.

TASK-A: - SHIP DESIGN PROBLEM

Part I

Design three ship hulls for carrying crude oil cargo which conforms to,
i) Single hull oil tanker
ii) Double hull oil tanker
iii) Combination carrier

Part II

Analyze the following ship design characteristics in each of the above cases:
i) Stability
ii) Structural strength
iii) Cargo handling

Part III

Perform a comparative study of the advantages and disadvantages of each of

the three ship hulls

Hence from the above prove which one of these hulls is scientifically and technically
a superior design as compared to other two.

SOLUTION
SINGLE HULL OIL TANKER:These tankers are intended to carry oils of flash point approximately 60o C.It
consists of only one hull.
Cargo Area: Cargo area is that part of the vessel that contains cargo tanks,slop tanks and
cargo pump rooms including coffer dams,ballast and void spaces adjacent to cargo
tanks.Slop tank means a tank specifically designated for the collection of tank drainings,
tank washings and other oily mixtures.
Bulkheads: Both transverse and longitudinal bulkheads are fitted for subdivision of ship.

DOUBLE HULL OIL TANKER

Double Hull is a ship hull design and construction method where the bottom and
sides of the ship have two complete layers of watertight hull surface:One outer layer
forming the normal hull of the ship,and a second inner hull which is some what further
into the ship,which forms a barrier to sea water in case the outer hull is damaged.The
space in between the two hull layers is often used as storage tanks for fuel or ballast
water. According to the marpol regulation 73/78 double hull is compulsory for oil tanker.
Double Hull = Double Bottom + Double Side Shell
General:
The bottom shell,inner bottom and deck are generally to be longitudinally
framed in the cargo tank region.For ships of length >150m the side shell,inner hull and
longitudinal bulkheads are also to be longitudinally frame.
Double hull crude oil tanker is a vessel having full depth water ballast tank and
full breadth double bottom tanks for fuel oil or water ballast throughout the cargo

area,intended to prevent or atleast reduce the liquid cargo outflow in an accidental

grounding or collision.
Ship description
General: The vessel is a single screw all welded ship with machinery aft.The ship has
forecastle,sheer,camber.
Bottom Structure: Longitundinal girders are to be provided at centre line, under
longitudinal bulkhead.
In way of vertically corrugated transverse bulkheads supported by stools. The inner
bottom plating thickness and longitudinals are to be complying with the requirements.
Shell Plating: The longitudinals are continuous between bulkheads.
Bulkheads: Both transerverse and longitudinal bulkheads are fitted for subdivision of
ship. The number of longitudinal bulkheads depends on the size of the ship.If the size of
ship is large two longitudinal bulkheads are fitted to reduce free surface effect.

COMBINATION CARRIER: - OBO

An OBO is a vessel which can carry cargo in both liquid and dry form and a
typical use is alternation between transportation of crude oil and coal.A vessel of this type
is also known as a PROBO (Product/ore/bulk/oil) carrier or a combination carrier.OBOs
are single deck vessel in which the deck is important for structural strength of the vessel.
The vessel is divided into several cargo holds by transerverse bulkheads with
access from the above provided by hatches in the deck. Each hatch opening is normally
covered by a two- piece hatch cover, each of which piece is movable in the transverse
direction of the vessel and is placed on the deck between the hatch coaming and the side
of the vessel when the hatch is open.

The width of the hatches i.e) the extent of the hatches in the transverse direction
of the vessel, is much smaller than the beam of the vessel normally 50 percent of the
beam of the vessel. The reason for this is two fold Firstly, larger hatches would not
render sufficient space on deck for placing the hatch covers between the hatch coaming
and the side of the vessel and secondly larger hatches would impair the structural strength
of the vessel by the rendering insufficient structural steel in the deck.
PART II
STABILITY:
Survivability: Survivability is a measure of a vessels ability to survive i.e) not
capsize or sink after sustaining damage to the hull.A probabilistic methodology was used
to asses the survivability of single hull and double hull tankers.The average survivability
indices for each tanker size is given in the table.

Survivability Index
Vessel Capacity

Single Hull

Double Hull

35000-50000

95

95.9

80000-10000

99.6

99.7

135000-16000

100

99.7

265000-300000

99.39

100

It is important that above study investigated the relative performance of different

designs to mitigate outflow if they experience a collision or grounded that breached the
outer hull.
INTACT STABILITY
Single hull tankers are generally stable under all loading
conditions.Therefore stability during operation when no damage has occurred has not
been a concern of tanker operator in part.In contrast certain double hull tankers can
become unstable during cargo and ballast operations.The reduction in the intact stability
of double hull tankers compared to single hull tankers is due to the increased height of the
center of gravity of a double hull vessel .The free surface effect depends on the tank
arrangement.
PRINCIPLES OF INTACT STABILITY
The stability of a ship is influenced by a number of factors: the vertical center
of gravity of the ship, the free surface of liquids within tanks, and the righting moment
developed as the vessel heels.
The vessel shown in Figure (a) exhibits positive transverse stability. As the vessel
heels, the center of buoyancy shifts from B to B 1. The buoyancy force acts upward
through the center of buoyancy B 1, and the weight of the vessel acts downward through
the vertical center of gravity G. The distance GZ is the righting arm. As the buoyancy
force is tending to right the vessel, the ship is stable, and the righting arm GZ is positive.
The vessel in Figure(b) illustrates the impact of the rise in the center of gravity on
stability. The heeling moment has increased to where it now exceeds the buoyancy
moment, and the vessel has negative stability. The weight force is now acting outboard of
the buoyancy force, and the righting arm GZ is negative.

FIGURE Variation in intact stability. (a) Positive stability. (b) Negative stability.

STRUCTUAL STRENGTH
The longitudinal structural strength is determined based on the section
modulus of midship section.
I
Section modulus Z = Y
Where I is the Moment of Inertia about Neutral axis.
Y is the distance from neutral axis to the extreme layer.

We know the flexural formula that,

M E

I
Y R

Consider,
M

I
Y

M
I
Z
Y
6

The permissible stress is known.From this the total bending moment can be found
out.The total bending moment is the sum of still water bending moment and wave
bending moment.
The still water bending moment can be obtained from empirical formulas and
substracting this from total bending moment,wave bending moment is obtained.The wave
bending moment obtained is checked with the minimum requirements and hence the
structural strength is evaluated.
In single hull tankers the structural strength is less because the longitudinal
members are less when compared to the double hull tankers (additional double
bottom).Due to decrease in moment of inertia the section modulus is reduced.For a given
value of allowable stress the allowable bending moment is reduced.
In combination carriers the bottom is strengthened more. In this type of carriers the bulk
cargo is carried in cargo holds and the oil is carried in wing tanks.Since the bottom is
more strengthened it will contribute to more longitudinal streangth.
III) CARGO HANDLING:
Cargo handling systems for single hull oil tankers and double hull oil tankers.
The system include,
1. Cargo pump rooms
2. Cargo pump.
3. Cargo piping systems.
4. Remote control of values.
5. Cargo handling control.
6. Cargo handling arrangement.
Cargo pump rooms and piping:
Pump rooms may be single or multiple. Where large tankers are designed solely
to carry crude oil, a single pump room is fitted aft adjacent to the machinery spaces. The
piping system is of direct line type, three or four lines being provided each with suctions

from a group of tanks. A few large tankers have a discharge system which relies on
hydraulically controlled sluice valves in the tank bulkheads. These permit a flow of oil to
the common suction in the aft tank space.
Cargo Pumps:
The main cargo pumps are of centrifugal type motor driven or geared turbine and
have a very high pumping capacity say 3500m3/hour.Because of their high capacities the
centrifugal cargo pumps are unsuitable for emptying the tanks completely and for this
purpose reciprocating pumps with capacities say 350m3 /hour are provided. Tanker cargo
discharge systems are now often fully computerized.
Remote control of valves:
Valves on deck and in pump rooms which are provided with manual control.In
general there

should be alternate arrangement for local manual operation which is

independent of remote operating mechanism.The design of the actuator is to be such that

contamination of the operating medium with the cargo liquid cannot take place under
normal conditions.

CARGO HANDLING IN COMBINATION CARRIERS (OBO)

In this case the cargo handling consists of handling bulk cargo and handling
oil. Loading of bulk cargo is normally carried out by conveyor belt/shiploaders or grabs
which drop the cargo vertically into the hold. The relatively small hatch openings

compared to the beam of the vessel means that the loading equipment's access to the
outer parts of the hold is hindered by the deck, which forms an "overhang" above this
part of the hold, normally resulting in a need for extra trimming.
Discharging of bulk cargo from a hold is normally carried out by discharging
equipment temporarily located above the hatch, comprising a gantry crane with a large
grab which is lowered into the bulk cargo, and which to a limited extent is moveable in
the transverse direction of the hold. Again the relatively small hatch opening compared to
the beam of the vessel is a limitation, as the "overhang" created by the deck hinders the
grab's access to the outer parts of the hold. To get better access to the outer parts of the
hold, the grab is often forced in the transverse direction of the hatch, which may cause
damage to the hatch coamings. As a considerable amount of cargo is unreachable by the
grab, a caterpillar is lowered into the hold to move the bulk cargo from the outer parts of
the hold into the area which is accessible to the grab/discharging equipment, which is a
time-consuming and costly operation. When transporting dry cargo the hatches are
closed, the hatch covers being tightened and secured to the hatch coamings.
Discharging of bulk cargo from a hold is normally carried out by discharging
equipment temporarily located above the hatch, comprising a gantry crane with a large
grab which is lowered into the bulk cargo, and which to a limited extent is moveable in
the transverse direction of the hold. Again the relatively small hatch opening compared to
the beam of the vessel is a limitation, as the "overhang" created by the deck hinders the
grab's access to the outer parts of the hold. To get better access to the outer parts of the
hold, the grab is often forced in the transverse direction of the hatch, which may cause
damage to the hatch coamings. As a considerable amount of cargo is unreachable by the
grab, a caterpillar is lowered into the hold to move the bulk cargo from the outer parts of
the hold into the area which is accessible to the grab/discharging equipment, which is a
time-consuming and costly operation. When transporting dry cargo the hatches are
closed, the hatch covers being tightened and secured to the hatch coamings.
In tanker mode, the hatch covers of the OBO vessel are in closed
position, tightened and secured to the hatch coamings, both during loading, unloading
and transport. The liquid cargo is loaded through the main cargo lines, via the drop lines,
and discharged by the cargo pumps via the main cargo lines.

