.85 196.80 114.98

32.69

17 44.39 89.75 146.82 204.94 260.54 354.21 428.42 476.32 497.20 504.65 506.16
18 55.61 105.58 166.17 227.31 285.64 382.35 457.92 506.32 527.20 534.65 536.16

506.89

506.88

506.73

506.53 506.53 496.78

455.87

367.52 298.50 213.20 124.26

33.39

536.89

536.88

536.73

536.53 536.53 526.78

485.31

393.42 320.86 230.36 134.17

34.61

35

Vertical moments of transverse sections at ordinate stations spaced L/10 m (19.5 m) apart about baseline in m3
STN

1/4

1/2

3/4

1 1/2

2 1/2

3 1/2

6 1/2

7 1/2

8 1/2

0.00

0.10

0.72

1.47

2.47

4.97

7.99

10.74

12.67

13.71

13.93

14.07

14.07

14.07

14.05

14.05

12.95

10.76

7.52

5.30

3.34

1.96

1.22

0.00

1.16

3.82

7.66

12.76

23.76

36.05

46.37

53.18

57.06

57.73

58.31

58.30

58.14

57.99

57.99

53.97

45.75

33.25

24.67

16.29

10.12

6.60

0.00

3.24

10.40

20.73

33.55

60.19

87.75

109.76 123.36 130.70 132.27 133.23 133.21 132.98 132.63 132.63 124.43 107.18

79.96

61.02

41.33

26.31

17.19

0.00

6.58

21.45

42.74

67.06

116.68 165.32 202.37 224.32 234.96 237.20 238.23 238.21 237.98 237.63 237.63 225.09 196.44 149.39 116.17

79.93

51.21

32.60

0.00

11.24

38.78

75.30

115.62 195.27 270.37 325.06 356.43 369.52 372.20 373.23 373.21 372.98 372.63 372.63 356.14 314.26 242.42 191.01 132.68

84.65

51.33

0.00

17.32

62.67

120.12 181.23 298.40 404.17 478.76 519.58 534.25 537.20 538.23 538.21 537.98 537.63 537.63 517.55 461.44 359.51 285.76 199.57 126.24 71.24

0.00

25.24

95.06

179.62 266.32 427.61 567.78 663.83 713.68 729.25 732.20 733.23 733.21 732.98 732.63 732.63 709.57 637.82 500.72 400.27 280.64 175.64 90.93

0.00

36.88

139.23 256.62 373.32 584.57 761.81 880.74 938.41 954.25 957.20 958.23 958.21 957.98 957.63 957.63 932.15 843.09 665.89 534.77 375.61 232.61 109.06

0.00

56.89

199.09 353.82 504.19 771.17 987.03 1129.27 1193.41 1209.25 1212.20 1213.23 1213.21 1212.98 1212.63 1212.63 1185.23 1077.42 855.03 689.12 485.50 296.87 125.08

10

0.00

91.79

278.94 474.39 661.98 988.35 1244.04 1409.00 1478.41 1494.25 1497.20 1498.23 1498.21 1497.98 1497.63 1497.63 1468.91 1340.65 1068.93 863.59 609.69 368.50 138.02

11

1.32

149.54 383.70 622.11 850.64 1237.16 1532.96 1720.02 1793.41 1809.25 1812.20 1813.23 1813.21 1812.98 1812.63 1812.63 1783.32 1633.05 1307.72 1059.19 749.85 447.71 147.68

WL

9 1/4 9 1/2 9 3/4

10

12 33.02 238.89 519.14 801.46 1072.01 1518.78 1854.19 2062.23 2138.41 2154.25 2157.20 2158.23 2158.21 2157.98 2157.63 2157.63 2128.28 1955.06 1572.56 1277.15 906.73 534.84 153.86
13 102.24 361.76 689.16 1016.25 1327.60 1833.96 2208.39 2435.03 2513.41 2529.25 2532.20 2533.23 2533.21 2532.98 2532.63 2532.63 2503.28 2307.41 1865.51 1519.48 1081.89 630.18 156.29
14 200.96 516.63 894.67 1268.14 1618.71 2183.44 2595.28 2838.91 2918.41 2934.25 2937.20 2938.23 2938.21 2937.98 2937.63 2937.63 2908.28 2690.74 2187.43 1787.63 1278.04 736.14 156.64
15 325.46 702.43 1135.62 1557.07 1946.29 2568.27 3014.74 3273.62 3353.41 3369.25 3372.20 3373.23 3373.21 3372.98 3372.63 3372.63 3343.28 3105.85 2539.19 2083.48 1496.56 855.66 157.62
16 474.66 919.16 1410.21 1881.46 2310.93 2988.57 3466.43 3738.62 3818.41 3834.25 3837.20 3838.23 3838.21 3837.98 3837.63 3837.63 3808.28 3553.92 2922.97 2409.08 1740.27 990.92 162.45
17 648.25 1166.29 1716.90 2240.23 2713.83 3444.79 3951.00 4233.62 4313.41 4329.25 4332.20 4333.23 4333.21 4332.98 4332.63 4332.63 4303.28 4035.36 3340.97 2766.31 2010.87 1144.02 173.98
18 844.59 1443.32 2055.58 2631.75 3153.05 3937.27 4467.31 4758.62 4838.41 4854.25 4857.20 4858.23 4858.21 4857.98 4857.63 4857.63 4828.28 4550.58 3794.33 3157.73 2311.18 1317.45 195.32

36

WETTED SURFACE AREA AT DRAFT=14.08 m

STATIONS

HALF GIRTHS(in m)

SM

0
0.25
0.5
0.75
1
1.5
2
2.5
3
3.5
4
5
6
6.5
7
7.5
8
8.5
9
9.25
9.5
9.75
10

5.2
15.4
16.5
17.4
18.5
21.0
23.4
25.4
26.7
27.4
27.7
27.8
27.7
27.7
27.7
27.5
26.9
25.0
22.1
20.1
17.8
15.9
15.2

0.25
1
0.5
1
0.75
2
1
2
1
2
1.5
4
1.5
2
1
2
1
2
0.75
1
0.5
1
0.25

PRODUCT FOR
AREA(in m2)
1.30
15.38
8.24
17.43
13.91
41.98
23.44
50.75
26.69
54.86
41.48
111.02
41.61
55.43
27.69
55.00
26.87
50.05
16.59
20.06
8.89
15.88
3.80
A=728.34 m2

2h
A = (2*19.5)* (728.34/3) = 9468.42 m2
3
Adding 2% of Wetted Surface area to the value obtained above for curvature of the
Wetted surface area =

fore and aft direction Finalized wetted surface area =9468.42 + 2% of (9468.42)
=9657.79 m2
The wetted surface area due to thickness of shell plating, due to appendages
such as bilge keel, rudder, propeller Portion of ship forward of F.P. And aft of A.P.
Are not included in this calculated wetted surface area. These are to be included in
final design.

37

Wetted surface area from empirical formula:

From Mumfords formula:
S= 1.025 L BP C B B 1.7 T m2
= 1.025 195 0.8 30 1.7 14.08 m2
= 1.025 195 24 23.936 m2
= 9581.21 m2
Dennys Formula:
S= 1.7 L T / T m 2
= 1.7 195 14.08 65894 / 14.08m 2

=9347.49 m2
Where, L= Length between perpendiculars in m = 195 m
T= Draft in m = 14.08 m
= Moulded Volume of Displacement in m3 = 65894 m3

B= Moulded Breadth in m = 30 m
Cb= Block coefficient of Fineness=0.80

38

ACTIVITY - 5
HYDROSTATIC CHARACTERISTICS OF SHIP
1. Introduction.
Hydrostatic Curves:
Throughout the life a ship changes its weight and disposition of cargo, its
draft ,trim and freeboard. The density of water in which ship floats varies. Ships
stability also changes .If its condition at any stated set of circumstances to be
estimated, its condition in a precise state must be known so that the effect of changes
from that state can be calculated. This precise condition is known as the design
condition. For this, changes from the design and properties of underwater form are
calculated for a complete range of water lines. This information is known as
hydrostatic data and is plotted against drafts. Drafts are spaced equally generally one
meter apart. These curves are shown on displacement sheet. The following properties
are plotted against draft to form hydrostatic curves.
Moulded volume of displacement:
It gives the volume of displacement of moulded lines of ship (i. e) without
shell plating and appendages, x gives the in tonnes.
Where density of water t/m3
Volume of displacement can be calculated by simpsonising the sectional area at
ordinate stations of the ship. Longitudinal center of buoyancy (LCB) is calculated by
taking moments of product of volume with reference to the mid ship.
Moulded volume of displacement can also be calculated by simpsonising the
water plane areas, Vertical center of buoyancy is calculated by taking moments of
product of volume W.R.T. base line.

39

The V.C.B and L.C.B are dependent on geometry of ships but not effected by
density of water.
Extreme volume of displacement:
This gives the volume of displacement including contribution of shell plate
thickness and displacement due to appendages. The volume due to thickness of shell
plating, volume due to appendages such as bilge keel, rudder, propeller etc can be
calculated separately and added to moulded volume of displacement.
Water plane areas and center of flotation:
The water plane area at any draft is calculated by simpsonising the half breadths /
breadths at ordinate stations, Center of gravity of water plane is calculated by
multiplying the product for area by levers from midship section. Since there is no list
the center of gravity of water plane will be on the center line of the ship. The center
of floatation of the water plane area depends on the geometry of ship but not effected
by density of water.
Transverse Metacentre above Keel (KB):
V.C.B. is calculated for each of water line. The distance between the center of
buoyancy and metacentre (Metacentre is a point of intersection of vertical through
new center of buoyancy in the inclined position to vertical through Centre of
Buoyancy in the upright condition of ship). The value of metacentre is given by BM
= I/ where I is M.O.I of water plane about centre line plane, and is the volume of
displacement. Transverse metacentre above Keel is KM = KB + BM. Similarly
longitudinal metacentre is calculated.
KMT :

KMT = (KB + BMT )

KML :

KML = (KB + BML)

40

Tonnes per Centimeter Immersion (TPC):

It is the weight, which must be added or removed to/from a ship in order to
change the mean draft by 1 cm.
TPC for sea water = Area of water plane in m2
water)

x 0.01m x 1.025 (density of sea

TPC for fresh water = Area of water plane in sq.m x 0.01 m x 1.000 (density fresh
water)
Moment to change trim / 1 cm (MCT):
MCT 1 cm = .GML / 100L
Where L = length of ship in meters
= displacement in tonnes
Since GML BML , BML is obtained as per IL/
MCT 1 cm =. GML / 100L = (IL/ ) / 100L
=

I L x1.025
100xL

( = X1.025)

CB(Block Coefficient):
It is a measure of fineness of ship. It is the ratio of (vol. of displacement) of
moulded form of ship up to given water line and the volume of circumscribing solid
of constant rectangular cross section having the same water line, Length, Moulded
breadth at designated Water Line, mouldeld draft of ship up to designated water line.
These are different from main dimensions of ship and vary with drafts.

CW (Water Plane Area Coefficient):

41

It shows the ratio of area of water plane to the circumscribing rectangular

cross section having the length of designated water line and maximum breadth at
designated water line.
CM (Midship Area Coefficient):
It is ratio of the area of the midship section to the draft and breadth at the
designated water line.
CPL (Longitudinal Prismatic Coefficient):
It shows the ratio of moulded volume of ship upto the designated water line to
volume of prisms having length equal to the waterline length and cross section area
equal to the midship section area.
CPV(Vertical Prismatic Coefficient):
It shows the ration of moulded volume of ship upto the designed load water line to
volume obtained by the product of water plane area with the draft.It is the ratio of
block coefficient to the water plane area coefficient.

42

HYDROSTATIC CALCULATIONS FOR ZERO TRIM

HYDROSTATIC PROPERTIES

UNITS

1WL

mld =h/3*v

metres3

3780.86

Displacement in fresh water,

fw=mld*1.000

tonnes

3780.86

Displacement in sea water,

sw=mld*1.025

tonnes

3875.38

A w=(2h/3)*A

metres2

4061.10

Longitudinal Centre of floatation from station 5,

LCF=h(M2-M1)/A

metres

7.62

Longitudinal Centre of buoyancy from station 5,

LCB=h(M 4-M3)/V

metres

8.21

Vertical Centre of buoyancy above base,

KB=(VM)/V

metres

0.52

IT=2h/9*IT

metres4

229222

BMT=IT/mld

metres

60.63

Moulded Volume of Displacement,

Water Plane Area,

Transverse moment of inertia,

Transverse metacentre above centre of buoyancy,
Transverse metacentre above base,

KM T=KB+BMT

metres

61.14

Longitudinal moment of inertia about station 5,

I L=(2h3/3)*IL

metres4

7845531

Longitudinal moment of inertia about LCF,

ILCF=IL-(Aw*LCF2)

metres4

7610019

metres

2012.78

metres

2013.29

Longitudinal metacentre above centre of buoyancy,

Longitudinal metacentre above base,
Tonnes per centimeter immersion,

BML=ILcf/mld
KM L=KB+BML
TPC=(Aw *1.025)/100

41.63

Moment to change trim for 1 centimeter immersion, MCT=( I LCF*1.025)/(100L)

Block coefficient of fineness,
Water plane area coefficient,
Immersed midship section area coefficient,
Prismatic coefficient,

tonne-m

400.01

C b=mld/(L*B*T)

0.67

C w=Aw/(L*B)

0.72

Cm=Am/(B*T)

0.95
0.71

C p=mld/(Am*L)

(Contd.)

43

2WL
7992.64
7992.64
8192.46
4320.23
7.11
7.78
1.04
261803
32.76
33.79
8736978
8518783
1065.83
1066.87
44.28
447.78
0.69
0.74
0.95
0.72

3WL
12398.17
12398.17
12708.12
4468.75
6.63
7.47
1.56
278899
22.50
24.05
9347463
9151182
738.11
739.67
45.80
481.02
0.71
0.76
0.97
0.73

4WL
16919.09
16919.09
17342.07
4564.17
6.20
7.20
2.08
288922
17.08
19.15
9794556
9619042
568.53
570.61
46.78
505.62
0.72
0.78
0.97
0.74

5WL
21521.09
21521.09
22059.12
4636.19
5.75
6.93
2.60
296708
13.79
16.38
10133601
9980230
463.74
466.34
47.52
524.60
0.74
0.79
0.98
0.75

6WL
26188.78
26188.78
26843.50
4698.66
5.26
6.68
3.11
303648
11.59
14.71
10432009
10302095
393.38
396.49
48.16
541.52
0.75
0.80
0.98
0.76

7WL
30911.87
30911.87
31684.67
4748.64
4.68
6.41
3.63
308847
9.99
13.62
10678872
10574799
342.10
345.73
48.67
555.85
0.75
0.81
0.99
0.77

8WL
35685.00
35685.00
36577.13
4797.36
4.07
6.14
4.15
313546
8.79
12.94
10939258
10859734
304.32
308.47
49.17
570.83
0.76
0.82
0.99
0.77

9WL
40507.50
40507.50
41520.18
4846.24
3.42
5.86
4.67
318007
7.85
12.52
11217782
11161174
275.53
280.20
49.67
586.68
0.77
0.83
0.99
0.78

10WL
11WL
12WL
13WL
14WL
15WL
16WL
17 WL
45379.60 50306.08 55294.77 60344.64 65451.12 70610.43 75818.28 81072.03
45379.60 50306.08 55294.77 60344.64 65451.12 70610.43 75818.28 81072.03
46514.09 51563.74 56677.14 61853.25 67087.39 72375.69 77713.73 83098.83
4898.66 4955.41 5020.50 5078.87 5133.51 5182.87 5230.45 5275.73
2.72
1.94
1.07
0.42
-0.09
-0.41
-0.64
-0.78
5.56
5.24
4.91
4.57
4.25
3.94
3.65
3.39
5.19
5.71
6.23
6.75
7.28
7.81
8.34
8.87
322377 326739 331706 336932 342362
347552
352864 358501
7.10
6.50
6.00
5.58
5.23
4.92
4.65
4.42
12.29
12.20
12.23
12.34
12.51
12.73
12.99
13.29
11537712 11906142 12349623 12741326 13104438 13436415 13757646 14056425
11501407 11887470 12343893 12740424 13104398 13435537 13755494 14053244
253.45
236.30
223.24
211.13
200.22
190.28
181.43
173.34
258.63
242.01
229.47
217.88
207.50
198.09
189.76
182.21
50.21
50.79
51.46
52.06
52.62
53.12
53.61
54.08
604.56
624.85
648.85
669.69
688.82
706.23
723.05
738.70
0.78
0.78
0.79
0.79
0.80
0.80
0.81
0.82
0.84
0.85
0.86
0.87
0.88
0.89
0.89
0.90
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.78
0.79
0.79
0.80
0.81
0.81
0.82
0.82

18 WL
86367.87
86367.87
88527.07
5315.51
-0.77
3.15
9.39
363180
4.21
13.60
14331548
14328414
165.90
175.29
54.48
753.16
0.82
0.91
0.99
0.82

44

ACTIVITY - 6
FINAL FREEBOARD CALCULATION AS PER LOAD LINE REGULATION
Freeboard may be broadly

defined as the height that the sides of a floating

vessel project above the water. The maximum waterline, to which a ship can be
loaded, is governed by the plimsoll marks, which are permanently marked on the
vessels sides at amidships. The freeboard deck means the uppermost complete deck
having permanent means of closing all opening in weather deck.
Freeboard rules are designed to ensure that the vessel when loaded to her
marks has sufficient reserve buoyancy in the portion of the hull and the erection above
the waterline to ensure a satisfactory margin of safety.
Freeboard Calculation Procedure:
Sectional areas lifted at 85% of the least molded depth from bonjean curves
85% of molded depth =18.00 0.85=15.3 m

45

Sectional areas lifted at 85% of the least molded depth from bonjean curves

Sectional
Product
Simpsons
Station Areas in
for
Multipliers
m2
Volume
0
0.25
0.5
0.75
1
1.5
2
2.5
3
3.5
4
5
6
6.5
7
7.5
8
8.5
9
9.25
9.5
9.75
10

27.35
64.95
115.75
168.55
219.55
307.60
378.70
425.50
446.00
453.50
455.00
456.00
456.00
455.50
455.50
455.50
446.00
406.55
324.85
262.05
185.80
108.80
32.50

Volume of displacement () =

0.25
1.00
0.50
1.00
0.75
2.00
1.00
2.00
1.00
2.00
1.50
4.00
1.50
2.00
1.00
2.00
1.00
2.00
0.75
1.00
0.50
1.00
0.25
Sum V

Lever

Product for
Moment

6.84
5.00
34.19
64.95
4.75
308.51
57.88
4.50
260.44
168.55
4.25
716.34
164.66
4.00
658.65
615.20
3.50
2153.20
378.70
3.00
1136.10
851.00
2.50
2127.50
446.00
2.00
892.00
907.00
1.50
1360.50
682.50
1.00
682.50
1824.00 Sum M1 10329.93
684.00
1.00
684.00
911.00
1.50
1366.50
455.50
2.00
911.00
911.00
2.50
2277.50
446.00
3.00
1338.00
813.10
3.50
2845.85
243.64
4.00
974.55
262.05
4.25
1113.71
92.90
4.50
418.05
108.80
4.75
516.80
8.13
5.00
40.63
11103.39 Sum M2 12486.59

h
19.5
V =
11103.39 = 72172.04 m3
3
3

Volume of displacement () from Hydrostatics= 72172.78 m3

Position of LCB= h[

( M 1 M 2 ) 195 (10329.93 12486.59)

]
10
11103.39
V
=3.79 m forward of midship

LCB = 3.79 m forward of amidships

Value of L.C.B. from Hydrostatics is 3.79 m

46

1. FREE BOARD LENGTH:

The length LL shall be taken as 96% of the total length on a waterline at 85% of the
least moulded depth measured from the top of the keel, or as the length from the fore
side of the stem to the axis of the rudder stock on that waterline, whichever is greater.
96 % of length on water line at 85 % of moulded depth (15.30 m) =
0.96(6.08+195+0.12) = 193.15 m
(Or)
length from fore end of stem to centerline of rudderstock on the same waterline
= 195+0.12 = 195.12 m
From the above two, which ever is greater, is taken as
freeboard length LL= 195.12 m
2. FREEBOARD BREADTH: 30 m
3. FREEBOARD DEPTH:
Depth for freeboard is the moulded depth amidships plus the thickness of the
Freeboard deck stringer plate +wood sheathing
DEPTH= Moulded depth + Assumed thickness of plating =18.00+0.02

=18.02 m (There is no wood sheathing on the deck)

4. BLOCK COEFFICIENT Cb (calculated at 85% of moulded depth):
Cb=

72172.04
=
= 0.81
195.12 30 15.3
L B T

TABULAR FREE BOARD: (For Type A ship)

Tabular freeboard for 195.12 m = 2563.2 m

47

CORRECTIONS:
1. BLOCK COEFFICIENT (CB):
Where CB exceeds 0.68, the tabular freeboard shall be multiplied by the factor

C B 0.68
1.36
0.81 0.68
Corrected Freeboard = 2563.2
2808.21 mm
1.36

2. DEPTH CORRECTION:
Where D exceeds

L
L

the freeboard shall be increased by D R mm

15
15

Where R =250

L>120 m

Corrected Freeboard = 2808.21+ (18.02 (195.12/15))*250

= 2808.21+1253 mm = 4061.21 mm

1. CORRECTION FOR SUPER STRUCTURE:

LENGTH OF SUPER STRUCTURE

Superstructure length can be estimated by determining the distance

between aft peak bulkhead and Forward peak bulkhead.
From the data collected from the register of ships, one of the ships
which approximately coincide with length, breadth and speed is of power 11900 KW.
A low speed engine is selected and its specifications are:
Type of the engine

: Sulzer RTA 72 U - B

Power

: 11900 KW

Speed

: 71 rpm

Value of A

: 10129 mm

Value of K

: 451 mm

Therefore, length of the engine is, A+K=10129+451= 10580 mm

Length of engine casing = 10580+2000 = 112580 mm
Hence, length of superstructure = length of engine room + (2*width of
alleyway) + (2*length of a cabin in longitudinal direction) + any additional space due
to engine alignment from aft peak bulkhead.
Width of alleyway = 1000 mm.
48

Length of a cabin in longitudinal direction = 4000 mm.