PART III
COMPARITIVE STUDY OF ADVANTAGES AND DISADVANTAGES OF EACH
OF THE THREE HULLS
1. When vessel experiences collision,
In case of single hull tanker the oil gets spilled out into the sea which causes
a great damage to the life of marine organisms.According to the MARPOL regulations
single hull for an oil tanker is not allowed.So the single hull is out of the case.
In case of double hull tankers when the outer hull is damaged due to
collision the inner hull protects the oil to get spill out.This is the advantage of double hull
oil tanker.
In case of combination carriers there will be two cases i.e)when carrying
ore and when carrying oil in wing tanks.During collision the ore/oil gets discharged into
the sea which causes damage to the life of marine organisms.
Incidents where single hull oil tankers spilled out oil,

Nissos Amorgos, a single hull tanker struck an underwater object,puncturing its

hull and spilling a considerable amount of crude oil.

Sea Empress on the other hand has single hull went aground resulted in
considerable pollution to the environment.

Incidents where damaged double hull tanker prevented the pollution.

Olympic spnsor a double hull tanker,was damaged and suffered a hole in the outer
hull,but the inner hull remained intact and no oil was spilled.

Icaro, a double hull tanker ran aground but no cargo was lost.

Barga was a double hull tanker that grounded. The outer hull was holed but there
was no oil spilled because the inner hull was undamaged.

10

STABILITY:
For a given depth of ship the intact stability for a single hull tanker is more
when compared to double hull tanker.
In the case of double hull tanker of same depth due to inner bottom the centre
of gravity of the ship will raise and hence the metacentric height reduces and hence
reduces the stability.
STRUTURAL STRENGTH:
The structural strength of the single tanker is less when compared to the
other two because of less section modulus due to less number of longitudinal members.
In case of double hull tankers due to more longitudinal members the
structural strength is more when compared to single hull tankers.
CARGO HANDLING:
In the single hull and double hull oil tankers the cargo handling is done
through pumps and piping.
But in combination carriers the cargo handling is complicated because
the handling of both bulk cargo and oil is to be done.Seperate arrangement should be
given to each type.
PART IV: From the above the double hull oil tanker is better compared to the other two
in the discussed aspects.

11

TASK-B:-

PRELIMINARY DESIGN OF 55,000 TONNES (Approximate)

DEADWEIGHT DOUBLE HULL CRUDE OIL TANKER CUM
BULK CARRIER OF SERVICE SPEED
24.0 KNOTS
INDEX
S.No.

TITLE

Pg No.

1. Owners Requirements

13

2. Ship Design Method

14

3. Determination of Main Dimensions and Coefficients

17

4. Freeboard Calculations

41

5. Hull Form Design and Lines Plan

57

6.

66

Bonjeans Curves

7.

Hydrostatic Curves and

Wetted Surface Area Calculations
and stability

71

8.

Tonnage Calculations
87

9.

Resistance and
Propulsion Calculations

93

10. Propeller Design Calculations

99

11. Design of General Arrangement and Cargo Handling System

129

12. Capacity Calculations

141

13. Midship Section Design

180

14.

References

182
12

CHAPTER-1
OWNERS REQUIREMENTS

1. Type of Cargo:
ONWARD JOURNEY: Stones, Clay,Bricks and other building materials from
India to Dubai
RETURN JOURNEY: CRUDE OIL from Gulf to India

2. Size of the Ship: 55000 Tonnes Deadweight

3. Service Speed: 24 Knots
4. Number of voyage days: 10 Days
ROUTE : VISKHAPATNAM CHENNAI COCHIN DUBAI
VISAKHAPATNAM CHENNAI (432 NMILES) = 1 DAY
CHENNAI COCHIN (1600 NMILES)

= 4 DAYS

COCHIN DUBAI (2300 NMILES)

= 5 DAYS

5. No of Crew: 49
6. Classification Societies: LRS/IRS
13

CHAPTER-2
SHIP DESIGN METHOD
(DESIGN SPIRAL)

a) CONCEPT DESIGN: The very first effort, concept design translates the mission

requirements into naval architectural and engineering characteristics, Essentially, it

embodies technical feasibility studies to determine such fundamental elements of the
proposed ship as length, beam, depth, draft, fullness, power, or alternative sets of
characteristics, all of which meet the required speed, range, cargo cubic and deadweight.

14

It includes preliminary light-ship weight estimates usually derived from curves, formulas,
or experience. Alternative designs are generally analyzed in parametric studies during this
phase to determine the most economical design solution or whatever other controlling
parameters are considered determinant. The selected concept design then is used as a
talking paper for obtaining approximate construction costs, which often determine
whether or not to initiate the next level of development, the preliminary desingn..
b) PRELIMINARY DESIGN: A ship's preliminary design further refines the major ship
characteristics affecting cost and performance. Certain controlling factors such as
Length, beam, horsepower, and deadweight would not be expected to change upon
completion of this phase. Its completion provides a precise definition of a vessel that will
meet the mission requirements; this provides the basis for development of contract plans
and specifications.
c)

CONTRACT DESIGN:

The contract design stage yields a set of plans and

specifications which form an integral part of the shipbuilding contract document. It

encompasses one or more loops around the design spiral, thereby further refining the
preliminary design. This stage delineates more precisely such features as hull form based
on a faired set of lines, powering based on model testing, sea keeping and maneuvering
characteristics, the effect of number of number of propellers on hull form, structural
details, use of different types of steel, spacing and type of frames. Paramount, among
the contract design features, is a weight and center of gravity estimate taking into account
the location and weight of each major item in the ship. The final general arrangement is
also developed during this stage. This fixes the overall volumes and areas of cargo,
machinery, stores, fuel oil, fresh water, living and utility spaces and their

15

interrelationship, as well as their relationship to other features such as cargo handling

equipment, and machinery components. The accompanying specifications delineate
quality standards of hull and outfit and the anticipated performance for each item of
machinery and equipment. They describe the tests and trials that shall be performed
successfully in order that the vessel will be considered acceptable.
d) DETAIL DESIGN. The final stage of ship design is the development of detailed
working plans. These plans are the installation and construction instructions to the ship
fitters, welders, outfitters, metal workers, machinery vendors, pipe fitters, etc. As such,
they are not considered to be a part of the basic design process. One unique element to
consider in this stage of design is that up to this point, each phase of the design is passed
from one engineering group to another. At this stage the interchange is from engineer to
artisan that is, the engineer's product at this point is no longer to be interpreted, adjusted,
or corrected by any other engineer. This engineering product must unequivocally define
the desired end result and be producible and operable.

16

CHAPTER-3
DETERMINATION OF MAIN DIMENSIONS AND COEFFICIENTS

GENERAL DESCRIPTION OF THE PROJECT

DOUBLE HULL CRUDE OIL TANKER CUM BULK CARRIER
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
grounding or collision.
The double hull Crude Oil Tankers can be defined as a 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.
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.

17

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 55,000 Tonnes (approximate) deadweight and 18 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.
BULK CARRIER
The class of vessel generally described as a bulk carrier is usually one designed to
carry dry cargoes economically from one port to another. Bulk means huge quantity. Bulk
commodities are grain, barley, wheat, sugar, phosphates, urea, ores, etc. The densities of
these cargoes are quite different and so it can be seen that a general purpose cannot be as
efficiently loaded as a specially designed ship.

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

18

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.
Dubai is the fastest growing city in the world. Lot of building materials
like stones, clay, bricks, tiles, concrete blocks and so many building materials are
required in huge quantities. It is possible to design the ship to export such materials to
Dubai from India and import oil from gulf. In both onward and return voyages the cargo
is being carried instead of fully ballast condition on one side and so the profitability is
increased.

19

Data from register of ships:

To make a study of relation of length to displacement at constant speed and
relation of length to speed at constant displacement, the following tables are made from
register of ships.
Table-1: Collect the details of ships from register of ships, from DWT 2000 tonnes and
speed 2 knots.
Table-2: Ships of constant DWT at different speeds.
Table-3: Ships of constant speed at varying DWTs.
These tables must include L/D, B/D, L/D, d/D ratios.
Note: while selecting the ships, ships of same dimensions and DWT are not to be
considered.
To get an approximate nearest value of CD I have calculated displacements
from the average Block-coefficients and calculated light ship weights from the empirical
formulae.