Note: Bulkheads of cabins are inline with Deck beams in Fore and Aft direction i.e.
its length is a multiple of transverse framing (800 mm).
Length of superstructure, Ls= 14000 + (2*1000) + (2 * 4000) = 24800 mm

BREADTH OF SUPERSTRUCTURE:
Breadth of superstructure = Breadth of engine casing + (2* width of
alleyway) +(2* length of a cabin in transverse direction).
Breadth of engine = 2 * E
Where, E is the half breadth of the engine near turbo charger (maximum)
Breadth of engine casing = (2*3848) +2000=9696 mm.
Width of alleyway = 1000 mm.
Length of a cabin in transverse direction = 4000 mm.
Breadth of superstructure = 9696 + (2*1000) + (2 * 4000) = 19696 mm
Breadth of superstructure = 20 meters (approx)

Where the effective length of superstructure is 1.0L, the deduction from the
freeboard shall be 350 mm at 24 m length of ship, 860 mm for ships whose
length is 85 m and 1070 mm at 122m and above. Deduction
L= Length of the super structure=24.8 m (from General Arrangement plan)
B= breadth of the ship at middle of the super structure =30 m
b=breadth of the superstructure in between the bulkheads= 20 m
Effective length of super structure = LS (b/B)
= 24.8 (20/30)=16.53 m.
% effectivelength of length =

effectivel ength 16.53

0.085%
L.B.P.
195

Length of forecastle deck = 7%L from forward perpendicular

49

Total effective length of super structure = (0.085+0.07) = 0.155 % of L

Percentage of deduction for Type A ships
Total effective length of Superstructure
Percentage
deduction
all

types

of 0
for
of

Superstructures

0.1L

0.2L

0.3L

0.4L

0.5L

0.6L

0.7L

0.8L

0.9L

1.0L

14

21

31

41

52

63

75.3

87.7

100

14 7 0.155 0.1 10.85%

0.2 0.1
1070 10.85
Deduction for 100% effective super structure =
116.1mm
Correction for % deduction at 0.13L= 7

100

Corrected Free Board = 4061.21 116.1 = 3945.11 mm

4. SHEER CORRECTION:
Since the ship is having standard sheer, no sheer correction is necessary.
FINAL FREEBOARD = 3945.11 mm = 3.94 m
Moulded draft = freeboard depth freeboard

= 18.02-3.94 = 14.08 m
MOULDED DRAFT = 14.08 m
Length measured on summer load waterline (14.08 m) from centerline of rudderstock
to fore end of ship from lines plan = 195.00 m

50

SECTIONAL AREAS LIFTED AT MOULDED DRAFT (=14.08 M)

Sectional
Areas in Simpsons
Station
m2
Multipliers
0.00
0.25
16.00
0.25
1.00
49.00
0.50
0.50
95.50
0.75
1.00
144.00
1.00
0.75
192.00
1.50
2.00
275.00
2.00
1.00
343.50
2.50
2.00
389.00
3.00
1.00
409.50
3.50
2.00
417.00
4.00
1.50
418.50
5.00
6.00
6.50
7.00
7.50
8.00
8.50
9.00
9.25
9.50
9.75
10.00

419.50
419.50
419.00
419.00
419.00
409.50
371.50
295.00
237.00
167.00
99.00
32.50

Volume of displacement () =

4.00
1.50
2.00
1.00
2.00
1.00
2.00
0.75
1.00
0.50
1.00
0.25
Sum V

Product
for
Volume
4.00
49.00
47.75
144.00
144.00
550.00
343.50
778.00
409.50
834.00
627.75

Product
for
Moment
20.00
232.75
214.88
612.00
576.00
1925.00
1030.50
1945.00
819.00
1251.00
627.75

Lever
5.00
4.75
4.50
4.25
4.00
3.50
3.00
2.50
2.00
1.50
1.00
Sum
1678.00
M2
9253.88
629.25
1.00
629.25
838.00
1.50 1257.00
419.00
2.00
838.00
838.00
2.50 2095.00
409.50
3.00 1228.50
743.00
3.50 2600.50
221.25
4.00
885.00
237.00
4.25 1007.25
83.50
4.50
375.75
99.00
4.75
470.25
8.13
5.00
40.63
Sum
10135.13 M1 11427.13

19.5
h
V =
10135.13 = 65878.34 m3
3
3

Actual volume of Displacement (from bonjeans) () = 65878.34 m3

Actual Displacement () = 65878.34 1.025 = 67525.3 tonnes

Volume of displacement from hydrostatics = 65863 m3

Position of LCB= h[

( M 1 M 2 ) 195 (11427.13 9253.88)

]
4.18m forward of
10
10135.13
V

amidships
Value of L.C.B. from Hydrostatic curves is 4.16 m

51

CB

65878.34

0.80
L B T 195 30 14.08

LCB = 4.18 m forward of midships

CM

Am
419.50

0.99
B T 30 14.08

C PL

C B 0.80

0.81
C M 0.99

CALCULATION OF WATERPLANE
AREA AT DESIGNED LOAD WATERLINE(14.08 M)

STATION

HALF BREADTHS

SIMPSONS
MULTIPLIERS

PRODUCT FOR
AREA

0.00

4.04

0.25

1.01

0.25

6.15

1.00

6.15

0.50

8.02

0.50

4.01

0.75

9.72

1.00

9.72

1.00

11.09

0.75

8.32

1.50

13.13

2.00

26.26

2.00

14.42

1.00

14.42

2.50

14.99

2.00

29.98

3.00

15.00

1.00

15.00

3.50

15.00

2.00

30.00

4.00

15.00

1.50

22.50

5.00

15.00

4.00

60.00

6.00

15.00

1.50

22.50

6.50

15.00

2.00

30.00

7.00

15.00

1.00

15.00

7.50

15.00

2.00

30.00

8.00

15.00

1.00

15.00

8.50

14.27

2.00

28.54

9.00

12.06

0.75

9.05

9.25

10.08

1.00

10.08

9.50

7.42

0.50

3.71

9.75

4.03

1.00

4.03

10.00

0.03

0.25

0.01
2

Sum A =395.28 M

52

Area of water plane = CW

2h A

AW
5138.64

0.88
L B 195 30
C
.79
B
0.91
C w .88

2 19.5 395.28
5138.64m 2
3

CW
C pv

FINALISED PARTICULARS OF THE SHIP

1) LENGTH BETWEEN PARTICULARS

-195 M

2) LENGTH OVERALL

-205.37 M

3) BREADTH (MOULDED)

-30 M

4) DEPTH (MOULDED)

-18.00 M

5) DRAUGHT (MOULDED)

-14.08 M

6) BLOCK COEFFICIENT OF FINENESS

-0.80

7) MIDSHIP SECTION AREA COEFFICIENT

-0.99

8) WATER PLANE AREA CO-EFFICIENT

-0.88

9) VERTICAL PRISMATIC CO-EFFICIENT

-0.91

10) LONGITUDINAL PRISMATIC CO-EFFICIENT

-0.81

9) VOLUME OF DISPLACEMENT

-65878.34 m3

10) DISPLACEMENT

-67525.3 TONNES

11) SPEED

-15 KNOTS

53

ACTIVITY - 7
DEAD WEIGHT CHECK

(ESTIMATION OF PRELIMINARY POWER AND LIGHT SHIP WEIGHT

USING EMPERICAL FORMULAS)

ESTIMATION OF POWER:
(1). USING ADMIRALITY COEFFICIENT:
2

3V 3
AC
P

Where = Displacement in tonnes = 67525.3 tonnes

V = Service speed in knots = 15 knots
P = Power in Kw
L = Length between perpendiculars = 195 m
150
150

AC 26 L

26
195

623.07

V
15

3V 3 67525.3 3 15
POWER, P

8983.56 KW
AC
623.07
2

SHAFT POWER = 8983.56 KW

(2) WATSONS FORMULA:

2

3V 3 [40 ( L / 200) 1.44 12C B ]

POWER, P
12699.85 KW
15000 NL0.5
= Displacement in tonnes = 67541 Tonnes
V=service speed in knots= 15 Knots
N= no. of revolutions per minute= 100 rpm
(3) SILVER LEAF FORMULA FOR TANKERS:
VS = service speed =15 knots
VB= Boundary speed =

L (3.06 2.52(C

)) 14.579 knots

Hm= Hydrodynamic efficiency = 263-183.25 (VS/ VB) = 74.46

Pd= Power = VS/Hm= 67541 15/74.46 = 13606.16 KW
54

Ps= Pd 1.02 = 13606.16 1.02 = 13878.29 KW

Average power =

(8983.56 12699.85 13878.29)

11853.9 KW
3

Power = 11853.9 KW

ESTIMATION OF LIGHT SHIP WEIGHT:

a) STEEL WEIGHT:
For single hull oil tanker ship:
WST = L B D Cs

Cs = Cso +0.064 e(0.54u+0.1u^2.45)

U = log10 (

67541
) = log10 (
) =2.8296 ; Cso = 0.0752
100
100

WST = L B D Cs = 195 30 18 Cs
WST =7918.56 tonnes

For double hull oil tanker ships steel weight is increased, so 60% is added to steel
weight of single hull ship.
W steel weight =7918.56 + (0.6 7918.56) =12669.7 tonnes.
b) WOOD AND OUTFIT WEIGHT:
W outfit = (0.325+0.0006 L) (B L)
= (0.325+0.0006 195) (30 195)
= 2585.7 Tonnes
c) MACHINERY WEIGHT:
WEP=

PSHP
11853.9
200
200 1810.58Tonnes
10
0.736 10

PSHP=power in horse power

TOTAL LIGHT SHIP WEIGHT, LS WST WE WO
LS 12669 .7 2585.7 1810.58 17065 .98 Tonnes

Deadweight on summer load waterline= Displacements-Light ship weight

= 67525.3-17065.98 = 50459.32 tonnes
Deadweight

= 50459.32 Tonnes

Actual Deadweight=50000 tonnes

Difference in Deadweight =50459.32-50000 = +459.32 tonnes
55

ACTIVITY - 8
TONNAGE MEASUREMENT
TONNAGE LENGTH:
The length of the Tonnage deck shall be measured in a straight line in the middle
plane of the ship between the points at the forward and after ends of the deck.
Tonnage length = 6.93 (aft) +195 (L.B.P.) +2.10 (forward) = 204.03 m
Gross registered tonnage: Gross registered tonnage is the total volume measured up
to the main deck and also the volume of the super structure above the main deck .The
gross registered tonnage is measured from the sectional area obtained from bonjean
curves.
Tonnage length: TL=204.03 m
Calculation of volume below the upper deck:
1. The volume under the Tonnage deck is to be calculated in 3 parts where the length
of the foremost and aftermost parts shall be taken as 25% of the tonnage length.
2. each of the three parts of the tonnage length shall be divided into equal parts as
shown in the table
Tonnage length, TL in m
<60
60-120
>120

Forward and aft 25% TL

4
6
8

Centre 50% TL
4
6
8

The following formula will be give an approximation to the gross tonnage of an

ordinary passenger or cargo ship with medium erections

56

GROSS TONNAGE=
Where L= L.B.P. in m

L B D
3 .5

B= moulded breadth in m
D = moulded depth in m
GROSS TONNAGE=

195 30 18
=30085.71 Tons
3 .5

TL

PART 3

PART 2

25% TL

NO OF DIVISIONS:

50%TL

PART 1

25% OF TL

NO OF
DIVISIONS
8

PART 2

50 % 0F TL

PART 3

25% OF TL

PART1

25%TL

Sectional areas are lifted according to the above divisions from the Sectional area
curve drawn upto upper deck at center from Bonjeans. Simpsonising the areas from
the Sectional area curve, the volume is obtained.

57

Sectional areas obtained at intermediate levels from sectional area curve

Part 1
Sectional area in m2 from

SM

Product for volume

forward to aft

0.00
158.84
309.63
429.87
508.34
554.19
575.79
580.47

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00

0.00
635.34
619.26
1719.48
1016.67
2216.76
1151.58
2321.88

576.65

1.00

576.65

V=10257.62 m3

Length of part I= 51.01 m

Volume (V1) = h/3 (product for volume)
= [51.01/(8*3) ] * 10257.62
= 21801.72 m3
Where h= 25% of tonnage length/ 8= 51.01/8 =6.38 m

58

Part 2
Sectional area in m2 from

SM

Product for volume

forward to aft

576.65
566.81
555.63
551.09
548.70
549.78
551.82
548.43

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00

576.65
2267.22
1111.26
2204.34
1097.40
2199.12
1103.64
2193.72

516.77

1.00

516.77

V=13270.11 m3

Length of part II = 102.01 m

Volume (V2) = h/3 (product for volume) = [102.01/ (8*3)] 13270.11 = 56403.50
m3
Where h= 50% of tonnage length/ 8=12.75 m

59

Part 3
Sectional area in m2 from

SM

Product for volume

forward to aft

516.77

1.00

516.77

484.13

4.00

1936.50

437.13
381.50

2.00
4.00

874.26
1525.98

314.90

2.00

629.79

233.99
148.46

4.00
2.00

935.94
296.91

72.38
0.00

4.00
1.00

289.50
0.00

V=7005.65 m3

Length of part III = 51.01 m

Volume (V3) = h/3 (product for volume) = [51.01/ (8*3)] * 7005.65
= 14889.92 m3
Where h= 25% of tonnage length/ 8= 51.01/8 = 6.38 m
Total volume up to the main deck = V1+V2+V3=21801.72 +56403.50 +14889.92
=93095.14 m3
Gross registered tonnage =K1 x V
K1 =0.2+ 0.02 Log 10V
K1 =0.2+ 0.02 4.9689 = 0.299
Gross registered tonnage up to main deck = 0.299 93095.14 = 27835.45Tons

60

NOTE: Gross Registered Tonnage is used for crew accommodation as

requirements of crew accommodation depend on Gross Registered Tonnage.

ACTIVITY - 9
GENERAL ARRANGEMENT
Introduction:
The General arrangement of a ship can be defined as the assignment of spaces for
all required functions and equipment, properly coordinated for location and access.
The general arrangement represents a summary and integration of information from
other divisions and specialties in ship design, intended to provide for all the necessary
functions of the ship in the most efficient and economical way.
The efficient operation of a ship depends upon the proper arrangement of each
separate space and the most effective interrelationship among all spaces. It is
important that the general arrangement is functionally and economically developed
with respect to factors that affect both the construction and operation cost, especially
the manpower required in operating a ship. Many other subdivisions of ship design
provide the feed in for the general arrangement, such as structure, hull engineering,
weights, stability, lines, engineering and specifications.
The first step in solving the general arrangement problems of a cargo ship is locating
the main spaces and their boundaries within the ship hull and superstructure.
These spaces are:
1.

Cargo spaces

2.

Machinery spaces

3.

Crew, passenger and associated spaces

4.

Tanks

5.

Miscellaneous

Complement:

61

The owner and the maritime unions, with which he has contracts, considering
mainly the maintenance and service to be provided for the safe operation of the ship,
determine the actual crew list. Crew accommodation is done complying with the
requirements

of

the

RULES

OF

MERCHANT

SHIPPING

act

1960.

Accommodation is provided on the aft with decks like Main deck, 1st Super Structure
Deck, 2nd Super Structure Deck, 3rd Super Structure Deck and Navigation bridge
deck.

Captain
Engineers
Deck Officers
Electrical
Catering
Laundry
Cadets
Total

OFFICERS
1
5
5
1
2
14

PETTY OFFICERS
3
3
1
7

CREW
9
6
4
1
20
62

Others
Owner.
Pilot
Suez canal crew

01
01
06

Pri
or

to the layout of accommodation, the number of persons, in various categories has to

be decided. The ships complement is normally divided into 3 categories i.e. deck,
E.R & catering. The deck department under captain comprises of chief officer, 2nd,
3rd, 4th and 5

Th

officers, boatswain (to repair life boat and maintenance) and seamen.

The duties involved include the navigation of ship, maintenance of hull, and the safe
transport of the cargo, the loading & unloading of cargo and ballasting of the ship.
The Engine department under the chief engineer consists of engineers (2nd, 3rd, 4th &
5th), electrician, petty officers & greasers. They are responsible for running the main,
auxiliary m/c and for its maintenance and periodic survey. The catering department is
responsible for human needs i.e. food & accommodation of ships personnel and is
headed by chief steward who is in charge of catering department, assistant steward,
cooks and catering boys. The entire administration is under the master who is in
command of ship and crew. The number of deck services depends broadly on the size
of the ship, the number of E.R service depends on the powered type of propelling unit.
The number of catering staff depends on the crew and on the number of passengers if
any. The ships complement is contained in 5-tier or 4-tier, and located on the basis of
E/R. If the machinery is amidships the accommodation will be on amidships as in
earlier days.
In modern ships the machinery is placed Aft and so accommodation is
provided in the Aft.
List of crew and officers are listed below:

Total Crew

49
63

Life Boats: For tankers of 5000 GRT and above two life boats on each side are
specified. These lifeboats should be sufficient enough to accommodate all the crew at
time those are onboard. Lifeboat is selected with a capacity of 26 persons from the
standard particulars. Lifeboat dimensions are as below. And this lifeboat is placed on
1st Super Structure deck, for easy embarkation in rescue conditions and to satisfy the
minimum vertical height from design water line. Also the longitudinal position is
fixed as mentioned at least of 1 1/2 times length of the lifeboat forward from the ship
propeller position.
Dimensions:
Length = 6.71m Beam = 2.21m Height = 0.84 m

Rescue Boat:
A rescue boat of dimensions 4.00m*1.2m*0.7m, which can carry 8 persons, is
positioned at a location between Frame No: 18 to Frame No: 23 (approximately). The
rescue boat is capable of deploying in less than five minutes. It can be launched and
recovered.
INTERNAL SUBDIVISION AND FRAME SPACING
Basic hull framing:
The transverse framing is adopted in fore peak region, aft peak region and
engine room region. The longitudinal framing is adopted in cargo tank region. Web
frame (ring structure) spacing in cargo tank region is to be 3 to 4 frame spaces and not
to be greater than 3.6 m.
That is in cargo tank region bulk heads are to coincide with web frame spacing.
From IRS rules frame spacing
450+2L (mm) (transverse framing)
450+2x195 = 840 mm 800mm (Assumed value) ------- > (1)
For longitudinal framing
frame spacing = 550+2L = 550+2x195 = 940mm.
1000mm (Assumed value)

------- > (2)

Note: This is also taken as a multiple of moulded breadth i.e. 30 m

In peak and cruiser sterns the frame spacing is 600 [mm] or (1) whichever is lesser.
In between collision bulk head and 0.2L from F.P. the frame spacing is 700[mm] or
(1) whichever is less.
64

Disposition of bulkheads
BULKHEAD REQUIREMENTS:
All ships are to have a collision bulkhead, an aft peak bulkhead, generally enclosing
the stern tube in a water tight compartment and a watertight bulkhead at each end of
the machinery spaces.
Total number of bulkheads
Total number of bulkheads
Length L,m

Machinery
amidships

Machinery aft

65

>65 85

>85 90

>90 105

>105 115

>115 125

>125 145

>145 165

>165 190

>190

to be considered
individually

For the ship length L= 195 m, machinery is located in the aft

Number of bulkheads=8
Collision bulkhead:
The collision bulkhead position is given by not more than 0.08LL form the fore end of
LL, provided that the application is accompanied by calculations showing that flooding
of the space forward of the collision bulkhead will not result in any part of the
freeboard deck becoming submerged, or any acceptable loss of stability.

65

COLLISION BULKHEAD POSITION

Distance of collision
Arrangement

Length LL, m

a)
b)

bulkhead aft of Forward

perpendicular
minimum

Maximum

LL 200

0.05 LL

0.08 LL

LL > 200

10

0.08 LL

LL 200

0.05 LL f1

0.08 LL - f1

LL > 200

10- f2

0.08 LL - f2

LL = load line length is to be taken as 96% of the length on a waterline at 85% of the
least moulded depth measured from the top of the keel, or as the length from the
foreside of the stem to the axis of the rudder stock on that waterline , if that is greater.
In ships designed with a rake of keel, the water line on which this length is measured
is to be parallel to the designed waterline.
For my ship
LL = 195.12 m
LL <200
Where f1 =G/2 or 0.015 LL, whichever is less.
f2 = G/2 or 3 m, whichever is less
G = projection of bulbous bow forward of fore end of LL, in m
G= 4.5 m
Arrangement (a) A ship has no part of its under water body extending forward of the
fore end LL.
Arrangement (b) A ship with part of its under water body extending forward of the
fore end LL. (e.g. bulbous bow)
Arrangement (b)
LL =195.12 m
f1 = G/2 or 0.015 LL, whichever is less
= 4.5/2 or 2.93
= 2.25 or 2.78
f1 = 2.25 m
Minimum = 0.05 LL - f1 =7.51 m;
Maximum = 0.08 LL - f1 = 13.36 m
66

Finalized distance between collision bulkhead and forward perpendicular is 11.00 m

Finalized position of Collision bulkhead is at Frame no: 238
Position of aft peak bulkhead:
All ships are to have an after peak bulkhead generally enclosing the stern tube and
rudder trunk in a water tight compartment. In twin screw ships where the bossing ends
forward of the after peak bulkhead, the stern tube are to be enclosed in suitable
watertight spaces inside or aft of the shaft tunnels.
Minimum distance of after peak bulk head from A.P = 0.035L= 6.82 m
Distance from the A.P. to after peak bulkhead = 6.82 m
Position of Aft peak bulkhead is at Frame no: 12
Double Bottom Height:
According to IRS,
Centre girder is to have a depth of not less than that given by:
DDB = 250+20B+50T
B = 30 m
T = 14.08 m
DDB = 250+20(30) +50(14.08) =1554 mm

Double bottom height depends on the strength requirements of the classification

society tank volume required for fuel oil and from the construction point of view.
From above DDB =Considered as 1.9 m for satisfying the above rule requirements

Double Side Shell Width: (From ABS Rules)

Minimum double side shell width is least of following
a).

ds = 0 .5

b).

Dwt
m
20000

ds = 0.5 + (50000/20000) = 3 m
ds = 2 m

Minimum double side shell width ds = 2 m

67

Propeller and Rudder Arrangement:

Propeller Clearance sizes
Propeller clearances have increased over time due to vibration problems (more power
installed in lighter structures) and machinery is shifted to aft to the region nearer to
the propeller. High-skew propellers can somewhat counteract these problems since
the impulses from the blade sections at different radii reach the counter at different
times, reducing peaks. The pressure impulses increase roughly in inverse ratio to the
clearance raised to the power of 1.5. The clearances are measured from the propeller
contours as viewed from the side. Where the propeller post is well rounded, the
clearance should be taken from the idealized stern contourthe point of intersection
of the outer shell tangents. The clearances in Figure are adequate unless special
conditions prevail.

Diameter of the propeller = 7.73 m

R=Radius of the propeller=7.73/2 =3.865 m
At 0.7 R = 2.701 m
a > 0.1 D ; a > 0.773
b > (0.35-0.02Z) D; b >2.087
c > (0.24-0.01Z) D; c>1.546
e > 0:035D; e>0.271
f should be as maximum as possible.
The bottom clearence is taken as, e=0.271m
H=Height of the shaft from base line=R + 271 mm= 3.865 +0.271=4.136m
68

Engine room Double Bottom Height = H-C-50(For chock fast)-60(For engine room
tank top thickness in way of main engine bed plate)
= 4136 -1350 -50-60 mm
= 2.68 m
Note: Selected Engine is RTA 62 U-B

Rudder: Area of rudder, Ar=

2
2
TL
B 2 14.08 195
30 2
1

25
m
=
1

25

100
100
L
195

= 43.7 m2
Area of Rudder is considered as approximately 43.7 m2 (Length of
Rudder=4.3m; Height of Rudder=10.2m). Rudder post is positioned on After
Perpendicular.
Anchor and Anchor Chain:
Anchor and anchor chain are determined according to equipment number, EN
EN= K. ENC
2

ENC = 3 (2 B H ) (0.1 A)
2
3

= (68200.55) (2 30 15.92) (0.1 1160)

= 2740
Where,
K= 1; for unrestricted service
B= Breadth moulded in meters
A= Projected area on profile of ship above summer load water line, in m2
H= Total height above summer load water line = 3.92+12 m = 15.92 m
= Displacement of ship = 68200.55 Tonnes

Therefore, for EN =2750. From the IRS Structural rules,

Number of anchors = 2
Mass of each anchor= 8.3 Tons
Total chain length =623.5 m
Diameter of chain = 92 mm
69

Chain Locker:
Volume of stowed chain

= 0.313*L*D2
= 0.313*(623.5+1.8)*(0.092)2= 0.313*625.3*0.008464
= 1.66 m2

Where, L = length of chain cable + chain end connection allowance, in m;

D= diameter of chain cable, in m.
Locker linear dimensions:
Length and breadth, approximately= 24*D=24*0.092
Chain locker length = 2.8m; Position= FR 238 to Fr 242 (700mm spacing)
Breadth = 2 m; Height = 9.62 m
Hose Handling Crane
An Electro-Hydraulic Hose Handling Crane of 15 Tons Safe Working load is
selected. The selection is done from the data available from an existing parent ship of
similar capacity. Hose Handling Crane is a General Purpose crane specially designed
for handling of hoses at oil cargo manifolds and bunker connections onboard tankers.
Specifications: Manufacturer: TTS MARINE CRANES DIVISION
Maximum outreach =21.5 m.
Hoist speed = 10/20 m/min
Winch = 5 Tons capacity
Motor Power= 51 Kw
Luff Time = 100 sec
Slew Speed = 0.8 rpm

70

The details of framing are given below:

Frame

Number of

Frame

numbers

frames

spacing(mm)

12

600

12 to 44

32

800

25.60

Pump Room

44 to 47

800

2.40

Slop Tanks

47 to 52

800

4.00

Hold no. 6

52 to 78

26

800

20.80

Hold no. 5

78 to 109

31

800

24.80

Hold no. 4

109 to 140

31

800

24.80

Hold no. 3

140 to 171

31

800

24.80

171 to 198

27

800

21.60

21.6+3.5=

198 to 203

700

3.50

25.10

203 to 238

35

700

18

600

Position
A.P.to after
peak

0 to 12

Length(m)
7.20

bulkhead
After peak
bulkhead to
forward
engine room
bulkhead

Hold no. 2
Hold no.1
Collision
bulkhead to
F.P.

24.50

238 to 256
F.P. is 200
mm fwd of

10.80
+0.20

Frame 256
Total length =

Position of Engine casing Aft Bulkhead:

Frame 23

Position of Engine casing Forward Bulkhead:

Frame 36

195 m

Position of After Peak bulkhead of Super Structure: Frame 17

Position of Forward bulkhead of Super Structure:

Frame 44

71

Center line longitudinal horizontal bulkhead:

Corrugation angle

= 63.43 o

Corrugation depth

= 2000 mm

Transverse bulkhead & bulkhead stools:

Corrugation angle

= 58o

Corrugation depth

= 1600 mm

Width of bottom stool at top = 1600 mm

Width of bottom stool at bottom= 4800 mm

Height of bottom stool

= 3100 mm

Width of upper stool at top

= 3200 mm

72

Accommodation
Crew accommodation depends on Gross Registered Tonnage. GRT of the ship
upto upper deck is 27835.45 Tons. Accommodation has been provided on 5 tiers of
decks (each 2.4 m height) such that areas that are necessary as indicated below have
been provided. The below RULE values are minimum requirements. Sufficient
allowances and excess area are given.
UPPER DECK

S.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28

DESCRIPTION
Meat Stores
Vegetable Stores
Fish Stores
Dairy Products
Dry provision Room
Handling Room
Linen Stores
Deck Store
Dispensary
Medical Cabinet
Crew Change Room
Laundry/Drying Room
Galley
Shore Connection Box
Water Closet & Wash
Accom. (Crew)
Petty Officers Mess &
recreation room
Petty Officers Pantry
Crew Mess & recreation
room
Crew Pantry
Engine Store
Acetylene/Oxygen Room
Bottle Room
Carbon Dioxide Bottle
Room
Suez Canal Crew - 6
Persons
Laundry crew - 1 Person
Crew -(Engine side) -9
Persons
Crew - (Deck side) - 6
Persons
Catering Crew - 4
Persons
C / P Duct

LENGTH
(m)
4.80
5.60
4.80
3.40
3.20
2.40
4.00
4.00
4.00
1.60
3.20
3.20
4.00
2.40

BREADTH
(m)
4.54
4.00
2.00
2.20
4.00
3.46
2.00
2.00
4.00
1.40
2.00
4.15
8.00
2.00

4.80

3.00

4.00
4.00

3.50
1.47

4.00
4.00
4.00

4.47
1.52
2.00

3.20

2.00

4.00

3.43

4.00

5.00

4.00

2.40

4.00

2.40

4.00

2.40

4.00
1.60

2.00
2.00

AREA ( m2)
RULE

1.0 per
officer
0.7 per
crew

3.75 per
rating
3.75 per
rating
3.75 per
rating
3.75 per
rating
3.75 per
rating

ACTUAL
17.69
15.54
9.60
6.40
12.34
8.30
8.00
4.80
10.14
3.20
6.40
11.43
29.60
3.20

LOCATION
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck

REMARKS

12.80

Upper deck

14.12
6.00

Upper deck

19/1 (a),
(b)

18.00
6.00
8.00

Upper deck

19/1 (a),
(b)

5.60

Upper deck

Upper deck

10.85
16.80

Upper deck

4.80

Upper deck

43.20

Upper deck

28.80

Upper deck

16.00
3.60

Upper deck
Upper deck

73

16 / 4 (a) /
(iv)
16 / 4 (a) /
(iv)
16 / 4 (a) /
(iv)
16 / 4 (a) /
(iv)

SUPER STRUCTURE DECK - 1

AREA ( m2)
S.NO.
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48

DESCRIPTION
Library
Change room (petty
officers)
Fourth Engineer
Fifth Engineer
Petty Officer - (Deck side)-3
Petty Officer -(Engine side)3
C/P Duct
Life Boat
Refrigerating machinery
Bond Stores
Electrical Stores
Emergency Generator
Room
Swimming pool tank
Gymnasium
Engine office
Deck office
Fifth Officer
Third Engineer
Fourth Officer
Third Officer

LENGTH
(m)
4.00

BREADTH
(m)
2.00

4.00
4.80
4.80
4.00

2.00
3.20
3.20
3.00

4.00
1.60

3.00
2.00

6.71
4.00
3.20
3.20
4.00
3.20
4.00
4.00
3.20
4.80
4.80
4.80
4.80

RULE

ACTUAL
8.00

LOCATION

REMARKS

8.00
15.36
15.36
12.00

SS-1
SS-1
SS-1
SS-1

16/4(b)/ (iii)
16/4(b)/ (iii)
16/4(b)/ (iii)

12.00
3.60

SS-1
SS-1

2.21
3.00
3.00
3.00

11.58
12.00
9.60
9.60

SS-1
SS-1
SS-1
SS-1

3.00
4.00
4.00
2.00
2.00
3.20
3.20
3.20
3.20

12.00
12.80
12.80
8.00
6.40
15.36
15.36
15.36
15.36

SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1

7.5
7.5
7.5
7.5

7.5
7.5
7.5
7.5

SS-1

16/4(b)/ (iii)
6.71*2.21*
0.84

16/4(b)/ (iii)
16/4(b)/ (iii)
16/4(b)/ (iii)
16/4(b)/ (iii)

SUPER STRUCTURE DECK - 2

AREA ( m2)
S.NO.
49
50
51
52
53
54
55
56
57
58
59

DESCRIPTION
Chief Officers Day Room
Chief Officers Bed Room
Second Engineer's Day
Room
Second Engineer's Bed
Room
Electrical Officer
C/P Duct
Petty Officer - (Chief
Steward)
Mess & recreation
room(Officers) 1.0 per
person
Officers Pantry
Hobby Cum Games Room
Swimming pool

LENGTH(m)

BREADTH(m)

RULE

ACTUAL

LOCATION

REMARKS

2.40
4.00

4.00
3.64

7.5
7.5

9.60
14.56

SS-2
SS-2

16/4(b)/ (iii)
16/4(b)/ (iii)

2.40

4.00

7.5

9.60

SS-2

16/4(b)/ (iii)

4.00
4.80
1.60

3.64
3.00
2.00

7.5
7.5

14.56
14.40
3.60

SS-2
SS-2
SS-2

16/4(b)/ (iii)
16/4(b)/ (iii)

4.00

3.00

12.00

SS-2

16/4(b)/ (iii)

4.00
4.00
4.80
3.20

5.70
2.00
3.00
4.00

22.70
8.00
12.48
12.80

SS-2
SS-2
SS-2
SS-2

16/1 (a)

7.5 per
officer
1.0 per
person

74

SUPER STRUCTURE DECK - 3

AREA ( m2)
S.NO.
60
61
62
63
64
65
66
67
68
69
70

DESCRIPTION
Captains Day Room
Captains Bed Room
Owner's Day Room
Owner's Bed Room
Cadets - 2
Second Officer
Fire Point
C/P Duct
Officers Change Room
Chief Engineer's Day Room
Chief Engineer's Bed Room

LENGTH(m)
2.40
4.00
2.40
4.00
4.00
4.80
1.60
1.60
4.00
4.00
4.00

BREADTH(m)
4.00
3.64
4.00
3.64
3.36
3.00
1.00
2.00
2.00
2.36
3.64

RULE
7.5
7.5

7.5
7.5

7.5
7.5

ACTUAL
9.60
14.56
9.60
14.56
26.88
14.40
1.60
3.60
9.60
9.44
14.56

LOCATION
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3

REMARKS
16/4(b)/ (iii)
16/4(b)/ (iii)

16/4(b)/ (iii)
16/4(b)/ (iii)

16/4(b)/ (iii)
16/4(b)/ (iii)

NAVIGATION BRIDGE DECK

AREA ( m2)
S.NO.
71
72
73
74
75

DESCRIPTION
Wheel House
Chart Room
Battery Room
Pilot cabin
Toilet

Doors
Windows

LENGTH(m)
4.00
4.80
1.60
4.80
1.60

BREADTH(m)
8.00
3.00
2.00
3.00
1.00

RULE

ACTUAL
27.20
14.40
3.20
14.40
1.60

LOCATION
N B deck
N B deck
N B deck
N B deck
N B deck

REMARKS

All rooms- (0.6 x 2.0) m2

All rooms- (0.6 x0.7) m2

75

ACTIVITY - 10
RESISTANCE CALCULATIONS
(Using Guldhammer and Harvald method)
When a ship is moving with velocity V, the effect of this forward motion is to
generate dynamic pressures on the hull which modify the original normal static
pressure and if the forces arising from this modified pressure system resolved in the
fore and aft direction it will be found that there is now a resultant which opposes the
motion of the ship through the water. If the forces are resolved in the transverse
direction the resultant is zero because of symmetry of the ship form.
When the ship has ahead motion, another set of forces also influence the motion of the
ship. Generally all fluids possess to a greater extent the property known as viscosity
and therefore when a surface such as the immersed surface of the ship moves through
the water, tangential forces are generated which when summed up produce a resultant
opposing the motion of the ship. The two sets of forces both normal and tangential
produce resultants, which act in a direction opposite to the motion of the ship. This
total force is the resistance of the ship. The ship is actually moving in two fluid
medium with different densities. While the lower part of the hull is moving in water,
upper part is moving through air. Due to air also some resistances occur, this type of
resistance is dependent only to a limited speed. However the total resistance of the
ship is split into number of components and assigns various names to them. In the
following resistance calculations are made on the basis of Guldhammer and Harvald
method.
Results of the models corresponding to ships up to 1960, with standard hull form (i.e.)
standard position of LCB, standard B/T of 2.5, normally shaped sections, moderate
cruiser stern and raked stem.

The total resistance coefficient of the ship

76

CT =

RT

1
S V 2
2

Mass density of sea water at 30o c =1021 k.g / m3

V Velocity of ship (m/s)

S Wetted surface of the ship upto designed load waterline (m2)

RT Total resistance of the ship (KN)

Total resistance coefficient

C T = CF + CR + C A

Where CF = Frictional resistance coefficient.