20

Table 1
DATA OF SHIPS OF 50000 TONNES TO 60000 TONNES DWT WITH SPEED OF
16 TO 20 KNOTS
S.No
DWT
LBP
Breadth
Depth Draft
Power(kw)
Power(bhp)
1
50027 247.38
32.26
24.13 13.15
26624.00
34836.00
2
50250 205.01
30.41
17.33 12.17
10592.00
14400.00
3
50600 173.51
32.21
17.81 13.28
9000.00
12236.00
4
50655 187.00
32.20
16.80 12.23
10474.00
14239.00
5
50743 219.00
36.60
20.40 10.83
11122.00
15120.00
6
50801 186.01
36.59
15.91 11.28
11843.00
16100.00
7
51232 210.01
38.41
18.01 11.02
12137.00
16500.00
8
51579 232.04
34.75
20.65
9.45
15300.00
20800.00
9
51648 276.12
32.26
20.25 11.60
18349.00
24946.00
10
52000 192.00
32.20
19.30 12.80
11475.00
15600.00
11
52070 216.00
369.61
21.47 12.60
19125.00
26001.00
12
52164 206.46
30.51
17.00 12.10
11033.00
14999.00
13
52492 200.03
28.60
17.60 12.44
12872.00
17500.00
14
52710 216.01
35.41
22.61 11.77
15079.00
20500.00
15
53439 194.32
29.01
18.01 13.27
12137.00
16500.00
16
53586 231.12
26.00
16.69 12.79
11107.00
15100.00
17
53726 228.84
32.21
18.83 13.00
21217.00
28845.00
18
53836 251.27
28.50
18.01 12.57
12799.00
17400.00
19
53973 216.00
36.61
21.47 12.50
19125.00
26001.00
20
54158 205.00
32.20
17.00 12.35
14123.00
19200.00
21
54158 205.50
32.20
17.00 12.35
12799.00
17400.00
22
54158 216.19
34.82
22.36 13.55
22066.00
29999.00
23
54600 200.44
32.24
17.33 12.65
11651.00
15840.00
24
54615 205.38
32.25
16.96 12.40
12799.00
17400.00
25
55728 222.00
35.81
22.82 12.00
17506.00
23800.00
26
56085 201.00
32.24
16.26 12.42
13593.00
18480.00
27
56188 215.50
34.21
21.62 13.03
17249.00
23450.00
28
56746 198.00
32.25
16.74 12.69
12799.00
17400.00
29
56800 190.00
32.20
19.50 13.52
10920.00
14846.00
30
56875 212.13
36.00
19.02 12.42
11760.00
15988.00
31
57372 202.50
32.25
16.41 12.47
12799.00
17400.00
32
58557 213.01
32.20
17.91 12.47
9636.00
13100.00
33
58570 204.63
30.01
18.42 13.70
10592.00
14400.00
34
59250 201.20
32.20
17.50 13.14
15266.00
20754.00
35
59494 225.53
32.16
16.31 12.21
12578.00
17100.00
36
59943 279.00
32.22
21.49 11.68
20596.00
28000.00

21

Speed
19.50
16.00
16.00
17.37
16.70
16.25
16.00
18.25
17.50
16.60
16.00
16.00
16.00
16.25
16.50
16.00
19.00
16.00
16.00
16.00
16.00
18.00
16.75
16.25
16.50
16.00
17.00
16.00
16.35
16.80
16.00
16.50
16.00
17.00
16.50
19.10

Table 2
DATA OF SHIPS OF AROUND 55000 TONNES DWT AT VARYING SPEEDS (18 +/- 2 KNOTS)
S.No
DWT
LBP
Breadth
Depth
Draft
Power(kw)
Power(bhp)
Speed
1
54158
205.50
32.20
17.00
12.35
12799.00
17400.00
16.00
2
54158
216.19
34.82
22.36
13.55
22066.00
29999.00
18.00
3
54600
200.44
32.24
17.33
12.65
11651.00
15840.00
16.75
4
54615
205.38
32.25
16.96
12.40
12799.00
17400.00
16.25
5
55728
222.00
35.81
22.82
12.00
17506.00
23800.00
16.50
6
56085
201.00
32.24
16.26
12.42
13593.00
18480.00
16.00
7
56188
215.50
34.21
21.62
13.03
17249.00
23450.00
17.00
8
56746
198.00
32.25
16.74
12.69
12799.00
17400.00
16.00
9
56800
190.00
32.20
19.50
13.52
10920.00
14846.00
16.35
10
56875
212.13
36.00
19.02
12.42
11760.00
15988.00
16.80

Table 3
DATA OF SHIPS OF SPEED AROUND 18 KNOTS AT VARYING DWT (55000+/-5000 TONNES)
S.No
DWT
LBP
Breadth
Depth
Draft
Power(kw)
Power(bhp)
Speed
1
56875
212.13
36.00
19.02
12.42
11760.00
15988.00
16.80
2
56188
215.50
34.21
21.62
13.03
17249.00
23450.00
17.00
3
59250
201.20
32.20
17.50
13.14
15266.00
20754.00
17.00
4
50655
187.00
32.20
16.80
12.23
10474.00
14239.00
17.37
5
51648
276.12
32.26
20.25
11.60
18349.00
24946.00
17.50
6
54158
216.19
34.82
22.36
13.55
22066.00
29999.00
18.00
7
51579
232.04
34.75
20.65
9.45
15300.00
20800.00
18.25
8
53726
228.84
32.21
18.83
13.00
21217.00
28845.00
19.00
9
59943
279.00
32.22
21.49
11.68
20596.00
28000.00
19.10
10
50027
247.38
32.26
24.13
13.15
26624.00
34836.00
19.50

22

S.No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

DWT
50027
50655
51579
51648
53726
54158
54158
54158
54600
54615
55728
56085
56188
56188
56746
56800
56875
56875
59250
59943

LBP
247.38
187.00
232.04
276.12
228.84
205.50
216.19
216.19
200.44
205.38
222.00
201.00
215.50
215.50
198.00
190.00
212.13
212.13
201.20
279.00

Table 4
Table for L/B,B/D and L/D for the ships in Table 2 and Table 3
Breadth Depth Draft
Power(kw)
Power(bhp)
Speed
32.26
24.13 13.15
26624.00
34836.00
19.50
32.20
16.80 12.23
10474.00
14239.00
17.37
34.75
20.65
9.45
15300.00
20800.00
18.25
32.26
20.25 11.60
18349.00
24946.00
17.50
32.21
18.83 13.00
21217.00
28845.00
19.00
32.20
17.00 12.35
12799.00
17400.00
16.00
34.82
22.36 13.55
22066.00
29999.00
18.00
34.82
22.36 13.55
22066.00
29999.00
18.00
32.24
17.33 12.65
11651.00
15840.00
16.75
32.25
16.96 12.40
12799.00
17400.00
16.25
35.81
22.82 12.00
17506.00
23800.00
16.50
32.24
16.26 12.42
13593.00
18480.00
16.00
34.21
21.62 13.03
17249.00
23450.00
17.00
34.21
21.62 13.03
17249.00
23450.00
17.00
32.25
16.74 12.69
12799.00
17400.00
16.00
32.20
19.50 13.52
10920.00
14846.00
16.35
36.00
19.02 12.42
11760.00
15988.00
16.80
36.00
19.02 12.42
11760.00
15988.00
16.80
32.20
17.50 13.14
15266.00
20754.00
17.00
32.22
21.49 11.68
20596.00
28000.00
19.10

L/B
7.67
5.81
6.68
8.56
7.10
6.38
6.21
6.21
6.22
6.37
6.20
6.23
6.30
6.30
6.14
5.90
5.89
5.89
6.25
8.66

B/D
1.34
1.92
1.68
1.59
1.71
1.89
1.56
1.56
1.86
1.90
1.57
1.98
1.58
1.58
1.93
1.65
1.89
1.89
1.84
1.50

Dead weight Displacement ratios as given is text books have a wide range, for oil
tankers. This value vary from 0.80 to 0.86. So to get the nearest value I have calculated
the Displacement by arriving to an average block coefficient of fineness and by arriving
to a light ship weight form emperical formulas available.
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
23

L/D
10.25
11.13
11.24
13.64
12.15
12.09
9.67
9.67
11.57
12.11
9.73
12.36
9.97
9.97
11.83
9.74
11.15
11.15
11.50
12.98

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
4). CB4=
. B

Fn
26
5). CB5=1.0 -

.19 * V
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)

24

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.
WST= C b
0.8

1
3

1.6
B
2
2
5.11 L3.3
2.56 L B D
5
10
D

WO= Outfit Weight in tonnes = (0.325 + 0.0006

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)

25

L) L B

(a) Deadweight - Displacement ratios are calculated from average Block Coefficient of Fineness for the ships under consideration

Table 5
VALUES OF CD1 FOR SHIPS OF 50000TONNES TO 60000TONNES 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

CD1

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

247.38
187.00
232.04
276.12
228.84
205.50
216.19
216.19
200.44
205.38
222.00
201.00
215.50
215.50
198.00
190.00
212.13
212.13
201.20
279.00

32.26
32.20
34.75
32.26
32.21
32.20
34.82
34.82
32.24
32.25
35.81
32.24
34.21
34.21
32.25
32.20
36.00
36.00
32.20
32.22

24.13
16.80
20.65
20.25
18.83
17.00
22.36
22.36
17.33
16.96
22.82
16.26
21.62
21.62
16.74
19.50
19.02
19.02
17.50
21.49

13.15
12.23
9.45
11.60
13.00
12.35
13.55
13.55
12.65
12.40
12.00
12.42
13.03
13.03
12.69
13.52
12.42
12.42
13.14
11.68

50027
50655
51579
51648
53726
54158
54158
54158
54600
54615
55728
56085
56188
56188
56746
56800
56875
56875
59250
59943

26624
10474
15300
18349
21217
12799
22066
22066
11651
12799
17506
13593
17249
17249
12799
10920
11760
11760
15266
20596

34836
14239
20800
24946
28845
17400
29999
29999
15840
17400
23800
18480
23450
23450
17400
14846
15988
15988
20754
28000

19.50
17.37
18.25
17.50
19.00
16.00
18.00
18.00
16.75
16.25
16.50
16.00
17.00
17.00
16.00
16.35
16.80
16.80
17.00
19.10

0.73
0.72
0.74
0.78
0.73
0.76
0.74
0.74
0.75
0.76
0.77
0.76
0.75
0.75
0.76
0.75
0.75
0.75
0.74
0.76

0.72
0.71
0.73
0.77
0.71
0.75
0.72
0.72
0.73
0.75
0.75
0.75
0.74
0.74
0.75
0.73
0.74
0.74
0.73
0.74

0.71
0.70
0.74
0.84
0.70
0.79
0.72
0.72
0.75
0.78
0.80
0.78
0.76
0.76
0.78
0.74
0.77
0.77
0.74
0.77

0.76
0.69
0.76
0.92
0.73
0.80
0.73
0.73
0.75
0.79
0.80
0.79
0.77
0.77
0.78
0.74
0.76
0.76
0.74
0.85

0.76
0.76
0.77
0.80
0.76
0.79
0.77
0.77
0.78
0.78
0.79
0.79
0.78
0.78
0.78
0.77
0.78
0.78
0.77
0.78

0.74
0.72
0.75
0.82
0.73
0.78
0.73
0.73
0.75
0.77
0.78
0.77
0.76
0.76
0.77
0.75
0.76
0.76
0.74
0.78

79257.16
53953.11
58393.54
87099.16
71454.84
65326.30
76819.79
76819.79
62907.36
64994.80
76516.17
63780.36
74986.10
74986.10
63911.61
63386.43
73989.10
73989.10
64991.81
84118.08

0.63
0.94
0.88
0.59
0.75
0.83
0.71
0.71
0.87
0.84
0.73
0.88
0.75
0.75
0.89
0.90
0.77
0.77
0.91
0.71

(b) Deadweight Displacement ratios are calculated from light ship weight using emerical formulas:

26

S.NO

LBP
(m)

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

247.38
187.00
232.04
276.12
228.84
205.50
216.19
216.19
200.44
205.38
222.00
201.00
215.50
215.50
198.00
190.00
212.13
212.13
201.20
279.00

Table 6
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
Weight of
Weight of
Outfit
LIGHT
BREADTH DEPTH DRAFT
DWT
POWER POWER SPEED
engine
steel
weight
SHIP
(M)
(m)
(m)
(tonnes)
(KW)
(BHP)
(knots)
plant
(tonnes)
(tonnes)
WEIGHT(T)
(tonnes)
32.26
24.13
13.15
50027.00 26624.00 34836.00
19.50
16165.90
3778.18
3768.90
23712.98
32.20
16.80
12.23
50655.00 10474.00 14239.00
17.37
8054.25
2632.56
1604.02
12290.83
34.75
20.65
9.45
51579.00 15300.00 20800.00
18.25
15229.73
3743.22
2250.94
21223.88
32.26
20.25
11.60
51648.00 18349.00 24946.00
17.50
23631.84
4370.73
2659.65
30662.22
32.21
18.83
13.00
53726.00 21217.00 28845.00
19.00
13700.53
3407.61
3044.10
20152.24
32.20
17.00
12.35
54158.00 12799.00 17400.00
16.00
10735.60
2966.45
1915.68
15617.73
34.82
22.36
13.55
54158.00 22066.00 29999.00
18.00
12357.55
3422.97
3157.91
18938.43
34.82
22.36
13.55
54158.00 22066.00 29999.00
18.00
12357.55
3422.97
3157.91
18938.43
32.24
17.33
12.65
54600.00 11651.00 15840.00
16.75
9840.43
2877.38
1761.80
14479.61
32.25
16.96
12.40
54615.00 12799.00 17400.00
16.25
10709.97
2968.84
1915.68
15594.49
35.81
22.82
12.00
55728.00 17506.00 23800.00
16.50
13934.66
3642.61
2546.65
20123.92
32.24
16.26
12.42
56085.00 13593.00 18480.00
16.00
10238.60
2887.59
2022.12
15148.31
34.21
21.62
13.03
56188.00 17249.00 23450.00
17.00
12216.24
3349.22
2512.20
18077.66
34.21
21.62
13.03
56188.00 17249.00 23450.00
17.00
12216.24
3349.22
2512.20
18077.66
32.25
16.74
12.69
56746.00 12799.00 17400.00
16.00
9700.95
2833.88
1915.68
14450.52
32.20
19.50
13.52
56800.00 10920.00 14846.00
16.35
8233.95
2685.80
1663.81
12583.56
36.00
19.02
12.42
56875.00 11760.00 15988.00
16.80
12734.87
3453.90
1776.41
17965.18
36.00
19.02
12.42
56875.00 11760.00 15988.00
16.80
12734.87
3453.90
1776.41
17965.18
32.20
17.50
13.14
59250.00 15266.00 20754.00
17.00
9874.01
2887.66
2246.38
15008.05
32.22
21.49
11.68
59943.00 20596.00 28000.00
19.10
23436.01
4426.37
2960.86
30823.23

27

CD2

73739.98
62945.83
72802.88
82310.22
73878.24
69775.73
73096.43
73096.43
69079.61
70209.49
75851.92
71233.31
74265.66
74265.66
71196.52
69383.56
74840.18
74840.18
74258.05
90766.23

0.68
0.80
0.71
0.63
0.73
0.78
0.74
0.74
0.79
0.78
0.73
0.79
0.76
0.76
0.80
0.82
0.76
0.76
0.80
0.66

CD1
0.63
0.94
0.88
0.59
0.75
0.83
0.71
0.71
0.87
0.84
0.73
0.88
0.75
0.75
0.89
0.90
0.77
0.77
0.91
0.71

CD2
0.68
0.80
0.71
0.63
0.73
0.78
0.74
0.74
0.79
0.78
0.73
0.79
0.76
0.76
0.80
0.82
0.76
0.76
0.80
0.66

CD avg
0.65
0.87
0.80
0.61
0.74
0.80
0.72
0.72
0.83
0.81
0.73
0.83
0.75
0.75
0.84
0.86
0.76
0.76
0.85
0.69

Finalized Cd: 0.76

Dead weight coefficient= Dead weight/Displacement.
Displacement =Dead weight/0.76
=55,000/0.76= 72368.42 tonnes.

Volume of Displacement ( ) =

= 72368.42/1.025 = 70603.34 m3.

Where =Density of sea water = 1.025 tonnes / m3

CALCULATION OF LENGTH BETWEEN PERPENDICULARS:

1) From the graph drawn between Speed Vs LBP of Table-2
At Speed = 18 knots, The Value of LBP=218.72 meters.

28

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

Deadweight = 55000 tonnes, The Value of LBP=231.72 meters.

L.B.P. calculation from emperical formulas:

3) AYRES FORMULA:
(a)

L.B.P.
V
3.33 1.67
,
3

L.B.P.

Where, V= Service speed in knots = 18 knots

L.B.P. = Length between perpendiculars in meters
=Volume of displacement in m3=70603.33 m3
L.B.P

70603

3.33 1.67

18
L.B.P

By iteration, L.B.P. = 221.17 meters.

4) VOLKERS FORMULA:

L
V
3.5 4.5
1

g 3

Where =Volume of displacement in m3=70603.33 m3

g=Acceleration due to gravity=9.81 m/s2
V=Service Speed =18*. 5144= 9.26m/sec.
L.B.P
3

70603.33

9.26

3.5 4.5

9.81 70603.33 3

L.B.P = 230.19 meters.

5) SCHNEKLUTHS FORMULA:

29

L=0.3

V0.3 3.2

Where L = Length between perpendiculars in meters

= Displacement = 70603.33*1.025 = 72368 tonnes
V = Service speed = 18 knots
L 72368 0.3 18 0.3 3.2

L.B.P=218.57 meters.

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

L.B.P: 218.72 m

2. FROM DEADWEIGHT Vs L.B.P GRAPH

L.B.P: 231.72 m

3. AYRES FORMULA

L.B.P: 221.17m

4. VOLKERS FORMULA

L.B.P: 230.19 m

5. SCHNEKLUTHFORMULA

L.B.P: 218.57 m

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

Average L.B.P =

218.72 221.17 218.57

4

219.49 m

Finalized L.B.P = 220meters

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

30

1) Good sea keeping behavior:

a) Small amplitudes of roll.
b) Small roll acceleration.
2) Special loading conditions, e.g.:
Damaged ship, 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.
FROM GRAPH:
1. From L.B.P. Vs (L/B) ratio graph,
At L=220m (L/B =6.22)
L
220
BREADTH, B = L =
6.22
B
= 35.37 meter.

FROM EMPERICAL FORMULAS:

31

L
+ (4.5 to 6.5)
9

1) B=

B=

L
+ (4.5)=28.94 m
9

B=

220
6.5 30.94m
9

2) B= Ln (n=0.66 to 0.68)
a) B= (220)0.66=35.16 m
b) B= (220)0.68=39.16 m.
3) BAWKWARSITES FORMULA:
B=

L
220
3.5
3.5 =32.07 m
7.7
7.7

4) WARSON FORMULA:
B=

L
+ 4.27=28.71 m
9

BREADTH=

35.37 28.94 30.94 35.16 32.07 28.71

6

31.87 m

According to classification societies L/B > 5 , 220/32 = 6.875

Finalized Breadth =32 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 :

32

1). From B Vs B/D ratio graph, At B=32m,

B
=1.764
D

Depth,D=18.11m.

2) From LBP Vs L/D ratio graph, At L= 220m,

L
=11.24
D

Depth, D=19.57m.

FROM EMPERICAL FORMULA:

1) For cargo ships:
D

B3
m
1 .5

D=

32 3
= 19.33 m.
1.5

By trial and error method checking for the values of depth between 18.11 and 19.57 and checking
the difference in the displacement, depth is taken as 18.2.
As per Classification Society rules

B
< 2.5
D

B/D= 32/18.2 =1.758 so satisfy Classification Society rules.

Finalized DEPTH = 18.2 m.

COEFFICIENTS OF FORM

33

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

18 0.5144
0.199
9.81 220

Where V = Service speed =9.259 m/sec,

g =Acceleration due to gravity=9.81m/sec2
L=Length between perpendiculars =220 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 9.259 m/sec,

g =Acceleration due to gravity=9.81m/sec2

34

L=Length between perpendiculars =220 m

CB1=1.06 - 1.68(0.199) = 0.73

(ii). SCHNEEKLUTHS FORMULAE:

a). C B 2

b). C
B3

c)

(iii)

(iv)

0.145 0.145

0.73
Fn
0.199

220

20
20

0.14 B
0.14 30
0.74

Fn
26
0.199
26

C B4

C B 5 1.08

= 1.0

Vt
3.652

0.19V
0.77
L

0.74

JENSENS FORMULA:
C B 6 4.22 27.8 Fn (39.1 Fn ) 46.6( Fn ) 3

C B 6 4.22 27.8 0.199 (39.1 0.199) 46.6(0.199) 3

CB6=0.77

From the above results

Finalized Cb = 0.74
(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.