CR = Residual resistance coefficient
CA= Incremental resistance coefficient
Dimensions:
Length between perpendicular

LBP = 195 m

Length on the submerged portion of at designed load water line (LOS)

LOS = 5.55(aft of A.P.) + 195(L.B.P.) + 4.51(forward of F.P.) = 205.06 m.
Speed of ship V =15 knots = 15 0.5144 = 7.716 m/s.
Breadth of ship
Draft

= 30m

= 14.08 m

Mid ship sectional are coefficient () = 0.99

mld Moulded Volume of displacement below Los = 65878.34 m3
Volumetric displacement of ship below Los or Volume of displacement below
Los including the immersed volumes forward of FP and aft of AP and additional
volume due to shell plate thickness and due to appendages such as rudder, bilge keel,
propeller which is taken as 1% of Moulded Volume of displacement between AP and
FP = 65878.34 + (1% of 65878.34) = 66537.12 m3

77

S Moulded wetted surface area of the ship = 9657.79 m2

S1 Wetted surface area including thickness of shell plating, appendages of the
ship , additional area due to portion of ship aft of AP and forward of FP =
((9657.79+1%of (9657.79)) =9754.37 m2
Note: Actually, forward of F.P. and aft of A.P. will be divided into equal parts.
Sections are drawn and respective sectional areas are calculated. By simpsonising the
sectional areas volume is calculated. Half girth is taken at equal intervals and by
simsonising surface area is obtained.
For this an assumption is made and an approximate value is obtained, which is
included in the 1% addition to the volume and wetted surface area.

FRICTIONAL RESISTANCE COEFFICIENT (CF):

ITTC FORMULA FOR FRICTIONAL RESISTANCE COEFFICIENT,
CF =

0.075

log10 Rn 2

; Where Rn =

VL

= Reynolds number

V = Velocity in m/sec. = 15 x 0.5144 = 7.716 m/sec

Los = Length of submerged portion at design load water line = 205.06 m

= kinematic viscosity of water at 300c = 0.84931x10-6

REYNOLDS NUMBER (Rn) =

VL

15 0.5144 205.06
1862.97 10 6
6
0.84931 10

FRICTIONAL RESISTANCE COEFFICIENT

CF =

log

0.075
10

(1862.97 10 6 ) 2

= 1.42 10-3

78

Correction for additional wetted surface area:

The correction for increasing the preparations to makes CF for appendages Wetted
surface area of the appendages (i.e.)
CF= CF. (S1/S)
Where S1 Wetted surface area of hull with appendages =9754.37 m2
S Wetted surface area of the hull. =9657.79 m2
S1 XCF
9754.37 1.42 10 3
CF =
=
= 1.43 10-3
S
9657.79

Frictional resistance coefficient (alternative method):

This value is obtained from Fig 5.5.14 in RESISTANCE AND PROPULSION
OF SHIPS by S.A. HARVALD.
To use this graph Length should be altered,
L1=

1.188 Los
1.188 205.06
= 6
= 286.83 m
6
10
10 0.84931 10 6

For the above L1 , the value of CF obtained from graph 5.5.14 is

CF = 1.425 x 10-3

RESIDUARY RESISTANCE COEFFICIENT (CR):

Length-displacement ratio is calculated taking displacement or from hydrostatic
curves. Prismatic coefficient is calculated by the formula

=
Where is

LBT

mid ship sectional area coefficient

Volumetric displacement of Ship = 66537.12 m3

Length, Los =205.06 m
Breadth =30m,
79

Draft = 14.08 m

66537.12
= 0.776
205.06 30 14.08 0.99

SLENDERNESS RATIO,

Fn

L
205.06
205.06

5.06
13
1
40.52
()
(66537.12 ) 3

V
15 0.5144

0.172
gL
9.81 205.06

FROM

FIG.5.5.7&

5.5.8

(FROM

THE

CHARTS

PUBLISHED

BY

GULDHAMMER & HARVALD),

AT, SLENDERNESS RATIO =5, Fn = 0.172, =0.776
103 CR =0.95
AT, SLENDENESS RATIO = 5.5, Fn = 0.172, =0.776
103 CR = 0.79

BY LINEAR INTERPOLATION,
AT, SLENDERNESS RATIO = 5.06, Fn = 0.172, =0.776
103 CR = 0.95+

(0.79 0.95)
(5.06 5)
(5.5 5)

103 CR = 0.931

CR CORRECTION:
Because the charts are prepared for the standard forms, as the ships are different from
the standard form, the following corrections should be made to CR value:
B/T correction:
As the charts are prepared for breadth to draft ratio corresponding to 2.5,
B

30

CORRECTION = 0.16 2.5 = 0.16

2.5 =0.16(2.1307 - 2.5)
14.08

= -0.059
80

L.C.B. correction: The dependence of the resistance on LCB is evident at higher

speeds. The standard LCB can be taken from the fig (5.5.15) where in the LCB
position is against Froudes no. =1.86 % Los
= (1.86 x 205.06)/100 = 3.81 m forward of midship of Los
LCB actual = 3.79 m Forward of midship of LBP. (From hydrostatics)
Position of midship from F.P. w.r.to. LBP= LBP/2= 195/2= 97.5 m
Position of midship from F.P. w.r.to. Los = (Los/2) 4.51 =98.02 m
Midship w.r.t. LBP is forward of midship w.r.t. Los =98.02-97.5=0.52m
LCB = 3.79+0.52 = 4.31 m Forward of midship (for Los=205.06 m)
LCB standard =3.81 m Forward of midship of LOS (for Los = 205.06 m)
Deviation of LCB from standard LCB in percent of L
= ((LCB LCB standard)

100) / 205.06 = ((4.31 3.81) 100) /

205.06
= 0.24 %
LCB is forward of the LCB standard, hence correction is to be done (always +Ve)
Correction:
This deviation of % LCB is multiplied by [( 103 CR) / ( LCB)]
At =0.75, [( 103 CR) / ( LCB)] = -0.028
At =0.80, [( 103 CR) / ( LCB)] =0.085
0.085 0.028
At =0.776, [( 103 CR) / ( LCB)] = 0.028
0.776 0.75
0.80 0.75

= 0.031
103 CR = [( 103 CR) / ( LCB)] [% deviation of LCB]
= [0.031

0.24]

Correction for 103 CR = 7.44

10-3

81

Correction of Shape of Sections and Bow:

Shape of section correction:
The resistance curves to a ship having a Standard form, in which
sections are either distinctly U or V shaped sections. So no correction of C R is to be
done for std shape of sections
Bow correction:
For a vessel with bulbous bow having

Abt
0.10 , correction is to be done.
Ax

Abt sec tionalareaofthebulbousbowatF .P.(uptomouldeddraft ) 32.34

=
=
= 0.077
419.50
Ax
areaofmidship sec tion

At =0.70 and Fn= 0.15, correction = 0

Fn= 0.18, correction = 0.2
For Fn =0.172, correction = 0+

(0.2 0)
(0.172 0.15) 0.147
(0.18 0.15)

At =0.80 and Fn= 0.15 , correction = 0.1

Fn= 0.18, correction = 0
For Fn =0.172, correction = 0.1+

(0 - 0.1)
(0.172 0.15) 0.027
(0.18 0.15)

at =0.776 & Fn=0.172

Bow correction for CR =0.147 +

(0.027 - 0.147)
(0.776 0.7) 0.056
( 0 .8 0 .7 )

Correction for bossing:

Bossing for full ships add 3 to 5 % to CR value
Take 5% then 103CR = (5 0.931) /100 =0.046
Total 103CR = actual 103CR +103CR (B/T) + 103CR (L.C.B)
+ 103CR (Hull form) + 103CR (Bossing)
82

Total 103CR = 0.931 0.059 +0.00744+ 0.056+0.046

= 0.98

CALCULATIONS OF INCREMENTAL RESISTANCE COEFFICIENT C A :

This correction is for roughness of surface and scale effect on the Results from the
model experiments and it will depend on CF and CR. This incremental resistance
coefficient for model ship correlation is fixed as 0.0004. More recent experiments
have given correction for roughness and scale effects for the heal conditions of ships.

FOR VESSELS WITH

L105 m

103CA= 0.4

L=150 m

103CA= 0.2

L=200 m
L=250 m
L300 m

103CA= 0
103CA= -0.2
103CA= -0.3

L = 200 m, 103 CA = 0
L = 250 m , 103 CA = -0.2

103CA for 205.06 m length is linear interpolation from above table between 200m and
250m length.
10 3 C A

FOR L = 205.06m,

0 .2
(205.06 200) 0.02
(250 200)

Air and steering resistance:

Air resistance

10 3 CAA =0.07

Steering resistance 10 3 CAS =0.04

TOTAL RESISTANCE COEFFICIENT: CT = CR + CF + CA + CAA +CAS
CT = (0.98+1.43-0.02+0.07+0.04) 10-3
CT =2.5 10-3
TOTAL RESISTANCE :( RT)
RT =

CT S V2 0.5

= (0.00251021 9754.37 (7.716) 2) 0.5

83

RT = 741.17 KN
Service Conditions: The resistance and effective power calculated by the use of
diagrams given by Guldhammer & Harvald correspond to the values for a ship in trail
condition (i.e.) for ideal conditions as regard to wind and waves, deep sheltered water
and smooth hull. For the mean service condition extra allowance has to be made for
the resistance and effective power because of wind, sea and fouling of hull etc. This
extra allowance is called sea margin or service margin on the calculated resistance or
effective power are proposed:
North Atlantic route, eastward, (15-20%) in summer and winter, respectively.
North Atlantic route, westward, (20-30%) in summer and winter, respectively.
Pacific route, (15-30%) ; South Atlantic Austrian routes (12-18%)
East Asiatic route (15-20%).
Total resistance can be calculated as RT = CT. S V2
Total Resistance = resistance at speed of 15 knots +15% allowance

RT = 741.17 +
POWER: Effective power

741.17 15
= 852.34 KN
100

PE = RT X V = 852.34 7.716 = 6576.66 KW

84

RESISTANCE AT DIFFERENT SPEEDS

Service Speed (Knots)
Service Speed (m/s)
Froude Number (V/ gL )

13
6.687

14
7.202

15
7.716

16
8.230

17
8.745

0.149
1615*106

0.161
1739*106

0.172
1862.97*106

0.184
1987*106

0.195
2111*106

Reynolds Number (VL / )

FRICTIONAL RESISTANCE COEFFICIENT (CF)
3
10 CF Value (From ITTC
1.444
1.431
1.42
1.408
formulae)
3
Wetted Surface Corr to10 CF
1.458
1.445
1.43
1.422
3

Resultant 10 CF Value

1.458

1.445

1.43

1.422

RESIDUARY RESISTANCE COEFFICIENT (CR)

Slenderness Ratio (LOS / 1/3)
5.060
5.060
5.06
5.060
Standard 103 CR Value (from
0.652
0.769
0.931
1.009
graph)
3
B / T Correction to (10 CR) std
-0.059
-0.059
-0.059
-0.059
Standard LCB Position (from
5.960
4.807
3.81
2.385
graph)
LCB Correction to Standard 103
0.076
0.010
0.00744
0.090
CR
Section Shape Correction to Std
103 CR
No Correction No Correction No Correction No Correction
Bow Correction to Standard 103
0.077
0.066
0.056
0.021
CR
Bossing Correction to Standard
103 CR
0.033
0.038
0.046
0.050
3
Resultant 10 CR Value
0.778
0.824
0.98
1.112
INCREMENTAL RESISTANCE COEFFICIENT (CA)
Scale
Factor
coefficient(CA1)

1.398
1.412
1.412
5.060
1.166
-0.059
2.233
0.155
No
Correction

-0.052
0.058
1.267

Resistance

Air Resistance coefficient (CAA)

Steering Resistance coefficient
(CAS)

TOTAL
RESISTANT
COEFFICIENT (CT)

Total Resistant (RT) (KN)

Effective Power (PE= RT*V)
(KW)

-0.020
0.070

-0.020
0.070

-0.020
0.07

-0.020
0.070

-0.020
0.070

0.040

0.040

0.04

0.040

0.040

2.33*10-3

2.36*10-3

2.5*10-3

2.62*10-3

2.77*10-3

596.67

700.91

852.34

1016.33

1213.03

3990.08

5047.68

6576.66

8364.83

10607.72

85

ACTIVITY - 11
PROPELLER DESIGN
A ship experiences resisting forces from the water and air which must be overcome by
a thrust supplied by some thrust producing mechanism. Internal combustion engines
are used for propulsion of the ship. In selecting propelling machinery for a given
vessel, many factors must be taken into consideration, such as the weight, the space
occupied, cost, reliability, flexibility and cost of fuel consumed etc. for selecting the
main propulsion engine, power required is calculated as below.
Definitions:
Indicated power: It is measured in cylinders by means of an instrument indicator,
which can record continuously the steam, or gas pressure throughout the length of the
piston travel.
Indicated power is for steam engines.
Break power: break power is the power measured at the crankshaft of main engine by
means of a mechanical, hydraulic or electrical brake. Break power is for internal
combustion engines.
Shaft power: Shaft power is the power transmitted to the shaft at coupling. It is
usually measured aboard ship as close to the propeller as possible by means of a
torsion meter. This instrument measures the angle of twist between two sections of the
shaft, which is directly proportional to the torque transmitted
Delivered power: There is some power loss in stern tube bearing and in any shaft
stools bearings between the stern tube and the site of the torsion meter. The power
actually delivered to the propeller is therefore less than that measured by torsion
meter. This is known as delivered power.
Propulsive Efficiency: The overall propulsive efficiency is measured as the ratio of
effective power to the indicated power (Pe/Pi)
86

Quasi- propulsive coefficient: This is defined as the ratio of the useful power
obtained, Pe, to the power actually delivered to the propeller, Pd.
Propeller design is generally done from the results of open water tests of
series of model propellers. Well known propeller series are those developed from
1934 or so by Schaffran, Taylor, Gawn, B-series Marine research Netherlands. The
results of open water tests of series are given in the form of charts. These charts can
be used to design a propeller, which confirms to the characteristics of any particular
series.
A4- 40, B4-40 means 4-blade propeller with blade area ratio of 0.40
for

A series or B series. B4- 40 series have wider blade tips; circular blade sections

near the tips and aerofoil sections near the hubs were tested. Because of its great
popularity these series were directly extended to other blade numbers and blade area
ratios.
Quasi propulsive coefficient is one, which is very useful in calculation of delivered
power of main engine, by the use of effective power required to overcome resistance
of ship with required thrust developed by the propeller at design speed of ship.

QUASI PROPULSIVE EFFICIENCY: (D)

P
QPC = D = H R O = E
PD

R T V
=
PD

HULL EFFICIENCY :(H)

Hull efficiency is combined effect of hull and propeller
1 t
H =

1 w

V VA
WAKE FRACTION: (w) wT = S
VS

Where, wT = Taylors wake fraction;

87

Vs = service speed of ship = 7.716 m/sec.

VA = Speed of advance in m/sec.

V A V S 1 wT
ESTIMATION OF WAKE FRACTION:
1. HECKSCHER FOR CARGO SHIPS
wT = 0.7 Cpl - 0.18 where Cpl=Longitudinal prismatic co-efficient=0.81
= (0.7 x 0.81) - 0.18 = 0.567-0.18 = 0.387
2. KRUGER (1976)
wT = 0.75 CB-0.24 where Cb=0.80 Block co-efficient of fineness
= (0.75 0.80)-0.24 = 0.6 0.24 = 0.36
3. TROUST FOR CARGO SHIPS
wT = 0.25 + 2.5 [CB-0.6] 2
= 0.25+2.5[0.80 0.6] 2 = 0.25+2.5(0.04) = 0.35
4. TAYLOR DATA (MODEL TESTS)
CB=0.80; wT = 0.354
From the above values wT = 0.354 (Chosen)
THRUST DEDUCTION FRACTION (t):
1. HECKSCHER FOR CARGO SHIPS
t = 0.5CPl - 0.12
= 0.5x(0.81) - 0.12 = 0.285
2. DANCKWARDT FOR CARGO SHIPS
t = 0.5CB 0.15
= 0.5x(0.80) 0.15 = 0.25
3. SSPA FOR CARGO SHIPS
t = wT (1.57 2.3 x

Cb
+1.5 Cb)
Cwp

88

= 0.354 (1.57 ( 2.3

0.80
) + (1.5 x 0.80))
0.88

= 0.24
From the above values t =0.245 (Average of values from 2 & 3)
VELOCITY OF ADVANCE: VA = VS (1 - w)
VA = 7.716 (1 - 0.354)
= 4.98 m/s
THRUST REQUIRED:

RT
852.34

(1 t ) (1 0.245)

=1128.93 KN
HULL EFFICIENCY:

H =

1 t

1 WT

1 0.245 = 1.169
1 0.354

RELATIVE ROTATIVE EFFICIENCY: (R) = 1.02 (For single screw ships)

QUASI PROPULSIVE COEFFICIENT: ( D)

1) KELLER FORMULA D (for cargo ships)

LBP )

D = 0.855 (0.00012 N
= 0.855 (0.00012 83

N = RPM = 83, LBP =195 m

195 )= 0.716

2) DANCKWARDT FORMULA
1

D = 0.836 - 0.000165 N 6
= 0.836 (0.000165 83 (65878.34)

1
6

= 0.836 (0.000165 83 6.355) = 0.749

From the above values D = 0.732 (Average value)
89

NOTE: Since there is no Reduction Gearing

R.P.M. of The Engine is the same as

the shaft R.P.M.

N = R.P.M. = 83 rev/min. = 1.38 rev. /sec. (Chosen from preliminary
selection of Main Engine)

DELIVERED POWER: PD = PE/ D =

6576.66
8984.51KW in sea water at 30oc
0.732

TO USE BP - CHARTS are prepared at open water test (Fresh water),

8984.51
8765.38 KW , in fresh water at 30c
1.025

PD =

The original B-series result were prepared in the formula used by Taylor
KQ

Where

P N2
D 5
2VA

PD is Delivered power = 8765.38 KW

N = revolution per second = 1.38
= Water density 1.021 t / m3
VA = advanced velocity = 4.98 m/s
KQ = Torque coefficient
J = advanced coefficient

KQ

8765.38 1.38 2
4
4J
=
5
2 1.021 4.98
5

= 0.96

Space available for propeller at stern from the lines plan = y = 10060 mm
From IRS Rules minimum clearances of propeller are
Top clearance C (0.48 - 0.02 Z) RP
Bottom clearance 0.07xRP
90

Where Rp is Radius of Propeller.

Diameter
(m)
8.10
8.105
8.11
8.115
8.12
8.125
8.13
8.135
8.14
8.145
8.15
8.155
8.16
8.165
8.17
8.175
8.18
8.185

Top
Clearence
(m)
1.62
1.62
1.62
1.62
1.62
1.63
1.63
1.63
1.63
1.63
1.63
1.63
1.63
1.63
1.63
1.64
1.64
1.64

Bottom
Clearence (m)
0.28
0.28
0.28
0.28
0.28
0.28
0.28
0.28
0.28
0.29
0.29
0.29
0.29
0.29
0.29
0.29
0.29
0.29

Space
available
(m)
10.00
10.01
10.02
10.02
10.03
10.03
10.04
10.05
10.05
10.06
10.07
10.07
10.08
10.08
10.09
10.10
10.10
10.11

Depth of
immersion of
propeller shaft
(m)
9.75
9.74
9.74
9.74
9.74
9.73
9.73
9.73
9.73
9.72
9.72
9.72
9.71
9.71
9.71
9.71
9.70
9.70

BAR
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42
0.42

The space available from the lines plan is 10.05 m, hence diameter of the propeller is
selected initially as, DP = 8.14 m
DIAMETER OF THE PROPELLER :( DP)
Propeller diameter DP

= Space available - Top clearance Bottom clearance

= 10.05 1.63 0.28
= 8.14 m

BLADE AREA RATIO:

AE
Where AE = Expanded blade area
AO
AO = Propeller Disc area

AE 1.3 0.3Z T

K
AO PO PV D P 2
Where Z = No. Of blades = 4
T = Thrust power = 1128.93 KN
PO = static pressure + atmospheric pressure at CL of shaft
91

= gh + PA
DP = Propeller diameter (DP) = 8.14 m
h = Depth of Immersion of propeller shaft
= Draught - [DP /2 + Bottom clearance]
= 14.08 [4.07+0.28] = 9.73 m.
g = Acceleration due to gravity = 9.81 m/sec.2
= Density of sea water at 30c = 1021 Kg/m3
PV = Vapour pressure of seawater at 30oc= 4242 N/m2
PA= Atmospheric pressure=101325 N/m2

PO PV ((1021 9.81 9.73) 101325) 4242

= 194.54 KN/m2
K = 0.20 for high powered single screw ships
B.A.R =

AE 1.3 0.34 1128.93

0.20
AO
194.54 (8.14) 2

= 0.42
DATA FROM CHARTS: for K Q

= 0.960

CHART

B4.40

B4.55

B.A.R.

0.40

0.55

0.473

0.479

0.732

0.755

0.572

0.566

Advance Coefficient, J at optimum D

Corresponding Pitch Ration, P/D
Open water efficiency (O)

1. ADVANCE COEFFICIENT (1/J):

AT B.A.R. = 0.40, 1/J = 1/0.473=2.11
B.A.R. = 0.55, 1/J = 1/0.479=2.09
92

AT B.A.R. = 0.42,
1/J = 2.11

(2.09 2.11)
0.42 0.40 2.107
0.55 0.40

ND P
4.98 2.107
2.107 DP =
= 7.60 m
VA
1.38

2. PITCH RATIO (P/D):

AT B.A.R. = 0.42

0.755 0.732 0.42 0.40

P
0.732
0.55 0.40
DP
= 0.735

P = 0.735 7.60= 5.59 m

3. OPEN WATER EFFICIENCY (O):
AT B.A.R. = 0.42
O = 0.572+

0.566 0.572 0.42 0.40

0.55 0.40

= 0.571

QUASI PROPULSIVE EFFICIENCY: D = H R O = PE / PD

=1.169 1.02 0.571=0.681
D = 0.681

R V
Engine Deliver power PD = T
D

852.34 7.716
=
= 9657.35 KW
0.681

On comparison of D obtained from the Trail 1 with D obtained from empirical

formulas (assumed value), there is a variation of 7 %. Therefore, 2ND Trail is done.

2NDTRIAL:
Assuming D = 0.682
DELIVERED POWER: PD = PE/ D =

6576.66
9657.35 KW in sea water at 30oc
0.681

93

TO USE BP - CHARTS are prepared at open water test (Fresh water),

PD =

9657.35
9421.80 KW , in fresh water at 30c
1.025

NOTE: Since There Is No Reduction Gearing

R.P.M. Of The Engine Is Same As

The Propeller R.P.M.

N = R.P.M. = 83 rev/min. = 1.38 rev. /sec.

The original B-series result were prepared in the formula used by Taylor
KQ

Where

P N2
D 5
2VA

PD is Delivered power = 9421.80 KW

N = revolution per second = 1.38
= Water density 1.021 t / m3
VA = advanced velocity = 4.98 m/s
KQ = Torque coefficient
J = advanced coefficient

KQ

9421.80 1.38 2
4
4J
=
5
2 1.021 4.98
5

= 0.978

DIAMETER OF THE PROPELLER :( DP)

Propeller diameter DP

= 8.14 m

BLADE AREA RATIO:

AE
Where AE = Expanded blade area
AO
AO = Propeller Disc area

AE 1.3 0.3Z T

K
AO PO PV D P 2
94

Where Z = No. Of blades = 4

T = Thrust power = 1128.93 KN
PO = static pressure + atmospheric pressure at CL of shaft
= gh + PA
DP = Propeller diameter (DP) = 8.14 m
h = Depth of Immersion of propeller shaft
= Draught - [DP /2 + Bottom clearance]
= 14.08 [4.07+0.28] = 9.73 m.
g = Acceleration due to gravity = 9.81 m/sec.2
= Density of sea water at 30c = 1021 Kg/m3
PV = Vapour pressure of seawater at 30oc= 4242 N/m2
PA= Atmospheric pressure=101325 N/m2

PO PV ((1021 9.81 9.73) 101325) 4242

= 194.54 KN/m2
K = 0.20 for high powered single screw ships
B.A.R =

AE 1.3 0.34 1128.93

0.20
AO
194.49 (8.14) 2

= 0.42

DATA FROM CHARTS: for K Q

=0.978

CHART

B4.40

B4.55

B.A.R.

0.40

0.55

0.466

0.471

0.726

0.750

0.567

0.561

Advance Coefficient, J at optimum D

Corresponding Pitch Ration, P/D
Open water efficiency (O)

95

1. ADVANCE COEFFICIENT (1/J):

AT B.A.R. = 0.40, 1/J = 1/0.466= 2.146
B.A.R. = 0.55, 1/J = 1/ 0.471 =2.123
AT B.A.R. = 0.42,
1/J = 2.146

1/J =

2.123 2.146 0.42 0.40 =2.143

0.55 0.40

ND P
4.98 2.143
2.143 DP =
= 7.73 m
VA
1.38

2. PITCH RATIO (P/D):

AT B.A.R. = 0.42

0.750 0.726 0.42 0.40

P
0.726
0.55 0.40
DP
= 0.730

P = 0.730 7.73= 5.64 m

3. OPEN WATER EFFICIENCY (O):

AT B.A.R. = 0.42
O = 0.567+

0.561 0.567 0.42 0.40

0.55 0.40

= 0.566

O = 0.566

96

QUASI PROPULSIVE EFFICIENCY:

D = H R O = PE / PD = 1.169 1.02 0.566 = 0.676
D = 0.675
Which is less than 1% of variation from trail one. Hence further trail is not required

R V
Delivered power (power reaching the propeller) PD = T
D
=

852.43 7.716
0.675

= 9744.22 KW
The shaft efficiency s depends on the alignment and lubrication of the shaft bearings,
and on the reduction gear, if installed. Shaft efficiency is equal to the ratio between
the power PD delivered to the propeller and the brake power PS delivered by the main
engine, i.e. Ps = (PD / s)
The shaft efficiency is normally around 0.985, but can vary between 0.96 and 0.995.
Since there is no reduction gearing shaft efficiency is considered as 0.99
Shaft Delivered Power

Ps = (PD / 0.99) = 9744.22 / 0.99 = 9842.65 KW

97

FINALIZED PARTICULARS:
1. DIAMETER (DP)

= 7.73 m

2. PITCH (P)

= 5.64 m

3. BLADE AREA RATIO (B.A.R)

= 0.42

4. DISC AREA (A0)

5. EXPANDED BLADE AREA (AE)

2
DP (7.73) 2 =46.93 m2
4
4

= B.A.R A0= 0.42 43.93= 19.71 m

6. PROPELLER R.P.M. (N)

= 83 rev / min

7 NUMBER OF BLADES

=4

MAIN ENGINE DATA: SULZER RTA62U-B

1. POWER OF ENGINE (OUT PUT)

= 9900 KW

2.

LENGTH OF ENGINE

= 7.94 m

3.

BREADTH OF ENGINE

= 3.56 m

4.

HEIGHT OF ENGINE

= 10.1 m

5. NUMBER OF CYLINDERS

= 6

6. CYLINDER BORE

= 620 mm

7.

= 2150 mm

PISTON STROKE

8. SPEED

= 83-115 R.P.M

9. MEAN EFFECTIVE PRESSURE

= 18.40 bar

10.

FUEL OIL

= Heavy fuel oil

11.

BRAKE SPECIFIC FUEL

= 171 g/KWh.

98

ACTIVITY - 12

ESTIMATION OF CAPACITIES OF DOUBLE BOTTOM AND

HOLDS INCLUDING L.C.G. AND V.C.G.
The weight depends on the stowage rate (i.e.) m3 / tonnes. The capacity of
tankers is moulded volume of spaces excluding allowance for structures such as
frames, beams, girders, pillars, ventilators etc and allowance for the expansion of oil
in tanks, which is taken as 2.5 % (both for structural and expansion allowance) of
moulded volume of cargo spaces.
The volume of double bottom tanks, cargo tanks and other tanks is calculated
from the sectional area curves drawn from the bonjean curves up to the tank top level
and deck at center. On these curves which are drawn on L.B.P. of the ship at ordinate
station as per lines plan, the subdivision of double bottom and position of water tight
bulkheads are marked on the sectional area curve drawing and moulded volume of
displacement are calculated. In actual practice, the extent of double bottom tank/hold
and other tanks are divided into number of equal parts. Transverse sections are drawn,
taking half breadths from body plan. The sectional areas are calculated at stations then
volume of space is calculated by simpsonising sectional area and multiplying the
product for volume by lever, LCG and VCG of the holds are also calculated.
The LCG Position for al capacities from midship is calculated and verified from
general arrangement drawings.
Midship is at 700 mm forward of Frame 124 or it is 100 mm aft of Frame 125

a) Moulded volume of double bottom tanks:

1. For double bottom 1 (frame no.203 to 238)
Frame spacing = 700 mm;
Length = 24.50 m
Height of double bottom = 1.9m
99

h=Common interval=length= 3.0625 m

(Sectional areas are lifted from double

bottom sectional area curve at equal intervals)

Sectional

Simpsons

areas

multipliers

(m ) From

Product for
volume
3

(m )

Levers from
fr.203

Longitudinal
moment of
volume (m4)

aft to fwd
47.60
44.92
41.80
38.42
34.75
30.57
25.58
20.28
15.45

1
4
2
4
2
4
2
4
1

47.60
179.68
83.60
153.68
69.50
122.28
51.16
81.12
15.45
V =804.07

0
1
2
3
4
5
6
7
8

0.00
179.68
167.20
461.04
278.00
611.40
306.96
567.84
123.60
M 1 =2695.72

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

1
4
2
4
2
4
2
4
1

47.72
181.04
84.72
156.72
71.34
126.64
53.88
87.12
16.84
M 2 = 826.02

baseline
47.72
45.26
42.36
39.18
35.67
31.66
26.94
21.78
16.84

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V

L.C.G. =

3.0625 2 2695.72
=8427.64 m4
3

3.0625 826.02
= 843.23 m4
3

3.0625 804.07
= 820.82 m3
3

M1
8427.64
=
=10.27 m from fr.203
820.82
V

100

V.C.G. =

M 2 843.23
=
= 1.03 m
820.82
V

L.C.G. forward from midship = 10.27 +62 = 72.27 m

2. For double bottom 2 (frame no. 171 to 203)
Frame spacing from 171 to 198 = 800 mm
Frame spacing from 198 to 203 = 700 mm
Length = 25.10 m
Height of double bottom = 1.9m
h=Common interval=length= 3.1375 m
Sectional
areas (m2)

Simpsons

Product for

Levers from

From aft to

multipliers

volume (m3)

fr.171

1
4
2
4
2
4
2
4
1

53.81
214.92
107.14
213.12
105.66
208.60
102.30
198.76
47.60
V =1251.91

0
1
2
3
4
5
6
7
8

Longitudinal
moment of
volume (m4)

fwd
53.81
53.73
53.57
53.28
52.83
52.15
51.15
49.69
47.60

Vertical moments
at station w.r.t.
baseline
53.64
53.56
53.42
53.15
52.71
52.05
51.08
49.68
47.72

0.00
214.92
214.28
639.36
422.64
1043.00
613.80
1391.32
380.80
M 1 =4920.12

Simpsons

Product for vertical moment

multipliers

of volume (m4)

1
4
2
4
2
4
2
4
1

53.64
214.24
106.84
212.60
105.42
208.20
102.16
198.72
47.72
M 2 = 1249.54

101

M1 =
M2 =
V =

h2 M1
3

3.1375 2 4920.12
=16144.40 m4
3

3.1375 1249.54
= 1306.81m4
3

h M2
3
h V
3

3.1375 1251.91
= 1309.29 m3
3

L.C.G. =

M 1 16144.40
=
=12.33 m from fr.171
1309.29
V

V.C.G. =

M 2 1306.81
=
= 0.998m = rounded off to 1.00 m
1309.29
V

L.C.G. forward from midships = 12.33+36.9= 49.23 m

3. For double bottom 3 (frame no. 140 to 171)

Frame spacing = 800 mm
Length = 24.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.1 m

Sectional
areas (m2)

Simpsons

Product for

From aft to

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

54.05
216.08
107.98
215.80
107.82
215.52
107.72
215.40
53.81
V =1294.18

fwd
54.05
54.02
53.99
53.95
53.91
53.88
53.86
53.85
53.81

Levers

Longitudinal

from

moment of

fr.140

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
216.08
215.96
647.40
431.28
1077.60
646.32
1507.80
430.48
M 1 =5172.92

102

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

1
4
2
4
2
4
2
4
1

53.96
215.72
107.78
215.40
107.60
215.00
107.44
214.76
53.64
M 2 = 1291.3

baseline
53.96
53.93
53.89
53.85
53.80
53.75
53.72
53.69
53.64

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V
3

3.12 5172.92
=16570.59 m4
3

3.1 1291.3
=1334.34 m4
3

3.1 1294.18
=1337.32 m3
3

L.C.G. =

M1
16570.59
=
=12.39 m from fr.140
1337.32
V

V.C.G. =

M 2 1334.34
=
= 0.998 m=rounded off to 1.00 m
V 1337.32

L.C.G. forward from midships = 12.39+12.1 = 24.49 m

4. For double bottom 4 (frame no. 109 to 140)
Frame spacing = 800 mm
Length =24.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.1 m

103

Sectional
areas (m2)

Simpsons

Product for

Levers from

From aft to

multipliers

volume (m3)

fr.109

1
4
2
4
2
4
2
4
1

53.65
214.96
107.68
215.68
107.96
216.08
108.08
216.24
54.05
V =1294.38

0
1
2
3
4
5
6
7
8

fwd
53.65
53.74
53.84
53.92
53.98
54.02
54.04
54.06
54.05

M1 =
M2 =
V =

Longitudinal
moment of
volume (m4)
0.00
214.96
215.36
647.04
431.84
1080.40
648.48
1513.68
432.40
M 1 =5184.16

Vertical moments at

Simpsons

Product for vertical moment of

station w.r.t. baseline

multipliers

volume (m4)

53.50
53.60
53.70
53.80
53.88
53.93
53.96
53.97
53.96

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

53.50
214.40
107.40
215.20
107.76
215.72
107.92
215.88
53.96
M 2 = 1291.74

h2 M1
3
h M2
3
h V
3

3.12 5184.16
=16606.59 m4
3

3.1 1291.74
= 1334.80 m4
3

3.1 1294.38
= 1337.53 m3
3

L.C.G. =

M1
16606.59
=
= 12.42 m from fr.109
1337.53
V

V.C.G. =

M 2 1334.80
=
= 0.998=rounded off to 1.00 m
1337.53
V

L.C.G. aft from midships = 12.70 -12.42 = 0.28 m

104

5. For double bottom 5 (frame no. 78 to 109)

Frame spacing = 800 mm
Length =24.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.1m
Sectional
areas (m2)
From aft to

Simpson

Product for

Levers from

multipliers

volume (m3)

fr.78

1
4
2
4
2
4
2
4
1

49.62
204.28
104.36
211.56
106.54
213.64
106.96
214.24
53.65
V =

0
1
2
3
4
5
6
7
8

Longitudinal
moment of
volume (m4)

fwd
49.62
51.07
52.18
52.89
53.27
53.41
53.48
53.56
53.65

1264.85

0.00
204.28
208.72
634.68
426.16
1068.20
641.76
1499.68
429.20
M1 =
5112.68

Vertical
moments at

Simpson

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

49.88
204.88
104.50
211.60
106.42
213.28
106.72
213.68
53.50
M 2 = 1264.46

baseline
49.88
51.22
52.25
52.90
53.21
53.32
53.36
53.42
53.50

M1 =

h2 M1
3

3.12 5112.68
= 16377.62 m4
3
105

M2 =
V =

h M2
3
h V
3

3.1 1264.46
= 1306.61 m4
3

3.1 1264.85
= 1307.01 m3
3

L.C.G. =

M1
16377.62
=
= 12.53 m from fr.78
1307.01
V

V.C.G. =

M2
1306.61
=
= 0.999=rounded off to 1.00 m
1307.01
V

L.C.G. from midships = 24.97 m

6. For double bottom 6 (frame no. 52 to 78)
Frame spacing = 800 mm
Length =20.8 m
Height of double bottom = 1.9m
h=Common interval=length= 2.6 m
Sectional
areas (m2)

Simpson

Product for

Levers from

From aft to

multipliers

volume (m3)

fr.52

1
4
2
4
2
4
2
4
1

31.80
139.68
75.36
160.88
85.12
178.16
93.00
192.48
49.62
V =

0
1
2
3
4
5
6
7
8

fwd
31.80
34.92
37.68
40.22
42.56
44.54
46.50
48.12
49.62

1006.10 m3

Longitudinal
moment of
volume (m4)
0.00
139.68
150.72
482.64
340.48
890.80
558.00
1347.36
396.96
M 1 =4306.64
m4

106

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

1
4
2
4
2
4
2
4
1

33.36
144.72
77.70
164.64
86.76
180.60
94.08
194.52
19.88
M 2 = 996.26 m4

baseline
33.36
36.18
38.85
41.16
43.38
45.15
47.04
48.63
19.88

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V
3

2.6 2 4306.64
= 9704.30 m4
3

2.6 996.26
= 863.43 m4
3

2.6 1006.10
= 871.95 m3
3

L.C.G. =

M 1 9704.30
=
= 11.13 m from fr.52
871.95
V

V.C.G. =

M2
863.43
=
= 0.99 m
871.95
V

L.C.G. aft from midships = 47.17 m

7. For double bottom 7 (frame no. 47 to 52)

Note: This Double bottom is calculated for the purpose of calculations
Frame spacing = 800 mm
Length =4 m
Height of double bottom = 1.9m
h=Common interval length= 0.5m

107

Sectional
areas (m2)

Simpson

Product for

Levers

From aft to

multipliers

volume (m3)

from fr.47

1
4
2
4
2
4
2
4
1

27.08
111.04
56.76
115.60
59.12
120.64
61.56
125.52
31.80
V = 709.12 m3

0
1
2
3
4
5
6
7
8

fwd
27.08
27.76
28.38
28.90
29.56
30.16
30.78
31.38
31.80

Longitudinal
moment of volume
(m4)
0.00
111.04
113.52
346.80
236.48
603.20
369.36
878.64
254.40
M 1 =2913.44 m4

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

1
4
2
4
2
4
2
4
1

28.83
117.84
60.30
122.40
62.40
121.08
64.68
131.40
33.36
M 2 = 742.29 m4

baseline
28.83
29.46
30.15
30.60
31.20
30.27
32.34
32.85
33.36

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V

L.C.G. =

0.5 2 2913.44
= 242.79 m4
3

0.5 742.29
= 123.72 m4
3

0.5 709.12
= 118.19 m3
3

M 1 242.79
=
= 2.05 m from fr.47
118.19
V

108

V.C.G. =

M2
123.72
=
= 1.05 m
118.19
V

L.C.G. aft from amidships = 60.33 m

8. For Pump Room double bottom (frame no. 44 to 52)
Frame spacing = 800 mm
Length =6.4 m
H= height of Double bottom= varies from 2.68 m to 1.9 m
h=Common interval length= 0.8 m
Sectional
areas
(m2)
From aft

Simpson

Product for

multipliers

volume (m3)