35

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(0.74) 3.56 0.99

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

CM 2

1
1

0.99
3 .5
1 (1 C B )
1 (1 0.74) 3.5

(iii) VANLAMUAN FORMULA:

CM3 = 0.9 + (0.1
Average CM =

CB) =0.97

(0.99 0.99 0.97)

0.98
3

Finalized CM = 0.98
(3). Longitudinal Prismatic Coefficients (CPL):
(i). Longitudinal prismatic Coefficient, CPL=

CB
0.74

=0.76
CM
0.98

(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 CW is largely a
function of CB and sectional shape. Ships with high

sections. Ships with low

L
ratio may have either U or V
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 0.173 1 C PL (0.95 0.76) 0.17 3 1 0.76 0.83

36

(ii). For Average section

CW 2

(1 2C B ) (1 2 0.74)

0.83
3
3

(iii). For V-section forms,

C

B
(a) CW (0.471 0.551 C ) 0.84
B

(b) C w C B 0.025 0.84

(c)

CB

1 2

CW

0.74

C M

0.98

1 2

0.83

Cw3 = 0.84
From the above results,
Finalized CW=0.83
(5). Vertical Prismatic Coefficients (CPv):

Vertical Prismatic Coefficient

CPV=

37

CB
0.74

= 0.89
CW
0.83

OTHER CHARACTERESTICS OF THE SHIP:

(1) SHEER:
STATION
AFT

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

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

FORWARD

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

1/3 L from F.P

1/6 L from F.P
F.P

(2). CAMBER
Standard camber=

B
=0.6 m
50

(3).BILGE RADIUS ( R ):

B.C K
L

2 ,
4 CB

Where B=breadth in meters=30 m

38

STANDARD
SHEER (in mm)
2083.33
925
233.33
0
466.66
1850
4166.66

L= Length between Perpendiculars in meters = 220 m.

CK= Coefficient between 0.5 and 0.6
CB= Block coefficient =0.74

30 0.6
2.90
220

m
2
4 (0.74)

30

3). RISE OF FLOOR

: Nil.

4). LENGTH OF SUPER STRUCTURE

Superstructure length can be estimated by determining the distance

between aft bulkhead and Forward bulkhead of super structure on upper deck.
From the data collected from the register of ships, one of the ships which
approximately coincide with length, breadth and speed is of power 17628 KW. A low
speed engine is selected and its specifications are:
Type of the engine

: Sulzer RTA 72 U

Power

: 17680 KW

Speed

: 71 rpm

Value of A

: 11419 mm

Value of K

: 451 mm

Therefore, length of the engine is, A+K=11419+451= 11870 mm

Length of engine casing = 11870+2000 = 13870 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= 13870 + (2*1000) + (2 * 4000) = 23870 mm ~ 24000 mm

39

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 = B
Where, E is the half breadth of the engine near turbo charger (maximum)
Breadth of engine casing = 4070 +2000=6070 mm.
Width of alleyway = 1000 mm.
Length of a cabin in transverse direction = 4000 mm.
Breadth of superstructure = 6070 + (2*1000) + (2 * 4000) = 16070mm
Breadth of superstructure = 16 meters (approx)

6). TYPE OF BOW

: BULBOUS BOW

7). TYPE OF STERN

: CRUSIER STERN

8). POSITION OF ENGINE ROOM

: AFT

CHAPTER-4
40

FREEBOARD CALCULATIONS
PRELIMINARY FREEBOARD CALCULATION USING L.B.P AS LOAD
LINE 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 freeboard 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 = 220 m
2. BREADTH = 32 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

=18.20 + 0.02 (assumed) =18.22 m (no wood sheathing)
4. BLOCK COEFFICIENT OF FINENESS= 0.74
5. LENGTH OF SUPER STRUCTURE = 24m
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:

41

The Tabular Freeboard (FO) from Freeboard Table for 220 m length is FO = 2792mm.
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
0.74 0.68
2915.18 mm
1.36

CORRECTED FREEBOARD = 2792

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

L
L

the freeboard shall be increased by D R mm

15
15

L>120 m

Correction to the freeboard = 2915.18+ (18.22 (220/15))

250

= 3803.51 mm
3. LENGTH OF SUPER STRUCTURE:
Superstructure length LS =24 m.
Full breadth of superstructure=32 m
Breadth of superstructure from side to side bulkhead b=16 m.

(b/B)
= 24 (16/32) =12 m.

Effective length of super structure = LS

% effectivelength of length =

effectivelength
12

0.0545%
L.B.P.
220

Length of forecastle deck = 0.07%L from forward perpendicular

Total effective length of super structure = (0.0545+0.07) = 0.125% of L

42

Percentage of deduction for Type A ships

Total effective length of Superstructure
Percentage

of

deduction

for

all

types

of

Superstructures

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

14

21

31

41

52

63

75.3

87.7

Correction for % deduction at 0.135L

=7

14 7 0.125 0.1 8.75

0.2 0.1
1070 8.75

Deduction for 100% effective super structure =

100

93.63mm

CORRECTED FREE BOARD = 3803.51 -93.63= 3709.88 mm

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

FINAL FREEBOARD = 3709.88 mm

MOULDED DRAFT = FREEBOARD DEPTH-FINAL FREEBOARD
= 18.22-3.71
= 14.51 m
MOULDED DRAFT = 14.51 m
CB

0.74
L B T

Volume of displacement,
= (0.74)(220)(32)(14.51)
= 75591.30 m3

Displacement, = = 75591.30* 1.025 = 77481.08 tonnes.

Displacement as per Cd= 72368.42 tonnes.
Diffrence = 77481.08-72368.42 = 4842.66 tonnes.
43

1.0L
100

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 = 77481.08 tonnes
V = Service speed in knots = 18 knots
P = Power in Kw
L = Length between perpendiculars = 220 m

AC 26

150

26
V

220

150
602.31
18

3V 3 77481.08 3 18
POWER, P

17597.92 KW
AC
602.31
2

SHAFT POWER = 17597.92 KW

(2) WATSON FORMULA:

Power(KW) =

L
1.44 12C B ]
61
15000 1.81N L

(0.735)( 3 * V 3 )[40

Where
= Displacement in tonnes = 77481.08 tonnes
V = Service speed in knots = 18 knots
L = Length between perpendiculars = 220 m
N = 71 rpm

44

Power(KW)

220
1.44 12 * 0.74]
= 17226.62
61
15000 1.81 * 71 220

(0.735)(77481.08

* 18 3 )[40

KW
Power = 17226.62 KW
(3) SILVER LEAF FORMULA FOR TANKERS:
VS = service speed =18 knots
VB= Boundary speed =

L (3.06 2.52(C

Hm= Hydrodynamic efficiency = 263-183.25

)) 17.73 knots

(VS/ VB) = 76.96

Pd= Power = VS/Hm= 77481.08 18/76.96 = 18121.87 KW

Average power =

(17597.92 17226.62 18121.87)

17648.80 KW
3

(4) From data collected from register of ships, one ship which coincides
approximately with length, breadth and depth of my ship has power = 17680KW
For light ship weight I have taken 17680 KW power

ESTIMATION OF LIGHT SHIP WEIGHT:

a) STEEL WEIGHT:
For single hull oil tanker ship:

B D Cs
Cs = Cso +0.064 e(0.54u+0.1u^2.45)
WST = L

U = log10 (
WST = L

77481.08
) = log10 (
) =2.889 ; Cso = 0.0752
100
100

B D Cs

= 220

32 18.2 Cs

WST =10083.99 tonnes

45

For double hull oil tanker ships steel weight is increased, so 60% is added to steel weight
of single hull ship.
W steel weight =10083.99 + (0.6

10083.99) =16134.38 tonnes.

b) WOOD AND OUTFIT WEIGHT:

L) (B L)
= (0.325+0.0006 220) (32 220)

W outfit = (0.325+0.0006

= 3217.28 Tonnes
c) MACHINERY WEIGHT:
WEP=

PSHP
17680
200
200 2602.17Tonnes
10
0.736 10

PSHP=power in horse power

TOTAL LIGHT SHIP WEIGHT, LS WST WE WO
LS 16134.38 3217.28 2602.17 21953.83 Tonnes

Deadweight on summer load waterline= Displacements-Light ship weight

= 77481.08-21953.83 = 55527.25 tonnes
Deadweight

= 55527.25 Tonnes

Actual Deadweight=55000 tonnes

Difference in Deadweight = +527.25 tonnes
(Because I am using empirical formulas I kept this allowance)

46

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 =18.20 0.85=15.47 m

47

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

Station
0
0.25
0.5
0.75
1
1.5
2
2.5
3
3.5
4

Sectional
Areas in
m2
15.76
50.17
96.52
143.40
187.81
275.69
354.10
415.57
457.04
480.04
488.04

5
6
6.5
7
7.5
8
8.5
9
9.25
9.5
9.75
10

491.04
490.04
476.04
484.04
471.04
432.57
365.16
261.87
201.99
137.64
79.82
30.00

Simpsons
Multipliers
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
Sum V

Product
for
Volume
3.94
50.17
48.26
143.4
140.858
551.38
354.1
831.14
457.04
960.08
732.06
1964.16
735.06
952.08
484.04
942.08
432.57
730.32
196.403
201.99
68.82
79.82
7.5
11067.3

Volume of displacement () =

Lever
5
4.75
4.5
4.25
4
3.5
3
2.5
2
1.5
1
Sum
M1
1
1.5
2
2.5
3
3.5
4
4.25
4.5
4.75
5
Sum
M2

9804.3
735.06
1428.12
968.08
2355.2
1297.71
2556.12
785.61
858.458
309.69
379.145
37.5
11710.7

h
22
V =
11067 .3 = 81160.2 m3
3
3

Volume of displacement () from Hydrostatics= 81170.6 m3

Position of LCB= h[

Product
for
Moment
19.7
238.308
217.17
609.45
563.43
1929.83
1062.3
2077.85
914.08
1440.12
732.06

(M 1 M 2 )
220 (11710 .7 9804.3)
]
10
11067 .3
V

48

=3.79 m forward of midship

LCB = 3.79 m forward of midship
Value of L.C.B. from Hydrostatics is 3.79 m

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 (15.47 m) =
0.96(6.15+220+0.08) = 217.18 m
(Or)
length from fore end of stem to centerline of rudderstock on the same waterline
= 220+0.08 = 220.08 m
From the above two, whichever is greater, is taken as
Freeboard length LL= 220.08 m
2. FREEBOARD BREADTH: 32 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 =18.20+0.02 =18.22

m (There is no wood sheathing on the deck)
4. BLOCK COEFFICIENT Cb (calculated at 85% of moulded depth):

49

Cb=

81160.20

=
= 0.74
L BT
220.08 32 15.47

TABULAR FREE BOARD: (For Type A ship)

Tabular freeboard for 220.05 m = 2792.72 mm

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
0.74 0.68
2915.93 mm
1.36

Corrected Freeboard = 2792.72

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

L
L

the freeboard shall be increased by D R mm

15
15

L>120 m

Corrected Freeboard = 2915.93+ (18.22 (220.08/15))*250

= 3802.93 mm
1.