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

37.22
138.32
62.24
108.32
56.20
116.32
59.96
123.84
31.80
V = 732.22 m3

Levers

Longitudinal

from

moment of volume

fr.44

(m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

0.00
138.32
124.48
324.96
224.80
581.60
359.76
866.88
254.40
M 1 =2875.20 m4

to fwd
37.22
34.58
31.12
27.08
28.10
29.08
29.98
30.96
31.80

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

56.85
196.92
78.66
115.32
59.64
123.24
63.24
130.08
33.32
M 2 = 734.22 m4

baseline
56.85
49.23
39.33
28.83
29.82
30.81
31.62
32.52
33.32

109

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V
3

0.8 2 2875.20
= 613.38 m4
3

0.8 857.27
= 228.61 m4
3

0.8 734.22
= 195.79 m3
3

L.C.G. =

M 1 613.38
=
= 3.13 m from fr.44
195.79
V

V.C.G. =

M2
228.61
=
= 1.17 m
195.79
V

L.C.G. aft from amidships = 61.57 m

b) CAPACITIES OF HOLDS (including wing tanks)

1(b). HOLD NO.1 (frame no.203 to 238)
Frame spacing = 700 mm;
Length = 24.50 m
Height of double bottom = 1.9m
h=Common interval=length= 3.0625 m

(Sectional areas are lifted from double

bottom sectional area curve at equal intervals)

Sectional
areas (m2)
From aft to
fwd
578.48
573.39
552.78
520.88
496.12
471.47
435.42
377.94
316.05

Sectional
areas of

Sectional

double

area in

bottom

Hold

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

530.88
2113.88
1021.96
1929.84
922.74
1763.60
819.68
1430.64
300.60
V =

Levers

Longitudinal

from

moment of

fr.203

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
2113.88
2043.92
5789.52
3690.96
8818.00
4918.08
10014.48
2404.80
M1 =

(m2)
47.60
44.92
41.80
38.42
34.75
30.57
25.58
20.28
15.45

530.88
528.47
510.98
482.46
461.37
440.90
409.84
357.66
300.60

10833.82

39793.64
110

Vertical

Vertical

Vertical

moments at

moments of

moment at

Simpsons

Product for vertical

station w.r.t.

double

station in

multipliers

moment of volume (m4)

baseline

bottom

hold

47.72
45.26
42.36
39.18
35.67
31.66
26.94
21.78
16.84

5820.78
5822.04
5774.74
5663.12
5481.03
5219.74
4857.26
4368.02
3751.16

1
4
2
4
2
4
2
4
1

5820.78
23288.16
11549.48
22652.48
10962.06
20878.96
9714.52
17472.08
3751.16
M 2 = 126089.68

5868.50
5867.30
5817.10
5702.30
5516.70
5251.40
4884.20
4389.80
3768.00

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V
3

3.0625 2 39793.64
= 124406.94 m4
3

3.0625 126089.68
= 128716.55 m4
3

3.0625 10833.82
= 11059.52 m3
3

L.C.G. =

M 1 124406.94
=
= 11.25 m from fr. 203
11059.52
V

V.C.G. =

M2
126089.68
=
= 11.64 m
11059.52
V

L.C.G. forward from midship = 11.25 +62.00 = 73.25 m

2(b) HOLD NO.2 (frame no. 171 to 203)

Frame spacing from 171 to 198 = 800 mm
Frame spacing from 198 to 203 = 700 mm
Length = 25.10 m
Height of double bottom = 1.9m
h=Common interval=length= 3.1375 m

111

Sectional

Sectional
areas (m2)

areas of

Sectional

double

area in

bottom

Hold

From aft to
fwd

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

514.33
2068.72
1038.36
2083.92
1045.92
2101.12
1055.46
2119.60
530.88
V =

53.81
53.73
53.57
53.28
52.83
52.15
51.15
49.69
47.60

514.33
517.18
519.18
520.98
522.96
525.28
527.73
529.90
530.88

12558.31

V =

from

moment of

fr.171

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
2068.72
2076.72
6251.76
4183.68
10505.60
6332.76
14837.20
4247.04
M1 =
50503.48

Vertical

Vertical

Vertical

moments at

moments of

moment at

Simpsons

Product for vertical

station w.r.t.

double

station in

multipliers

moment of volume (m4)

baseline

bottom

hold

53.64
53.56
53.42
53.15
52.71
52.05
51.08
49.68
47.72

5388.96
5443.54
5480.18
5514.75
5564.49
5636.75
5715.62
5782.02
5820.78

1
4
2
4
2
4
2
4
1

5388.96
21774.16
10960.36
22059.00
11128.98
22547.00
11431.24
23128.08
5820.78
M 2 = 134238.56

5442.60
5497.10
5533.60
5567.90
5617.20
5688.80
5766.70
5831.70
5868.50

M2 =

Longitudinal

(m2)

568.14
570.91
572.75
574.26
575.79
577.43
578.88
579.59
578.48

M1 =

Levers

h2 M1
3
h M2
3
h V
3

3.1375 2 50503.48
=
= 165717.17 m4
3
=

3.1375 134238.56
= 140391.16 m4
3

3.1375 12558.31
= 13133.90 m3
3

112

L.C.G. =

M 1 165717.17
=
= 12.62 m from fr.171
13133.90
V

V.C.G. =

M2
140391.16
=
= 10.69 m
13133.90
V

L.C.G. forward from midship = 12.62 + 36.9 = 49.52 m

3(b) HOLD NO.3 (frame no. 140 to 171)

Frame spacing = 800 mm
Length = 24.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.1 m

Sectional
areas (m2)
From aft to
fwd
551.55
552.63
553.80
555.06
556.47
558.28
560.89
564.47
568.14

Sectional
areas of

sectional

double

area in

bottom

Hold

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

497.50
1994.44
999.62
2004.44
1005.12
2017.60
1014.06
2042.48
514.33
V =

Levers

Longitudinal

from

moment of

fr.140

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
1994.44
1999.24
6013.32
4020.48
10088.00
6084.36
14297.36
4114.64
M1 =

(m2)
54.05
54.02
53.99
53.95
53.91
53.88
53.86
53.85
53.81

497.50
498.61
499.81
501.11
502.56
504.40
507.03
510.62
514.33

12089.59

48611.84

113

Vertical

Vertical

Vertical

moments at

moments of

moment at

Simpsons

Product for vertical

station w.r.t.

double

station in

multipliers

moment of volume (m4)

baseline

bottom

hold

53.96
53.93
53.89
53.85
53.8
53.75
53.72
53.69
53.64

5073.74
5093.77
5114.71
5136.05
5161.30
5197.45
5251.38
5320.11
5388.96

1
4
2
4
2
4
2
4
1

5073.74
20375.08
10229.42
20544.20
10322.60
20789.80
10502.76
21280.44
5388.96
M 2 = 124507.00

5127.70
5147.70
5168.60
5189.90
5215.10
5251.20
5305.10
5373.80
5442.60

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V
3

3.12 48611.84
= 155719.93 m4
3

3.1 124507.00
= 128657.23 m4
3

3.1 112089.59
= 12492.58 m3
3

L.C.G. =

M1
155719.93
=
= 12.46 m from fr.140
12492.58
V

V.C.G. =

M2
128657.23
=
= 10.30 m
12492.58
V

L.C.G forward from midship = 12.46 +12.1 = 24.56 m

4(b) HOLD NO.4 (frame no. 109 to 140)
Frame spacing = 800 mm
Length =24.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.1 m

114

Sectional

Sectional
areas (m2)

areas of

sectional

double

area in

bottom

Hold

From aft to
fwd

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

495.72
1981.04
989.88
1979.20
989.76
1980.88
991.58
1986.20
497.50
V =

Levers

Longitudinal

from

moment of

fr.109

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
1981.04
1979.76
5937.60
3959.04
9904.40
5949.48
13903.40
3980.00
M1 =

(m2)
53.65
53.74
53.84
53.92
53.98
54.02
54.04
54.06
54.05

549.37
549.00
548.78
548.72
548.86
549.24
549.83
550.61
551.55

495.72
495.26
494.94
494.80
494.88
495.22
495.79
496.55
497.50

11891.76

47594.72

Vertical

Vertical

Vertical

moments at

moments of

moment at

Simpsons

Product for vertical

station w.r.t.

double

station in

multipliers

moment of volume (m4)

baseline

bottom

hold

5094.40
5085.00
5078.20
5075.10
5076.50
5083.20
5094.50
5109.70
5127.70

53.50
53.60
53.70
53.80
53.88
53.93
53.96
53.97
53.96

5040.90
5031.40
5024.50
5021.30
5022.62
5029.27
5040.54
5055.73
5073.74

1
4
2
4
2
4
2
4
1

5040.90
20125.60
10049.00
20085.20
10045.24
20117.08
10081.08
20222.92
5073.74
M 2 = 120840.76

h2 M1

3.12 47594.72
=
= 152461.75 m4
3

M1 =
M2 =
V =

3
h M2
3
h V
3

3.1 120840.76
= 124868.79 m4
3

3.1 11891.76
= 12288.15 m3
3

115

L.C.G. =

M1
152461.75
=
= 12.41 m from fr.109
12288.15
V

V.C.G. =

M2
124868.79
=
= 10.16 m
12288.15
V

L.C.G. aft from midship = 12.70 -12.41 = 0.29 m (aft)

5(b) HOLD NO.5 (frame no. 78 to 109)
Frame spacing = 800 mm
Length =24.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.1 m

Sectional
areas (m2)
From aft to
fwd
550.73
551.65
552.03
552.00
551.64
551.07
550.44
549.86
549.37

Sectional
areas of

Sectional

double

area in

bottom

Hold

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

501.11
2002.32
999.70
1996.44
996.74
1990.64
993.92
1985.20
495.72
V =

Levers

Longitudinal

from

moment of

fr.78

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
2002.32
1999.40
5989.32
3986.96
9953.20
5963.52
13896.40
3965.76
M1 =

(m2)
49.62
51.07
52.18
52.89
53.27
53.41
53.48
53.56
53.65

501.11
500.58
499.85
499.11
498.37
497.66
496.96
496.30
495.72

11961.79

47756.88

116

Vertical

Vertical

Vertical

moments at

moments of

moment at

Simpsons

Product for vertical

station w.r.t.

double

station in

multipliers

moment of volume (m4)

baseline

bottom

hold

49.88
51.22
52.25
52.90
53.21
53.32
53.36
53.42
53.50

5198.72
5170.68
5139.15
5111.70
5091.79
5077.08
5064.54
5052.28
5040.90

1
4
2
4
2
4
2
4
1

5198.72
20682.72
10278.30
20446.80
10183.58
20308.32
10129.08
20209.12
5040.90
M 2 = 122477.54

5248.60
5221.90
5191.40
5164.60
5145.00
5130.40
5117.90
5105.70
5094.40

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V
3

3.12 47756.88
=
= 152981.21 m4
3
=

3.1 122477.54
= 126560.12 m4
3

3.1 122477.54
= 12360.52 m3
3

L.C.G. =

M 1 152981.21
=
= 12.38 m from fr.78
12360.52
V

V.C.G. =

M 2 126560.12
=
= 10.24 m
12360.52
V

L.C.G. aft from midship = 25.12 m(aft)

6(b) HOLD NO.6 (frame no. 52 to 78)

Frame spacing = 800 mm
Length =20.80 m
Height of double bottom = 1.9m
h=Common interval length= 2.6 m

117

Sectional

Sectional

areas (m2) areas

of

From aft to double

2

fwd

bottom (m )
31.8
34.92
37.68
40.22
42.56
44.54
46.5
48.12
49.62

492.00
505.00
517.20
524.00
534.60
541.00
546.20
549.00
550.73

area

in

Hold

Simpsons

Product for

multipliers

volume (m3)

460.20
470.08
479.52
483.78
492.04
496.46
499.70
500.88
501.11

Vertical

Vertical

1
4
2
4
2
4
2
4
1

460.20
1880.32
959.04
1935.12
984.08
1985.84
999.40
2003.52
501.11

V = 11708.63

Levers

Longitudinal

from

moment

fr.52

volume (m4)

0
1
2
3
4
5
6
7
8

of

0.00
1880.32
1918.08
5805.36
3936.32
9929.20
5996.40
14024.64
4008.88

= 47499.20

Vertical

moments at moments of moment

at Simpsons

Product for

station w.r.t. double

station

in multipliers

moment of volume (m4)

baseline

hold

bottom
33.36
36.18
38.85
41.16
43.38
45.15
47.04
48.63
19.88

5086.00
5158.00
5202.00
5224.00
5246.00
5258.00
5266.00
5262.00
5248.60

M1 =
M2 =
V =

Sectional

h2 M1
3
h M2
3
h V
3

5052.64
5121.82
5163.15
5182.84
5202.62
5212.85
5218.96
5213.37
5228.72

1
4
2
4
2
4
2
4
1

2.6 2 47499.20
= 107031.53 m4
3

2.6 124374.34
= 107791.09 m4
3

vertical

5052.64
20487.28
10326.30
20731.36
10405.24
20851.40
10437.92
20853.48
5228.72
M 2 = 124374.34

2.6 11708.63
= 10147.48 m3
3

L.C.G. =

M 1 107031.53
=
= 10.55 m from fr.51
10147.48
V

V.C.G. =

M2
107791.09
=
= 10.62 m
10147.48
V

L.C.G. aft from midship = 47.75 m

118

7(b) HOLD NO.7 (frame no. 47 to 52)

Frame spacing = 800 mm
Length =20.80 m
Height of double bottom = 1.9m
h=Common interval length= 0.5 m
Sectional

Sectional

areas (m2) areas

of

From aft to double

2

fwd

bottom (m )

468.40
472.20
475.40
477.80
481.20
484.00
487.20
489.60
492.00

27.08
27.76
28.38
28.90
29.56
30.16
30.78
31.38
31.80

Sectional
area

in

Hold

Simpsons

Product for

multipliers

volume (m3)

441.32
444.44
447.02
448.90
451.64
453.84
456.42
458.22
460.20

Vertical

Vertical

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

441.32
1777.76
894.04
1795.60
903.28
1815.36
912.84
1832.88
460.20

V = 11708.63

Levers

Longitudinal

from

moment

fr.47

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

of

0.00
1777.76
1788.08
5386.80
3613.12
9076.80
5477.04
12830.16
3681.60

= 47499.20

Vertical

moments at moments of moment

at Simpsons

Product for

station w.r.t. double

station

in multipliers

moment of volume (m4)

baseline

hold

bottom

4944.00
4966.00
4984.00
4804.00
5024.00
5040.00
5060.00
5074.00
5086.00

M1 =
M2 =

h2 M1
3
h M2
3

28.83
29.46
30.15
30.60
31.20
30.27
32.34
32.85
33.36

4915.17
4936.54
4953.85
4773.40
4992.80
5009.73
5027.66
5041.15
5052.64

0.5 2 43631.36
= 3635.95 m4
3

0.5 118959.71
= 19826.62 m4
3

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

vertical

4915.17
19746.16
9907.70
19093.60
9985.60
20038.92
10055.32
20164.60
5052.64
M 2 = 124374.34

119

V =

h V
3

0.5 10833.28
= 1805.55 m3
3

L.C.G. =

M 1 3635.95
=
= 2.01 m from fr.47
1805.55
V

V.C.G. =

M2
19826.62
=
= 10.98 m
1805.55
V

L.C.G. aft from midship = 60.29 m

C) CAPACITIES OF CARGO TANKS:

1(c): CARGO TANK 1:
Length = 24.50 m

Breadth
(Bu m)
of tank
on
upper
deck
26.00
25.70
25.34
24.98
24.62
23.88
21.72
19.64
17.50

M1 =
V =

Product
Breadth
(Bt m) of
tank on
tank top
22.70
21.08
19.46
17.86
16.26
13.78
11.24
8.76
6.24

h2 M1
3
h V

L.C.G. =

h=Common interval length= 3.0625 m

Camber
height
Hc (m) at
deck at
center
0.45
0.44
0.43
0.42
0.40
0.38
0.31
0.26
0.20

Height
(H m) of
tank upto
deck at
center
18.19
18.29
18.47
18.59
18.71
18.89
19.02
19.19
19.32

Area of
tank
cross
section
(m2)
439.02
424.03
410.11
394.73
379.12
352.67
311.17
270.81
228.14

S.M.

for
volume
3

(m )
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

V =

439.02
1696.12
820.22
1578.94
758.23
1410.69
622.35
1083.26
228.14
8636.97

Levers

Longitudinal

from

moment

fr.203

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

of

0.00
1696.12
1640.45
4736.81
3032.93
7053.45
3734.07
7582.81
1825.10
31301.74

3.12 31301.74
=
= 97858.68m4
3
3.1 8636.97
= 8816.90 m3
3

M 1 97858.68
=
= 11.10 m from fr.203
8816.90
V

L.C.G. forward from midship = 11.10 +62.00 = 73.10 m

120

2(c): CARGO TANK 2: Length = 25.10 m h=Common interval length= 3.1375 m

Breadth
(Bu m)
of tank
on
upper
deck
26.00
26.00
26.00
26.00
26.00
26.00
26.00
26.00
26.00

M1 =
V =

Product
Breadth
(Bt m) of
tank on
tank top
25.60
25.44
25.26
25.14
24.98
24.80
24.16
23.44
22.70

h2 M1
3
h V

L.C.G. =

Camber
height
Hc (m) at
deck at
center
0.45
0.45
0.45
0.45
0.45
0.45
0.45
0.45
0.45

Height
(H m) of
tank upto
deck at
center
17.30
17.35
17.48
17.58
17.67
17.80
17.92
18.03
18.19

Area of
tank
cross
section
(m2)
442.43
442.34
444.11
445.61
446.50
448.21
445.53
441.80
439.02

S.M.

for
volume
3

(m )
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

V =

442.43
1769.34
888.21
1782.46
893.01
1792.86
891.06
1767.18
439.02
10665.57

Levers

Longitudinal

from

moment

fr.171

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

of

0.00
1769.34
1776.43
5347.38
3572.02
8964.28
5346.33
12370.28
3512.17
42658.24

3.12 42658.24
= 139974.56 m4
3

3.1 10665.57
= 11154.41 m3
3

M 1 139974.56
=
= 12.55 m from Fr: 171
11154.41
V

L.C.G. forward from midship = 12.55 +36.90 = 49.45 m

3(c): CARGO TANK 3: Length = 24.80

Breadth
(Bu m)
of tank
on
upper
deck
26.00
26.00
26.00
26.00
26.00
26.00
26.00
26.00
26.00

h=Common interval length= 3.1 m

Product

Breadth
(Bt m) of
tank on
tank top
25.60
25.44
25.26
25.14
24.98
24.80
24.16
23.44
22.70

Camber
height
Hc (m) at
deck at
center
0.45
0.45
0.45
0.45
0.45
0.45
0.45
0.45
0.45

Height
(H m) of
tank upto
deck at
center
17.30
17.35
17.48
17.58
17.67
17.80
17.92
18.03
18.19

Area of
tank
cross
section
(m2)
442.43
442.34
444.11
445.61
446.50
448.21
445.53
441.80
439.02

S.M.

for
volume
(m3)

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

V =

442.43
1769.34
888.21
1782.46
893.01
1792.86
891.06
1767.18
439.02
10463.10

Levers

Longitudinal

from

moment

fr.140

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

of

0.00
1769.34
1776.43
5347.38
3572.02
8964.28
5346.33
12370.28
3512.17
42032.74

121

M1 =
V =

h2 M1
3
h V
3

L.C.G. =

3.12 42032.74
= 134644.88 m4
3

3.1 10463.10
= 10811.87 m3
3

M 1 134644.88
=
= 12.45 m from Fr: 140
10811.87
V

L.C.G. forward from midship = 12.45 +12.10 = 24.55 m

4(c): CARGO TANK 4: Length = 24.80 m;