CORRECTION FOR SUPER STRUCTURE:

LENGTH OF SUPER STRUCTURE

Superstructure length can be estimated by determining the distance

between aft bulkhead and Forward bulkhead of super structure on upper deck.
From the data collected from the register of ships, one of the ships which
approximately coincide with length, breadth and speed is of power 17628 KW. A low
speed engine is selected and its specifications are:
Type of the engine

: Sulzer RTA 72 U

Power

: 17680 KW

50

Speed

: 71 rpm

Value of A

: 11419 mm

Value of K

: 451 mm

Therefore, length of the engine is, A+K=11419+451= 11870 mm

Length of engine casing = 11870+2000 = 13870 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= 13870 + (2*1000) + (2 * 4000) = 23870 mm ~ 24000 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 = B
Where, E is the half breadth of the engine near turbo charger (maximum)
Breadth of engine casing = 4070 +2000=6070 mm.
Width of alleyway = 1000 mm.
Length of a cabin in transverse direction = 4000 mm.
Breadth of superstructure = 6070 + (2*1000) + (2 * 4000) = 16070mm
Breadth of superstructure = 16 meters (approx)

LENGTH OF SUPER STRUCTURE

Superstructure length LS =24 m.

Full breadth of superstructure=32 m
Breadth of superstructure from side to side bulkhead b=16 m.

(b/B)
= 24 (16/32) =12 m.

Effective length of super structure = LS

51

% effectivelength of length =

effectivelength
12

0.0545%
L.B.P.
220

Length of forecastle deck = 0.07%L from forward perpendicular

Total effective length of super structure = (0.0545+0.07) = 0.125% 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

7

14

21

31

41

52

63

75.3

87.7

Correction for % deduction at 0.135L

=7

14 7 0.125 0.1 8.75

0.2 0.1
1070 8.75

Deduction for 100% effective super structure =

100

93.63mm

CORRECTED FREE BOARD = 3802.93 -93.63= 3709.30 mm

4. SHEER CORRECTION:
Since the ship is having standard sheer, no sheer correction is necessary.
FINAL FREEBOARD = 3709.30 mm = 3.71 m

Moulded draft = freeboard depth freeboard

= 18.22-3.71 = 14.51 m

52

1.0L
100

MOULDED DRAFT = 14.51 m

Length measured on summer load waterline (14.51 m) from centerline of rudderstock to
fore end of ship from lines plan = 220 m
SECTIONAL AREAS LIFTED AT MOULDED DRAFT (=14.51 M)

Sectional
Areas in Simpsons
Station
m2
Multipliers
0
0.25
8.57
0.25
1
39.61
0.5
0.5
81.65
0.75
1
125.18
1
0.75
166.71
1.5
2
250.26
2
1
325.79
2.5
2
385.81
3
1
426.32
3.5
2
449.32
4
1.5
457.32
5
6
6.5
7
7.5
8
8.5
9
9.25
9.5
9.75
10

460.32
459.32
453.32
445.32
440.32
402.81
338.28
241.71
186.16
126.61
74.06
30

Volume of displacement () =

4
1.5
2
1
2
1
2
0.75
1
0.5
1
0.25
Sum V

Product
for
Volume
2.14
39.61
40.83
125.18
125.03
500.52
325.79
771.62
426.32
898.64
685.98

Product
for
Moment
10.71
188.15
183.71
532.02
500.13
1751.82
977.37
1929.05
852.64
1347.96
685.98

Lever
5
4.75
4.5
4.25
4
3.5
3
2.5
2
1.5
1
Sum
1841.28
M2
8959.54
688.98
1
688.98
906.64
1.5
1359.96
445.32
2
890.64
880.64
2.5
2201.60
402.81
3
1208.43
676.56
3.5
2367.96
181.28
4
725.13
186.16
4.25
791.18
63.31
4.5
284.87
74.06
4.75
351.79
7.50
5
37.50
Sum
10296.20 M1 10908.04

h
22
V =
10296.20 = 75505.47 m3
3
3

Actual volume of Displacement (from bonjeans)

53

() = 75505.47 m3

 Actual Displacement () = 75505.47 1.025 = 77393.11 tonnes

Volume of displacement from hydrostatics = 75459.20m3
Position of LCB= h[

(M 1 M 2 )
220 (10908.04 8959.54)
]
4.16m forward of
10
10296.20
V

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

75505.47

0.74
L B T
220 32 14.51

CB

LCB = 4.16 m forward of midship

CM

Am
460.32

0.99
B T 32 14.51

54

C PL

CB
0.74

0.75
CM
0.99

CALCULATION OF WATERPLANE
AREA AT DESIGNED LOAD WATERLINE(14.51 M)

STATION

HALF
BREADTHS
(m)

SIMPSONS
MULTIPLIERS

PRODUCT FOR
AREA

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

3.28
5.11
7.36
9.08
10.52
12.97
14.65
15.63
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.47
13.80
10.41
8.18
5.61
2.90
0.08

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

0.82
5.11
3.68
9.08
7.89
25.94
14.65
31.26
16
32
24
64
24
32
16
32
15.47
27.6
7.8075
8.18
2.805
2.9
0.02
SUM=403.21

Area of water plane = CW

CW

2 h A
3

2 22 403.21
5913.75m 2
3

AW
5913.75

0.84
L B 220 32

55

C pv

C B 0.74

0.88
C w 0.84

MIDSHIP SECTION AREA COEFFICIENT = 0.98

We have,
CM

AM
, Where AM = midship section area in m2
B T

B = breadth moulded = 32m

T = draft moulded

= 14.51 m

CM =midship section area coefficient = 0.98

AM

C M B T 0.98 x 32 x 14.51 = 455.03 m2.

56

CHAPTER-5
HULL FORM DESIGN AND LINES PLAN
While designing a merchant vessel, the main parameters such as dimensionslength, breadth, draught; coefficients of form such as block coefficient and the
longitudinal position of centre of buoyancy are to be fixed. The geometry of the ship has
influence on the following characteristics:
1. Resistance increase in seaway
2. Manoeuvrability
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.

57

SECTIONAL AREAS LIFTED FROM BSRA CHART

Station
s

Ordinate
Y

Sectional
Area/Am

0.35

1.91

0.01832

1/4

1.5

1.91

0.07853

1/2

1.39

1.9

0.1

0.17316

3/4

1.3

1.9

0.2

0.26842

1.15

1.9

0.3

0.36053

1 1/2

0.8

1.9

0.5

0.54211

0.1

1.9

0.7

0.70526

2 1/2

0.7

1.97

0.8

0.83553

0.52

1.91

0.9

0.92723

3 1/2

1.41

1.91

0.9

0.97382

1.91

1.91

0.9

1.00000

Am

455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03

Sectional
Area

SM

Product
For
Volume

Lever

Moment
Product

8.34

0.25

2.08

10.42

35.74

1.00

35.74

4.75

169.74

78.79

0.50

39.40

4.5

177.28

122.14

1.00

122.14

4.25

519.09

164.05

0.75

123.04

492.15

246.67

2.00

493.35

3.5

1726.72

320.92

1.00

320.92

962.75

380.19

2.00

760.39

2.5

1900.96

421.92

1.00

421.92

843.83

443.12

2.00

886.24

1.5

1329.35

455.03

1.50

682.55

682.55
=8814.85

1.91

1.91

0.9

1.00000

455.03

455.03

4.00

1820.12

1.91

1.91

0.9

1.00000

455.03

1.50

682.55

682.55

6 1/2

1.8

1.91

0.9

0.99424

452.41

2.00

904.82

1.5

1357.23

1.7

1.91

0.9

0.98901

450.03

1.00

450.03

900.05

7 1/2

1.1

1.91

0.9

0.95759

455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03

435.73

2.00

871.47

2.5

2178.66

400.06

1.00

400.06

1200.17

334.17

2.00

668.34

3.5

2339.19

239.49

0.75

179.62

718.47

182.01

1.00

182.01

4.25

773.55

125.97

0.50

62.99

4.5

283.44

75.44

1.00

75.44

4.75

358.34

29.78

0.25

7.44

37.22

1.56

1.97

0.8

0.87919

8 1/2

0.65

1.89

0.7

0.73439

0.5

1.9

0.5

0.52632

9 1/4

1.9

1.9

0.3

0.40000

9 1/2

1.46

1.9

0.2

0.27684

9 3/4

1.25

1.9

0.1

0.16579

10

1.25

1.91

0.06545

=10192.61

58

0.00

=10828.87

1
3

Volume of Displacement ( ) = h V =

1
22 10192.61 = 74745.81
3

m3.

Displacement () = 1.025= 74745.81 1.025 = 76614.45 Tonnes

Longitudinal Center of Buoyancy Position (LCB):

L.C.B position from amidships= h

M 1 M 2

10828.87 8814.85

10192.61

= 22

= 4.35 m forward of mid ship.