Breadth
(Bu m)
of tank
on
upper
deck
26.00
26.00
26.00
26.00
26.00
26.00
26.00
26.00
26.00

M1 =
V =

Product
Camber
height
Hc (m) at
deck at
center
0.45
0.45
0.45
0.45
0.45
0.45
0.45
0.45
0.45

Breadth
(Bt m) of
tank on
tank top
25.58
25.62
25.64
25.68
25.72
25.76
25.78
25.80
25.80

h2 M1
3
h V

L.C.G. =

h=Common interval length= 3.1 m

Height
(H m) of
tank upto
deck at
center
16.70
16.70
16.70
16.70
16.70
16.71
16.74
16.78
16.81

Area of
tank
cross
section
(m2)
426.79
427.12
427.29
427.62
427.96
428.55
429.49
430.70
431.47

S.M.

for
volume
3

(m )
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

V =

426.79
1708.48
854.58
1710.49
855.91
1714.20
858.99
1722.78
431.47
10283.69

Levers

Longitudinal

from

moment

fr.109

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

of

0.00
1708.48
1709.15
5131.47
3423.65
8570.98
5153.91
12059.49
3451.79
41208.93

3.12 41208.93
= 132005.93 m4
3

3.1 10283.69
= 10626.48 m3
3

M 1 132005.93
=
= 12.42 m from Fr 109
10626.48
V

L.C.G. aft from midship = 12.70-12.42 = 0.28 m

122

5(c): CARGO TANK 5: Length = 24.80 m;

Breadth
(Bu m)
of tank
on
upper
deck
26.00
26.00
26.00
26.00
26.00
26.00
26.00
26.00
26.00

M1 =
V =

Product
Camber
height
Hc (m) at
deck at
center
0.45
0.45
0.45
0.45
0.45
0.45
0.45
0.45
0.45

Breadth
(Bt m) of
tank on
tank top
23.78
24.06
24.30
24.50
24.74
24.94
25.12
25.38
25.58

h2 M1
3
h V

L.C.G. =

h=Common interval length= 3.1 m

Height
(H m) of
tank upto
deck at
center
17.05
17.00
16.97
16.90
16.84
16.80
16.78
16.71
16.70

Area of
tank
cross
section
(m2)
420.47
421.60
422.89
422.82
423.33
423.99
424.99
425.37
426.79

S.M.

for
volume
3

(m )
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

V =

420.47
1686.42
845.78
1691.28
846.65
1695.96
849.98
1701.50
426.79
10164.82

Levers

Longitudinal

from

moment

fr.78

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

of

0.00
1686.42
1691.56
5073.83
3386.60
8479.80
5099.89
11910.48
3414.30
40742.88

3.12 40742.88
= 130513.01 m4
3

3.1 10164.82
= 10503.65 m3
3

M 1 130513.01
=
= 12.43 m from Fr 78
10503.65
V

L.C.G. aft from midship = 37.5-12.43=25.07 m

6(c): CARGO TANK 6: Length = 20.80 m;

Breadth
(Bu m)
of tank
on
upper
deck
25.52
25.60
25.66
25.72
25.58
25.82
25.90
25.94
26.00

h=Common interval length= 2.6 m

Product

Breadth
(Bt m) of
tank on
tank top
15.28
16.64
18.02
19.34
20.44
21.24
22.06
22.90
23.78

Camber
height
Hc (m) at
deck at
center
0.43
0.44
0.44
0.44
0.44
0.44
0.45
0.45
0.45

Height
(H m) of
tank upto
deck at
center
17.42
17.40
17.38
17.29
17.22
17.19
17.14
17.09
17.05

Area of
tank
cross
section
(m2)
351.67
363.76
375.82
385.76
392.51
400.66
407.16
413.46
420.47

S.M.

for
volume
3

(m )
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

V =

351.67
1455.04
751.65
1543.05
785.03
1602.62
814.31
1653.84
420.47
9377.68

Levers

Longitudinal

from

moment

fr.52

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

of

0.00
1455.04
1503.30
4629.15
3140.10
8013.11
4885.88
11576.85
3363.75
38567.18

123

M1 =
V =

h2 M1
3
h V
3

L.C.G. =

2.6 2 38567.18
= 86904.71 m4
3

2.6 9377.68
= 8127.32 m3
3

M 1 86904.71
=
= 10.69 m from Fr 52
8127.32
V

L.C.G. aft from midship = 58.3-10.69 = 47.61 m

(d): Slop Tank: Length = 4 m;

Breadth
(Bu m)
of tank
on
upper
deck
25.40
25.40
25.42
25.42
25.44
25.46
25.46
25.48
25.52

M1 =
V =

Product
Camber
height
Hc (m) at
deck at
center
0.43
0.43
0.43
0.43
0.43
0.43
0.43
0.43
0.43

Breadth
(Bt m) of
tank on
tank top
13.20
13.34
13.68
13.98
14.24
14.50
14.74
15.02
15.28

h2 M1
3
h V

L.C.G. =

h=Common interval length= 0.5 m

Height
(H m) of
tank upto
deck at
center
17.50
17.49
17.48
17.47
17.46
17.44
17.43
17.43
17.42

Area of
tank
cross
section
(m2)
334.11
335.14
338.08
340.51
342.75
344.78
346.68
349.28
351.67

S.M.

for
volume
3

(m )
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

V =

334.11
1340.56
676.17
1362.04
685.50
1379.14
693.35
1397.13
351.67
8219.65

Levers

Longitudinal

from

moment

fr.47

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

of

0.00
1340.56
1352.34
4086.11
2741.98
6895.68
4160.11
9779.88
2813.40
33170.04

0.5 2 33170.04
= 2764.17 m4
3

0.5 8219.65
= 1369.94 m3
3

M 1 2764.17
=
= 2.02 m from Fr 47
8219.65
V

L.C.G. aft from midship = 62.3-2.02=60.28 m

(e) Capacities of fore peak tank.

Frame spacing = 600 mm
Length = 15.51 m

Height of Fore Peak tank=14.08 m

h=Common interval=length= 1.93875 m
124

Sectional
Areas
forward of
Fore Peak

S.M.

Volume
Product

Lever
from
F.P.

Longitudinal
moment of
volume

1
4
2
4
2
4
2
4
1

185.30
631.20
260.80
413.60
153.40
201.60
53.20
47.20
0.00

0
1
2
3
4
5
6
7
8

0.00
631.20
521.60
1240.80
613.60
1008.00
319.20
330.40
0.00

1946.30

From aft to
fwd
185.30
157.80
130.40
103.40
76.70
50.40
26.60
11.80
0.00

Vertical
Moments
w.r.t. base
line

1424.00
1213.00
997.00
775.00
547.00
320.00
122.00
44.00
0.00

S.M.

1
4
2
4
2
4
2
4
1

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V
3

4664.80

Product of
Vertical
Moment of
Volume

1424.00
4852.00
1994.00
3100.00
1094.00
1280.00
244.00
176.00
0.00
14164.00

1.93875 2 4664.80
=
= 5844.61 m4
3
=

1.93875 14164.00
= 9153.49 m4
3

1.93875 1946.30
= 1257.80 m3
3

L.C.G. =

M 1 5844.61
=
= 4.65 m forward of Frame: 238
1257.80
V

V.C.G. =

M 2 9153.49
=
= 7.28 m
1257.80
V

L.C.G. forward from midship =86.50+4.65= 91.15 m

125

(f) Capacities of aft peak tank.

Frame spacing = 600 mm
Length = 12.71 m
Height of Aft Peak tank=14.08 m
h=Common interval=length= 1.58875 m
Sectional
Areas from aft
of aft Peak

From aft to
fwd
0.00
4.30
9.70
16.20
23.80
32.60
42.80
54.70
68.40

Vertical
Moments
w.r.t. base
line

0.00
59.00
127.00
194.00
279.00
378.00
484.00
596.00
716.00

S.M.

Volume
Product

Lever
from
F.P.

Longitudinal
moment of
volume

1
4
2
4
2
4
2
4
1

0.00
17.20
19.40
64.80
47.60
130.40
85.60
218.80
68.40

0
1
2
3
4
5
6
7
8

0.00
17.20
38.80
194.40
190.40
652.00
513.60
1531.60
547.20

652.20

M1 =

1
4
2
4
2
4
2
4
1

M2 =
V =

h2 M1
3
h M2
3
h V
3

3685.20

Product of
Vertical
Moment of
Volume

S.M.

0.00
236.00
254.00
776.00
558.00
1512.00
968.00
2384.00
716.00
7404.00

1.58875 2 3685.20
= 3100.64 m4
3

1.58875 7404
= 3921.04 m4
3

1.58875 652.20
= 345.39 m3
3
126

L.C.G. =

M 1 3100.64
=
= 8.98 m forward of Aft of aft peak tank
345.39
V

V.C.G. =

M2
7404
=
=11.35 m
345.39
V

L.C.G. aft from midship = 103.01-8.98=94.03 m

(g) Capacity of Engine Room Double bottom tank. Frame 12 to frame 44

Frame spacing = 800 mm
Length of engine room = 25.6 m
Height of E.R. double bottom tank=2.68 m
h=Common interval=3.2 m

Sectional
Areas From

aft to fwd
2.80
4.58
9.10
13.02
17.38
22.08
26.90
32.02
37.22

S.M.

Volume
Product

Lever
from Fr
12

Longitudinal
moment of
volume

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

2.80
18.32
18.20
52.08
34.76
88.32
53.80
128.08
37.22

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

0.00
18.32
36.40
156.24
139.04
441.60
322.80
896.56
297.76

433.58

2308.72

127

Vertical
Moments
w.r.t. base
line

4.92
9.18
14.76
21.15
28.14
35.22
42.30
49.65
56.85

S.M.

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00
M

M1 =
M2 =
V =

h2 M1
3
h M2
3
h V
3

Product of
Vertical
Moment of
Volume

4.92
36.72
29.52
84.60
56.28
140.88
84.60
198.60
56.85
692.97

3.2 2 2308.72
= 7880.43 m4
3

3.2 692.97
= 739.17 m4
3

3.2 433.58
= 462.49 m3
3

L.C.G. =

M 1 7880.43
=
= 17.04 m forward of Fr 12 (i.e. Aft peak Bulk head).
462.49
V

V.C.G. =

M 2 739.17
=
=1.60 m
462.49
V

L.C.G. aft from midship = 73.26 m

128

Final Tabulation of Capacities:

Details of Volumes of Double Bottom Tanks:
Double
bottom tank
no.
(both P & S)

L.C.G.
10.27
12.33
12.39
12.42
12.53
11.13
3.13

V.C.G.
above
baseline
(m)
1.03
1.00
1.00
1.00
1.00
0.99
1.17

L.C.G. from
midship
(m)
72.27
49.23
24.49
0.28
24.97
47.17
61.57

Moulded
volume with
deduction of
2.5% in cu. m
800.30
1276.56
1303.89
1304.09
1274.33
850.15
190.90

462.49

17.04

1.60

73.26

450.93

Aft Peak
Tank

345.39

8.98

11.35

94.03

336.76

Fore Peak
Tank

1257.80

4.65

7.28

93.78

1226.36

Moulded
volume in
cu. M
820.82
1309.29
1337.32
1337.53
1307.01
871.95
195.79

Engine
Room D.B.
Tank

1
2
3
4
5
6
Pump Room
D.B. Tank

V= 9245.39

V= 9014.26

Details of Moulded Volumes in way of cargo tanks including spaces between

double side shell

Hold no.

Moulded
volume in cu.
m

L.C.G.

V.C.G. above
baseline (m)

L.C.G. from midship

(m)

11059.52

11.25

11.64

73.25

13133.90

12.62

10.69

49.52

12492.58

12.46

10.30

24.56

12288.15

12.41

10.16

0.29

12360.52

12.38

10.24

25.12

10147.48

10.55

10.62

47.75

1805.55

2.01

10.98

60.29

129

Details of Cargo Tanks and Slop Tank

Cargo tank
no.
1
2
3
4
5
6
Slop Tank

Moulded volume
in cu. m
8816.90
11154.41
10811.87
10626.48
10503.65
8127.32
1369.94
V= 61410.57

L.C.G.
11.10
12.55
12.45
12.42
12.43
10.69
2.02

L.C.G. from
midship
(m)
73.10
49.45
24.55
0.28
25.07
47.61
60.28

Moulded volume
with deduction of
2.5% in cu. m
8596.48
10875.55
10541.57
10360.82
10241.06
7924.14
1335.69
V = 59875.31

Details of Capacities of Cargo Tanks and space between double side shell
(including Slop Tank):

S.No
1
2
3
4
5
6
Slop
Tank

Moulded
volume of
Holds
(m3)
11059.52
13133.90
12492.58
12288.15
12360.52
10147.48

Moulded
volume of
Cargo
Tank in
(m3)
8816.90
11154.41
10811.87
10626.48
10503.65
8127.32

Volume
of wing
tanks
(m3)
2242.62
1979.49
1680.71
1661.67
1856.87
2020.16

1805.55

1369.94

435.61

Volume of
wing tank
after
deduction
of 2.5%
(m3)
2186.55
1930.00
1638.69
1620.13
1810.45
1969.66

Volume of
Cargo tanks
after
deduction
of 2.5%
(m3)
8596.48
10875.55
10541.57
10360.82
10241.06
7924.14

424.72
V=
11580.20

1335.69
V=
59875.31

Cargo capacity
Port
Starboard
4298.24 4298.24
5437.77 5437.77
5270.79 5270.79
5180.41 5180.41
5120.53 5120.53
3962.07 3962.07
667.85

667.85

Total volume of cargo tanks = 59875.31 Slop tank volume

= 59875 1335.69
= 58539.62 m3

130

CONCLUSIONS:
1. Slop tank volume: Slop tank volume according to MARPOL Regulation 15 is not
to be less than 2% of cargo capacity (when segregated ballast tanks are provided)
2% of 58539.62 =1170.79 m3 < 1335.69 m3 (Actual slop tank volume)
2. Sea water ballast requirements: The minimum ballast draft according to
according to MARPLO Regulation 13 is 2+0.02 L m = 2+ 0.02*195 m = 5.9 m
Displacement from hydrostatic curves at 5.9 m draft = 26365 Tonnes
Required ballast = Displacement at 5.9 m draft Light ship weight of ship
= 26365 17065.98 = 9299.02 tonnes
Volume of Sea water Ballast required = 9299.02 * 1.025 = 9072.21 m3
The Sea water ballast provided is 11580.2 m3 which is more than required
minimum sea water ballast volume.

3. Expansion trunk volume: Two expansion trunks are installed adjacent to

forward bulkhead and aft bulk head of every cargo tank. Access to the cargo space is
also provided through the expansion trunk. The Dimension of the expansion trunks
are determined by estimating the extent of expansion of oil in the cargo tanks for a
range of temperature range (generally 250C to 400C). The Coefficient of volumetric
expansion of crude oil is considered as 74.1x 10-6
.

Change in volume = Vi T
Where V i = Initial Volume in m3

= Coefficient of volumetric expansion = 74.1 x 10-6

T = change in temperature= 15 0c

Height of Expansion trunk is 1.00 m

131

Cargo
tank
no.
1
2
3
4
5
6

Initial
Volume
(cu.m)
8596.48
10875.6
10541.6
10360.8
10241.1
7924.14

Volume of
expansion
(cu. m)
9.55498752
12.0881738
11.7169551
11.5160514
11.3829382
8.80768161

Volume of
each
expansion
trunk (cu. m)
4.77749376
6.044086913
5.858477528
5.758025715
5.691469095
4.403840805

Length
(m)

Breadth
(m)

Height
(m)

2.388747

3.022043

2.929239

2.879013

2.845735

2.20192

Finalized dimensions of expansion trunks in the respective cargo tanks: The

dimensions are fixed, while considering transverse frame spacing (800 mm) and
longitudinal frame spacing (1000 mm).
Cargo
tank no.
1
2
3
4
5
6

Length
(m)

Breadth (m)

Height (m)

2.4

3.2

3.2

3.2

3.2

2.4

132

Activity-13
SCANTLING CALCULATIONS
1.

Definitions:
1.1. The forward perpendicular, F.P., is the perpendicular drawn at the
intersection of the summer load water line with the fore side of the stem.
1.2. The after perpendicular, A.P., is the perpendicular drawn at the intersection of
the summer load waterline with the after side of the rudder post or the
centerline of the rudder stock if there is no rudder post.
1.3. Rule length, L, is the distance, (m), between the forward and after
perpendiculars. However L is to be not less than 96 per cent, and need not be
greater than 97 per cent of the extreme length on the summer load waterline.
L=195.00 m
1.4. "Amidship" is at O.5L aft of the F.P.
1.5. Breadth, B=30.00 m, is the greatest moulded breadth (m).
1.6. Depth, D = 18.00 m, is the moulded depth (m), measured amidships from top of the
keel to the moulded deck line of the uppermost continuous deck at side. When a
rounded gunwale is arranged the depth is to be measured to the continuation of the
moulded deck line.
1.7. Draught, T = 14.08 m, is the moulded draught at summer load waterline, (m).
1.8. The block co-efficient, Cb, is the moulded block co-efficient calculated as follows :Cb=

67657.54
=
=0.80
LBT 195 30 14.08

1.9. Load line length, LL=195.12 m, is to be taken as 96 per cent of the total length [m),
on a waterline at 85 per cent of the least moulded depth measured from the top of
the keel, or as the length from the fore side of the stem to the axis of the rudder
stock on that waterline, if that is greater. In ships designed with a rake of keel, the
waterline on which this length is measured is to be parallel to the designed
waterline.
1.10.

Speed, V=15 Knots, is the maximum service speed in knots on draught T.

1.11.

Material factor, k=1, for ordinary hull structural steel.

133

2. Design Loads: The scantlings of various hull members are based on the design
values of ship motions, accelerations, lateral pressures and forces defined below.
2.1. General parameters:
g0 = Standard acceleration due to gravity = 9.81 m/s2

= density of liquid cargo= 0.9 t/m3.

p = design pressure [N/mm2]
= 10.75 - [(300-L)/100]3/2 for 90 < L < 300 [m]

Cw

= 10.75 - [(300-195)/100]3/2 = 10.75 - [(105)/100]3/2=10.75 - [1.05]3/2

=9.67
ao= Common acceleration parameter =
3CW CV V 3 * 9.67 0.2 * 15

L
195
L = 195

= 0.364
RS = 1.0; for unrestricted service.