Standard L.C.B position from BSRA results at C B=0.80 is 1.99% of LBP forward of
amidships. i.e., L.C.B =

1.99
100

220 = 4.378 m (Fwd)

The change in L.C.B is =

4.378 4.35
100 = 0.64%
4.35

Since the deviation is within the permissible limits NO shift of station is employed.

59

SECTIONAL AREAS FAIRED

Stations

Sectional
Area

SM

Product For
Volume

Lever

Moment Product

0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4

8.34
38.50
78.79
122.00
164.05
246.67
320.92
380.19
421.92
443.12
455.03

0.25
1.00
0.50
1.00
0.75
2.00
1.00
2.00
1.00
2.00
1.50

2.09
38.50
39.40
122.00
123.04
493.34
320.92
760.38
421.92
886.24
682.55

5
4.75
4.5
4.25
4
3.5
3
2.5
2
1.5
1

455.03

4.00

1820.12

10.43
182.88
177.28
518.50
492.15
1726.69
962.76
1900.95
843.83
1329.35
682.55
=8827.36
0.00

6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10

455.03
453.50
450.03
435.73
399.60
334.17
239.49
181.50
125.97
76.00
29.78

1.50
2.00
1.00
2.00
1.00
2.00
0.75
1.00
0.50
1.00
0.25

682.55
907.00
450.03
871.47
399.60
668.34
179.62
181.50
62.99
76.00
7.44
=10197.00

1
1.5
2
2.5
3
3.5
4
4.25
4.5
4.75
5

60

682.55
1360.50
900.05
2178.66
1198.80
2339.19
718.47
771.38
283.44
361.00
37.22
=10831.26

1
3

Volume of Displacement ( ) = h V =

1
22 10197.00= 74778.07
3

m3.

Displacement () = 1.025= 74778.07 1.025 = 76647.52 Tonnes

Longitudinal Center of Buoyancy Position (LCB):

L.C.B position from amidships= h

M 1 M 2

10831.26 8827.39

10197.00

= 22

= 4.32 m forward of mid ship.

Standard L.C.B position from BSRA results at C B=0.80 is 1.99% of LBP forward of
amidships. i.e., L.C.B =

1.99
100

220 = 4.378 m (Fwd)

The change in L.C.B is =

4.378 4.32
100 = 1.34%
4.32

Since the deviation is within the permissible limits NO shift of station is employed.

61

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

62

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.

63

OUT REACHES

WATERLINE

HEIGHT
ABOVE
BASELINE
as percentage
of draft

Height
actual
projected
from
baseline as
T = 14.51 m

7.69

% 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

1.12

0.91

2.00

1.80

5.76

15.38

2.23

1.19

2.61

2.10

5.10

23.08

3.35

1.29

2.84

2.21

4.86

38.46

5.58

1.07

2.36

2.21

4.86

53.85

7.81

0.59

1.30

2.10

4.62

69.23

10.05

0.21

0.46

1.91

4.20

G
H (Design load
water line)

84.62

12.28

0.13

0.28

-0.45

-0.99

14.51

0.00

0.00

-2.45

-5.39

115.38

16.74

0.13

0.28

-3.10

-6.82

130.77

18.97

0.39

0.86

-3.42

-7.52

100

64

OFFSET TABLE
From B.S.R.A. results i.e., half breadths on Standard waterlines at Ordinates
stations at CB =0.74

WL
Ordinate
Station
0

1
1
2
2
3
3
4
5
6
6
7
7
8
8
9
9
9
9
10

0.33
0.83
1.56
2.19
4.21
6.67
9.21
11.66
13.61
14.71
15.13
15.05
15.00
14.35
12.93
10.64
7.72
4.98
3.73
2.71
1.93
1.45

0.33
1.05
1.98
2.99
5.39
8.09
10.74
13.13
14.65
15.47
15.75
15.73
15.72
15.24
14.07
12.07
9.37
6.32
4.89
3.56
2.61
1.92

0.33
1.27
2.36
3.57
6.22
9.20
11.88
13.99
15.24
15.81
16.00
16.00
15.88
15.67
14.77
13.07
10.42
7.22
5.64
4.08
2.63
2.09

0.50
1.61
3.12
4.63
7.75
10.79
13.33
15.02
15.83
16.00
16.00
16.00
16.00
15.95
15.54
14.16
11.72
8.41
6.59
4.54
2.67
1.78

1.43
2.24
4.04
5.77
9.20
12.04
14.20
15.47
15.95
16.00
16.00
16.00
16.00
16.00
15.83
14.81
12.59
9.14
7.02
4.67
2.67
1.00

1.52
3.37
5.31
7.24
10.56
13.13
14.90
15.72
16.00
16.00
16.00
16.00
16.00
16.00
15.95
15.13
13.14
9.61
7.38
4.89
2.70
0.40

0.34
2.95
5.16
7.13
8.88
11.83
14.02
15.30
15.88
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.35
13.53
10.06
7.72
5.20
2.73
0.52

3.27
5.12
7.37
9.09
10.52
12.97
14.65
15.63
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.47
13.80
10.41
8.18
5.61
2.90
0.08

4.65
6.92
8.84
10.50
11.91
13.88
15.16
15.80
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.55
14.01
10.80
8.57
6.03
3.32
0.47

5.61
7.92
9.88
11.53
12.80
14.57
15.49
15.88
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.67
14.27
11.33
9.24
6.63
3.92
1.08

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

65

TABLE-VII: OFFSET TABLE

From Lines Plan, half breadths in m on waterlines spaced 1 m apart at Ordinates stations spaced L/10 m (22.5m) apart at C B =0.74
Water
lines
0

1
1
2
2
3
3
4
5
6
6
7
7
8
8
9
9
9
9
10

1
0.31
0.88
1.51
2.10
4.10
6.59
9.10
11.45
13.58
14.69
15.28
14.93
14.93
14.20
12.75
10.45
7.55
4.77
3.56
2.60
1.90
1.35

2
0.32
1.05
1.90
2.83
5.10
7.80
10.50
13.00
14.50
15.40
15.83
15.60
15.60
15.05
13.77
11.70
8.99
6.08
4.62
3.40
2.29
1.82

3
0.36
1.22
2.22
3.40
6.00
8.85
11.52
13.82
15.15
15.72
15.98
15.83
15.83
15.50
14.50
12.72
10.20
7.00
5.40
3.88
2.52
2.00

4
0.40
1.41
2.60
3.95
6.75
9.68
12.32
14.38
15.50
15.90
16.00
15.92
15.92
15.71
15.10
13.32
10.95
7.64
5.95
4.20
2.65
2.00

5
0.48
1.57
2.98
4.42
7.45
10.40
13.00
14.82
15.75
15.97
16.00
16.00
16.00
15.83
15.42
13.80
11.48
8.18
6.38
4.45
2.70
1.88

6
0.57
1.76
3.34
4.85
8.10
11.05
13.50
15.17
15.89
16.00
16.00
16.00
16.00
15.91
15.61
14.25
11.90
8.60
6.69
4.57
2.70
1.67

7
0.75
2.08
3.70
5.35
8.70
11.65
13.92
15.35
15.90
16.00
16.00
16.00
16.00
15.98
15.74
14.60
12.27
8.90
6.89
4.65
2.68
1.34

8
0.96
2.40
4.05
5.85
9.30
12.16
14.30
15.50
16.00
16.00
16.00
16.00
16.00
16.00
15.82
14.84
12.60
9.16
7.03
4.70
2.67
0.99

10

1.20
2.82
4.52
6.55
9.95
12.65
14.60
15.62
16.00
16.00
16.00
16.00
16.00
16.00
15.90
15.00
12.90
9.40
7.20
4.71
2.69
0.70

66

1.50
3.40
5.26
7.20
10.52
13.14
14.86
15.72
16.00
16.00
16.00
16.00
16.00
16.00
15.91
15.10
13.14
9.70
7.25
4.80
2.68
0.50

11
2.00
4.12
6.18
7.85
11.10
13.58
15.10
15.82
16.00
16.00
16.00
16.00
16.00
16.00
15.95
15.20
13.32
9.71
7.45
4.91
2.70
0.31

12

13

14

15

16

17

18

18.2

2.75
4.98
7.05
8.64
11.69
13.98
15.28
15.89
16.00
16.00
16.00
16.00
16.00
16.00
15.97
15.30
13.50
9.89
7.60
5.08
2.71
0.19

1.82
3.70
5.90
7.92
9.48
12.22
14.28
15.44
15.92
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.35
13.65
10.09
7.80
5.24
2.80
0.08

2.80
4.70
6.89
8.75
10.30
12.72
14.50
15.60
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.40
13.79
10.29
8.02
5.44
2.90
0.00

3.55
5.16
7.75
9.48
10.92
13.20
14.78
15.68
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.47
13.90
10.55
8.25
5.65
3.00
0.06

4.18
6.40
8.38
10.05
11.55
13.60
15.00
15.78
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.52
13.99
10.51
8.49
5.88
3.20
0.25

4.75
7.10
8.98
10.64
12.08
14.00
15.20
15.83
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.60
14.05
10.85
8.71
6.11
3.41
0.49

5.22
7.65
9.50
11.15
12.50
14.30
15.34
15.88
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.62
14.15
11.10
8.94
6.39
3.65
0.74

5.30
7.70
9.60
11.22
12.58
14.38
15.36
15.89
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.63
14.19
11.12
8.99
6.42
3.70
0.81

CHAPTER-6
BONJEAN CURVES
One of the fundamental hull form characteristics required to prepare the
hydrostatic curves are the immersed sectional areas at ordinate stations. The crosssectional 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 tables

67

Sectional areas in m2 at ordinate stations spaced L/10 m (22 m) apart up to respective waterlines in m2

STN
WL
0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4
5
6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10

1
0.00
0.00
1.20
2.25
3.03
6.67
11.25
16.15
19.82
25.73
27.86
29.16
29.04
28.43
26.90
23.85
18.65
12.88
7.52
5.50
3.85
2.98
1.80