2.2 Ship motions and accelerations:

Roll and Pitch angles:
the roll angle, The values of single amplitudes of roll and pitch angles
(corresponding to their periods Tr and Tp respectively), are normally
to be taken as:

50c
radians
B 75

where,
c = (1.25 - 0.025 Tr) d
d = 1.2 for ships without bilge keel
= 1.0 for ships with bilge keel having area equal to 2.5% of L*B
For other percentages of bilge keel areasd is to be interpolated.
Tr is not to be taken greater than 30 [s]
Tr=

2k r
GM

; kr = 0.39 B = 0.39*30 = 11.7 and GM = 0.07 B = 0.07*30

= 2.1

134

Tr =

2 * 11.7
2.1

= 16.15 s; Tr should be less than 30 s

C= [1.25-0.025(16.15)] 1.25 = 1.058

50 * 1.058
radians = 0.504
30 75

Pitch angle, 0.25

a0
0.364
= 0.25
=0.114 radians
Cb
0 .8

Acceleration components:
The design values of various acceleration components are normally to
be taken as - the surge acceleration, ax = 0.2 g0 ao .Cb0.5 [m/s2]
= 0.2*9.81*0.364*(0.80.5) =0.639 m/s2
- the combined sway/yaw acceleration ay = 0.3 go ao [m/s2]
= 0.3*9.81*0.364=1.071 m/s2
- the heave acceleration, az=

k v g 0 a 0 0.7 * 9.81* 0.364

=
= 3.12 m/s2
Cb
0.8

(atmidship)
kv= 0.7 at midship
2.3 Combined accelerations:
The combined accelerations in the ship's vertical. Transverse and
longitudinal directions are to be taken as the combined vertical acceleration
(combined effect of heave, pitch and roll; excluding gravity), which can be
approximated as:

where,
Kv = 1.3 aft of AP.
= 0.7 between 0.3l and 0.6l from AP.
= 1.5 forward of F.P.
2.4 Design Pressures and Forces:
External Sea Pressure: The pressure p acting on ships side, bottom,
and weather decks is to be taken as:
for load point below water line: p = 0.01ho + (ks (1.5ho/T))CWRS. 10-3 N/mm2
for load point above summer load water line: p = RS.kS.(CW 0.8ho). 10-3 N/mm2
Where, ho=vertical height in m, from load point to summer load waterline
135

KS= 6 aft of Ap
= 3.5 between 0.2 L and 0.7 L from AP
= 8/Cb=10 forward of FP
Elsewhere, interpolation is applied.
p is not to be taken less than; 0.01 N/mm2 for ship sideshell, 0.015 N/mm2
for weather decks forward of 0.15 L from FP, 0.005 N/mm2 for weather decks
elsewhere.
The design pressure on innerbottom flooded is to be taken as,
p =0.01 T N/mm2 = 0.01*14.08 = 0.141 N/mm2
The external sea pressure p at ballast draft which may be deducted
from internal pressures acting on sideshell panels is not to be less than
p = 0.01 (Tb- z) + (ks - 1.5) Cw . Rs. 10.3 [N/mm2] for open sea
conditions;
p = 0.01(Tb - z) [N/mm2] for harbour conditions.
P is not to be taken as less than zero.
Where,
Tb = lowest design ballast draught amidships (m). For preliminary
purposes Tb may be taken as 0.35 T for cargo vessels and (2 + 0.02L)
for tankers. Tb=5.9 m
z = vertical distance [m] from the baseline to the load point.
2.5 Internal pressures on tank structures:
In case of tanks for crude oil or bunkers the liquid cargo density is not to be
taken less than 1.025 t/m3
The pressure 'p', [N/mm2), in full tanks is to be taken as the greater of:

p = p (go+0.5av)hs . 10.3

(1 )

P = 0.67 P go(hs+ b) .10.3

(2)

P = 0.67 P go(hs+ l) .10-3

(3)

P = 0.67 p go hp . 10.3

(4)

P = p go h.10.3 + Po.

(5)

136

Where,
hs = vertical distance [m], from the load point to
the top of cargo hatchway
b = the largest athwartship distance [m], from the load point to the tank comer
at the top of the tank which is furthermost away from the load point. For tank
tops with stepped contour, the uppermost tank corner will normally be decisive.
I = the largest longitudinal distance [m], from the load point to the tank comer
at the top of the tank which is furthermost away from the load point. For tank
tops with stepped contour, the uppermost tank comer will normally be decisive
hp = vertical distance [m], from the load point to the top of the air pipe.
Po = 0.024 [N/mm2] for L > 90 [m]
Note: The external sea pressure at ballast draught for open sea conditions as
per 2.4 may be deducted from that given by formulae (1), (2) and (3) above.
The external sea pressure at ballast draught for harbour conditions as
per 2.4 may be deducted from that given by formulae (4) and (5) above.

3. Longitudinal Strength:
General parameters:
In = moment of inertia of hull girder, [cm4], about the
transverse neutral axis at the section under consideration.
Ic = moment of inertia of hull girders, [cm4], about the
vertical neutral axis at the section under consideration.
Sn = first moment of area, [cm3] , taken about the neutral
axis, of the effective longitudinal material between the vertical level at
which the shear is being determined and the vertical extremity of
effective longitudinal material (deck or bottom as applicable), at the
section under consideration.
z., = vertical distance [m] of the horizontal neutral axis
above base line.
Ms = design still water bending moment [kN-m]
Mw = rule wave bending moment [kN-m]
Qs = design still water shear force (kN)
Qw = rule wave shear force [kN]
137

Design still water bending moment: The design still water bending
moment at amidships Mso (sagging and hogging), is to be
taken equal to the maximum of sagging or hogging still water
bending moments.
Mso = + 1210382 kN-m & -900837 kN-m
Ms=ksm. Mso kN-m
where,
Ksm = 0.0 at AP. and F.P.
= 0.15 at 0.1 L from A.P. and F.P.
= 1.0 within 0.1L amidships.
Between the specified locations the value of Ksm is to
be obtained by linear interpolation.
Wave bending moment and shear force: The rule vertical wave
bending moment Mwo, amidships is to be taken as
Mwo = -0.11 CwL 2 B (Cb + 0.7) Rs [kN-m]
- for sagging condition
= +0.19 CwL2 B CbRs [kN-m]
- for hogging condition
Cb is not to be taken as less than 0.6
Mwo = -1820124 kN-m (sagging)
= + 1676720 kN-m (hogging)
This is the maximum value i.e. at midship
The rule vertical wave shear force Ow at any section along the
length of the ship is to be taken as:
Qw = 0.3 Kwq Cw LB (Cb+0.7) Rs [kN]
= Kwq.25456 kN
Where Kwq for +ve and -ve shear forces, is to be obtained as
per Table below
138

Location
from A.P.

Table for Kwq

Positive Shear
Force Kwq (+)

A.P.

0.0

Negative
Shear Force
Kwn (-)
0.0

0.2L to 0.3L

1.589Cb

-0.92

(Cb + 0.7)
O.4L to 0.6L

0.70

-0.70

0.7L to 0.85L

1.0

-1.727 Cb
(Cb + 0.7)

F.P.

0.0

0.0

Location
from A.P.

Table for Kwq

Positive Shear
Force Kwq (+)

A.P.

0.0

Negative
Shear Force
Kwn (-)
0.0

0.2L to 0.3L

0.85

-0.92

O.4L to 0.6L

0.70

-0.70

0.7L to 0.85L

1.0

-0.92

F.P.

0.0

0.0

Hull Section Modulus: Section modulus requirement .At any

transverse section, the hull section modulus Z, about the
transverse neutral axis for the still water bending
moments

Ms given and wave bending moments Mw is not

to be less

than:

139

Where,
L = permissible bending stress

= 175/k [N/mm2] within O.4L amidships

= 125/k [N/mm2] within 0.1 L from A.P. and F.P.
Between the specified regions L is to be obtained by
linear interpolation.
Z=

1210382 1820124
=17317177
175

Cm3

Moment of inertia requirement: The moment of inertia In

of the hull section about the transverse neutral
axis, at midship, is not to be less than:
= 3*9.67*(1953)*30*(0.8+0.7)*1 Cm4
=9679748569 Cm4

4. Bottom Structure:
Tb = lowest design ballast draught amidships, [m]. For preliminary
purposes, Tb may be taken as O.35T for cargo vessels and
(2+0.02L) for tankers.
s = spacing of stiffeners, [mm]
1 = span of stiffeners, [m]
b = spacing of girders, [m]
S = span of girders, [m]
Values of fB and fz are assumed to be equal to 1.

140

Design Loads
Bottom shell: The design pressure 'p' on outer bottom is to be taken
as
p = 0.01T + (ks - 1.5) Cw Rs . 10-3 [N/mm2] = 0.16 [N/mm2]
In way of tanks, the design pressure is not to be taken less
than net internal pressure 'pi given below:
Pi = Internal pressure in tanks as given in 2.5 less applicable
external sea pressure as given in 2.4.
Pi = 0.152 N/mm2
Hence P = 0.16 N/mm2 for bottom shell
Watertight floors and girders
The design pressure 'p' on watertight floors and girders in
double bottom tanks is to be taken as the greater of:
p = 6.7 hp.10-3 [N/mm2] = 0.13 N/mm2
p = 0.01 hs + Po [N/mm2] =0.043 N/mm2
p = 0.01 Df [N/mm2] =0.18 N/mm2
where,
hp = vertical distance [m], from load point to the top of air
pipe.
= 18.6 +0.8 m =19.4 m
Df = depth to freeboard deck [m]. = 18 m
Inner bottom:
The design pressure 'p' on the inner bottom is to be taken as
the greater of that given pfor water and the following:
In way of cargo holds, the design pressure 'p' is not to be
taken as less than

141

Where,
= cargo density [t/m3] normally not to be taken as less

0.7 t/m3 = 1.025 t/m3

than

H = height [m], to tween deck or top of hatchway coaming.

P= 1.025*16.7*(1+0.5*(0.7*0.364/0.8))*10 -2 N/mm2
= 0.198 N/mm2
Keel plate
The width of the plate keel is not to be less than (800+5L) [mm], nor greater
than 1800 [mm]. The thickness is to be 2 [mm] greater than that required for
the adjacent bottom plating.
Minimum width = 1775 mm; width of keel plate considered is 2000 mm
Bottom, bilge and inner bottom plating
1. Minimum thickness is t= (t0+0.04L)k1/2 +tc mm
= (5 + 0.04*195) + 0.15 tn mm
= 12.8+ 2 = 14.8 mm
2. Thickness of bottom shell plating is to be greater than;
t = fa fr
=

S p
2

1000 0.16
2 70

t c mm

0.15t n mm = 23.9+0.15*23.9 mm

= 27.49 mm
3. Thickness of inner bottom shell plating is to be greater than;
t = fa fr
=

S p
2

1000 0.198
2 120

t c mm

0.15t n mm = 20.31+0.15*20.31 mm

= 23.36 mm
Bottom Girders:
Depth of center girder = 1900 mm,
1. Thickness of bottom girders and floors is not to be less than
center girder, t= (0.008d + 4) k1/2 mm
= 0.008*1900 + 4
= 19.2 mm
142

Side girders and plate floors, t= (0.008d + 4) k1/2 mm

=0.008*1900+ 1 mm
= 16.2 mm
Thickness of girders and floors forming boundaries of Double bottom tanks is not to
be less than above thicknesses and
t=

S p
2

t c mm =

1000 0.18
2 100

0.1t n mm = 21.21 +0.1 tn mm = 23.33 mm

(For longitudinally stiffened girders)

1000 0.18
2 70

0.1t n mm =

1000 0.18
2 70

0.1t n mm = 22.31 mm

(For vertically stiffened girders)

Position of side girders and plate floors:
Side girders are spaced less than 5.0 m apart.
Final Spacing of side girders in 3.00 m apart
Plate floors are placed under bulkheads, boiler bearers.
In cargo tanks and other deep tanks plate floors are fixed for ever three
frame spacing i.e. 3*800mm=2400 mm
In the forward region of 0.2f L from FP (48.75 m from FP) plate floors
are fixed at every alternate frame. i.e. 2*700 mm = 1400 mm apart or 2*600
mm= 1200 mm apart.
In engine room every second frame is a plate floor. Longitudinal
bottom girders are provided beneath engine bed. The plate floors continue till
side shell and the additional partial plate floors are fixed between them
extending to the first side girder port and starboard.
Engine Seating:
Recommended scantlings: In general, the scantlings of engine girder face
plate, web and floors in way of engine seating may be calculated as given
below:
Where,
P = maximum power of the engine [kW] = 9900 kW
R = rpm of engine at maximum power = 83 rpm
l = effective length of engine foundation plate [m], required for bolting the engine to
the seating. = 7.557 m
For engines of P > 7000 [kW], the top plate is to be generally supported on two
girders
143

on each side.
The top plate area for one side of the seat is to be not less than:
A = 50+85 (P/Rl) [cm2] for (P/Rl) >2.0
= 50+ (85*15.78) = 1392 cm2
Thickness of Top plate is not less than;

to = 6 where one girder is fitted on each side;

= 0 where two girders are fitted on each side.
.tp= [200*15.78+300]1/2 + 6 mm
= 58.79 + 6 = 64.76 mm
The thickness of floor plates below the bed plate is not to be less than:

.tr= [52*15.78 + 65]0.5 mm

= 29.76 mm
SIDE STRUCTURE
Design Loads:
The design pressure 'p' on side shell is to be taken as:
for load point below water line: p = 0.01ho + (ks (1.5ho/T))CWRS. 10-3 N/mm2
for load point above summer load water line: p = RS.kS.(CW 0.8ho). 10-3 N/mm2
p is not be taken less than 0.01 N/mm2
Internal tank pressure: Where the side shell forms a boundary of a tank, the design
pressure 'p' is to be taken as the greater of external sea pressure given by 2.4
and the net internal tank pressure 'Pi' given by 2.5.
The net internal tank pressure 'pi' is to be taken as:
Pi = Internal pressure due to liquid cargo in tanks Less the applicable external sea
pressure at lowest design ballast draught 'T b=5.9 m'
For side shell above draught Tb, Pi may be taken as the greater of:
Pi = 0.01 hs + Po [N/mm2], or
= 6.7 (hs + fb) .10-3 [N/mm2].
or = 6.7 hp .10-3 [N/mm2]

144

Where, hs, b = the vertical and athwart ship distance [m], respectively, from the load
point to the tank corner at the top of tank which is furthermost away.
hp = vertical distance [m]. from the load point to the top of air pipe.
Po = 0.024 for L > 90 [m]
At midship minimum thickness of plates is:
Dept
h

4.00

Ho
14.0
8
13.0
8
12.0
8
11.0
8
10.0
8

5.00

9.08

6.00

8.08

7.00

7.08

8.00

6.08

9.00
10.0
0
11.0
0
12.0
0
13.0
0
14.0
0
15.0
0
16.0
0
17.0
0
18.0
0

5.08

0.00
1.00
2.00
3.00

4.08
3.08
2.08
1.08
0.08
0.92
1.92
2.92
3.92

T
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8
14.0
8

Ks
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0
3.5
0

Pbelo
w

Pabov
e

stress

net
thickness

thickne
ss

Correcte
d
thicknes
s

0.16

0.00

85.00

21.70

23.87

26.26

0.15

0.00

91.11

20.37

22.40

24.64

0.14

0.00

97.22

19.12

21.12

23.12

0.13

0.00

103.33

17.95

19.95

21.95

0.12

0.00

109.44

16.85

18.85

20.85

0.12

0.00

115.56

15.79

17.79

19.79

0.11

0.00

121.67

14.78

16.78

18.78

0.10

0.00

127.78

13.80

15.80

17.80

0.09

0.00

133.89

12.85

14.85

16.85

0.08

0.01

140.00

11.91

13.91

14.80

0.07

0.01

133.89

11.47

13.47

14.80

0.06

0.01

127.78

10.97

12.97

14.80

0.05

0.01

121.67

10.39

12.39

14.80

0.04

0.01

115.55

9.70

11.70

14.80

0.03

0.01

109.44

8.89

10.89

14.80

0.04

0.01

103.33

4.65

6.65

14.80

0.05

0.01

97.22

4.57

6.57

14.80

0.06

0.01

91.11

4.49

6.49

14.80

0.07

0.01

85.00

4.38

6.38

14.80

The corrections made are; according to:

Minimum thickness of side shell plating is,t = (5.0 + 0.04L)k0.5 + tc mm
= (5 + 7.8) + 0.1 tn mm = 14.8 mm

145

DECK STRUCTURE:
The design pressure 'p' on, platform decks and accommodation decks is to be
taken as:

Where,
q = 1.6 [tlm2] for platform decks in machinery spaces
= 0.35 [tlm2] for accommodation decks.
H = tween deck height or height measured upto top of hatchway coaming, [m].
p = cargo density [tlm3], not to be taken as less than 0.7 [tlm3] = 0.9t/m3
pplatform decks = 1.6*(1+0.273)/100 = 0.02 N/mm2
paccommodation decks = 0.35*(1+0.273)/100 = 0.0044 N/mm2
Platform deck thickness, t =

S p
2

t c mm =

800 0.02
2 160

0.15t n mm

=5.14 mm
Platform deck thickness, t =

S p
2

t c mm =

800 0.0044
2 85

0.15t n mm

=2.88 mm
The design pressure 'p' for decks forming the crown of a tank may be taken as
the greater of the following:

p = 6.7 hp.10-3 [N/mm2] = 0.0054 N/mm2

p = 0.01( hs + b [N/mm2]=0.055 N/mm2
p = 0.01 hs + Po [N/mm2] =0.03 N/mm2
Thickness of plating:
Deck plating at midship: t=

S p
2

t c mm =

1000 0.055
2 85

0.15t n mm

= 12.72+0.15*12.72
=14.63 mm
Stinger plate thickness at midship: 20% in addition to adjacent deck plate
thickness. T= 14.63 + 0.2*14.63 mm = 17.55 mm

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BULK HEAD Plating:

The tank bulkhead loads are:
The design pressure 'p' for tank bulkheads are normally to be taken as
the greater of

= 0.01*(1+(0.5*0.7*0.364/0.8)*13.6 = 0.158 N/mm2

p=6.7 hp .10-3 [N/mm2] = 6.7*14.4/1000 = 0.096 N/mm2
p =0.01 hs + Po [N/mm2] = 0.01*13.6 + 0.024 = 0.16 N/mm2

hp = vertical distance [m] from the load point to the top of the air pipe. = 14.4 m

hs = vertical distance [m] from the load point to the top of the tank or hatchway.
=13.6 m
Po = 0.024 [N/mm2] for L>90 [m]
For longitudinal bulkheads (and transverse bulkheads at sides) in way of wide tanks,
the design pressure is normally given by the greater of 'p'
p = 6.7 (hs + b).10-3 [N/mm2]
= 6.7*(13.6+0.504*15)/1000 N/mm2
= 0.142 N/mm2 ; this value is less than the design pressure 'p' for tank
bulkheads(0.16 N/mm2)
Hence, P = 0.16 N/mm2
Where,
b = athwart ship distance [m] from the load point to the tank corner at tank top which
is situated furthest from the load point. = 15 m

= roll angle =0.504 radians;

Minimum thickness of bulkhead plating =

S p
2

t c mm =

3000 0.16
2 160

0.1t n mm

= 47.43+0.1*47.43 = 47.43 + 4.73

2.0 tc 3.00
=47.43 + 3 = 50.43 mm
Thickness of Longitudinal bulkhead is also same as the above, t =50.43 mm
147

Finalised Thickness of Plating

S.NO.

Plating

Thickness in mm

Outer Bottom Shell Plating

27.5

Inner Bottom Shell Plating

23.5

Outer Side Shell Plating

15 .0

Deck Plating

15.0

Corrugated Bulkhead Plating

50.5

Finalized Thickness and section modulus of structural members

S.NO.

Member

Thickness in mm

Bottom Center Girder

19.5

Bottom Side Girder

16.5

Double Bottom Plate Floors

16.5

Engine Room Bottom Girders

65

148

REFERENCES
SHIP DESIGN FOR EFFICIENCY AND ECONOMY
- SCHNEEKLUTHS
PRINCIPLES OF NAVAL ARCHITECTURE
- EDWARD LEWIS
PRINCIPLES OF NAVAL ARCHITECTURE
-RAWSON AND TUPPER
IRS, ABS, LRS, SOLAS, ILLC, IMO & MARPOL
REGISTRY OF SHIPS OF LRS, IRS, BV & ABS
MUCKLES NAVAL ARCHITECTURE
- W.MUCKLE & D.A.TAYLOR
SHIP DESIGN AND CONSTRUCTION
- ROBERT TAGGART
RESISTANCE AND PROPULSION OF SHIPS
- S.A. HARVALD
PRACTICAL SHIP DESIGN
- WATSON

149