2
0.00
0.24
3.15
5.67
8.01
15.87
25.65
35.75
44.70
53.86
58.02
60.33
60.02
59.06
56.25
50.37
40.70
29.39
18.35
13.71
9.85
7.19
5.02

3
0.00
0.93
5.40
9.80
14.22
27.01
42.33
57.82
71.57
83.52
89.19
92.19
91.50
90.54
86.85
78.66
65.17
48.60
31.51
23.78
17.14
12.01
8.85

4
0.00
1.70
8.04
14.61
21.59
39.90
61.03
81.70
99.77
114.20
120.81
124.18
123.30
122.34
118.08
108.26
91.25
69.78
46.14
35.16
25.23
17.21
12.85

5
0.00
2.55
11.03
20.19
29.97
54.10
81.12
107.06
128.98
145.44
152.70
156.18
155.27
154.27
149.66
138.82
118.41
92.20
61.95
47.48
33.91
22.57
16.74

6
0.00
3.57
14.33
26.50
39.25
69.62
102.59
133.56
159.12
177.07
184.68
188.18
187.27
186.27
181.43
169.86
146.45
115.59
78.74
60.57
42.94
27.97
20.31

7
0.00
4.88
18.16
33.51
49.45
86.42
125.33
160.99
189.63
208.87
216.68
220.18
219.27
218.27
213.33
201.23
175.29
139.78
96.24
74.15
52.16
33.35
23.30

8
0.00
6.58
22.64
41.23
60.65
104.41
149.13
189.21
220.46
240.77
248.68
252.18
251.27
250.27
245.31
232.80
204.73
164.63
114.31
88.06
61.50
38.69
25.60

9
0.00
8.75
27.85
49.78
73.05
123.64
173.93
218.11
251.61
272.77
280.68
284.18
283.27
268.94
277.31
264.53
234.56
190.13
132.86
102.30
70.92
44.06
27.30

10
0.00
11.45
34.06
59.64
86.79
144.13
199.73
247.54
282.99
304.77
312.68
316.18
315.27
300.94
309.31
296.35
264.66
216.16
151.86
116.78
80.42
49.40
28.49

11
0.00
14.94
41.53
71.05
101.81
165.74
226.44
277.50
314.57
336.77
344.68
348.18
347.27
332.94
341.31
328.22
294.96
242.61
171.16
131.53
90.12
54.79
29.29

12
0.00
19.66
50.63
84.26
118.28
188.54
253.99
307.89
346.27
368.77
376.68
380.18
379.27
364.94
373.31
360.14
325.46
269.43
190.76
146.56
100.12
60.19
29.79

STN
WL
0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4
5
6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10

13
2.07
26.08
61.52
99.25
136.39
212.47
282.28
338.60
378.07
400.77
408.68
412.18
411.27
396.94
405.31
392.12
356.10
296.57
210.74
161.96
110.43
65.69
30.03

14
5.41
34.48
74.38
115.94
156.18
237.44
311.07
369.63
410.00
432.77
440.68
444.18
443.27
428.94
437.31
424.11
386.86
324.01
231.11
177.77
121.08
71.38
30.11

15
11.79
44.63
89.06
134.22
177.45
263.35
340.36
400.88
442.00
464.77
472.68
476.18
475.27
460.94
469.31
456.11
417.71
351.69
251.90
194.06
132.18
77.27
30.14

16
19.54
56.48
105.17
153.77
199.97
290.15
370.15
432.35
474.00
496.77
504.68
508.18
507.27
492.94
501.31
488.11
448.71
379.55
272.98
210.81
143.70
83.44
30.44

17
28.48
70.02
122.53
174.60
223.59
317.75
400.35
463.95
506.00
528.77
536.68
540.18
539.27
524.94
533.31
520.11
479.86
407.56
294.46
228.01
155.70
90.04
31.17

18
38.47
84.83
141.02
196.40
248.17
346.05
430.89
495.67
538.00
560.77
568.68
572.18
571.27
556.94
565.31
552.11
511.08
435.76
316.42
245.65
168.20
97.06
32.41

68

19
49.36
100.51
160.49
219.10
273.52
374.94

584.11
542.36
464.17
338.86
263.75
181.22
104.65
34.24

20
61.10
116.74

492.76
361.83
282.26
194.90
112.88
36.69

21

22

23

24

301.19
209.33
121.80
39.75

320.49
224.50
131.56
43.53

340.49
240.45
142.17
48.14

257.21
153.68
53.57

Vertical moments in m3 of transverse sections w.r.t base line at ordinate stations spaced L/10 m (22 m) apart

STN
WL
0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4
5
6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10

1
0.00
0.00
0.74
1.30
1.77
3.67
6.03
8.50
10.48
13.16
14.26
14.89
14.78
14.51
13.77
12.28
9.78
6.95
4.22
3.12
2.21
1.67
1.12

2
0.00
0.41
3.69
6.49
9.36
17.64
27.83
38.13
48.06
55.51
59.62
61.74
61.36
60.57
57.94
52.23
43.06
31.96
20.68
15.61
11.34
8.05
6.02

3
0.00
2.15
9.34
16.88
24.98
45.64
69.71
93.48
115.38
129.76
137.61
141.41
140.09
139.30
134.51
123.08
104.41
80.19
53.73
40.92
29.65
20.13
15.63

4
0.00
4.86
18.60
33.77
50.87
90.88
135.29
177.19
214.17
237.21
248.31
253.39
251.39
250.60
243.85
226.78
195.79
154.46
105.03
80.85
58.03
38.36
29.63

5
0.00
8.71
32.10
58.94
88.64
154.90
225.83
291.42
345.70
377.85
391.83
397.39
395.28
394.31
385.98
364.35
318.09
255.45
176.25
136.38
97.15
62.47
47.13

6
0.00
14.32
50.26
93.69
139.73
240.35
344.02
437.25
511.55
551.82
567.71
573.39
571.28
570.31
560.71
535.08
472.40
384.18
268.68
208.43
146.85
92.17
66.73

69

7
0.00
22.84
75.19
139.34
206.11
349.65
491.93
615.64
709.87
758.50
775.71
781.39
779.28
778.31
768.05
739.01
659.94
541.48
382.48
296.73
206.79
127.14
86.11

8
0.00
35.65
108.84
197.27
290.19
484.65
670.54
827.35
941.12
997.77
1015.71
1021.39
1019.28
1018.31
1007.90
975.82
880.78
727.91
518.07
401.05
276.87
167.21
103.28

9
0.00
54.16
153.17
270.02
395.71
648.21
881.45
1073.05
1205.89
1269.77
1287.71
1293.39
1291.28
1176.98
1279.90
1245.57
1134.33
944.71
675.76
522.09
356.91
212.89
117.65

10
0.00
79.86
212.23
363.81
526.38
842.96
1126.60
1352.71
1504.02
1573.77
1591.71
1597.39
1595.28
1480.98
1583.90
1547.83
1420.30
1192.00
856.29
659.69
447.21
263.59
128.89

11
0.00
116.55
290.75
483.80
684.16
1069.93
1407.09
1667.33
1835.63
1909.77
1927.71
1933.39
1931.28
1816.98
1919.90
1882.51
1738.47
1469.72
1058.99
814.63
549.11
320.22
137.29

12
0.00
170.92
395.54
635.86
873.70
1332.19
1723.94
2016.88
2200.23
2277.77
2295.71
2301.39
2299.28
2184.98
2287.90
2249.59
2089.24
1778.18
1284.42
987.50
664.10
382.36
143.02

STN
WL
0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4
5
6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10

13
26.22
251.29
531.86
823.38
1100.17
1631.40
2077.57
2400.74
2597.78
2677.77
2695.71
2701.39
2699.28
2584.98
2687.90
2649.30
2472.29
2117.50
1534.20
1180.03
792.96
451.17
145.96

14
71.47
364.86
705.68
1048.83
1367.52
1968.53
2466.32
2819.63
3028.89
3109.77
3127.71
3133.39
3131.28
3016.98
3119.90
3081.12
2887.51
2487.96
1809.18
1393.46
936.81
527.96
147.03

15
164.15
512.16
918.68
1313.96
1676.09
2344.26
2891.12
3272.82
3492.89
3573.77
3591.71
3597.39
3595.28
3480.98
3583.90
3545.12
3334.85
2889.39
2110.63
1629.70
1097.75
613.33
147.52

16
284.38
696.09
1168.49
1617.08
2025.20
2759.73
3352.95
3760.67
3988.89
4069.77
4087.71
4093.39
4091.28
3976.98
4079.90
4041.12
3815.31
3321.18
2437.43
1889.42
1276.40
709.05
152.25

17
431.93
919.62
1455.03
1960.87
2415.07
3215.20
3851.28
4282.13
4516.89
4597.77
4615.71
4621.39
4619.28
4504.98
4607.90
4569.12
4329.24
3783.41
2791.83
2173.26
1474.38
818.04
164.28

18
606.83
1178.89
1778.75
2342.40
2845.29
3710.50
4385.75
4837.18
5076.89
5157.77
5175.71
5181.39
5179.28
5064.98
5167.90
5129.12
4875.59
4276.93
3176.11
2482.06
1693.18
940.93
185.96

70

19
808.37
1469.09
2139.01
2762.42
3314.32
4244.95

5721.12
5454.34
4802.59
3591.35
2816.88
1934.15
1081.33
219.81

20
1037.37
1785.56

5360.04
4039.37
3177.92
2200.98
1241.87
267.70

21

22

23

24

3566.03
2496.79
1424.78
330.54

3980.95
2823.08
1634.71
411.96

4430.92
3182.10
1873.43
515.83

3575.95
2143.92
643.51

CHAPTER-7
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.
(a) Moulded volume of displacement between A.P. and F.P.:
It gives the volume of displacement of moulded lines of ship (i. e) without shell
plating and appendages, x gives the r 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.

71

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.
The V.C.B and L.C.B are dependent on geometry of ships but not effected by
density of water.
(a) Extreme volume of displacement between A.P. and F.P.:
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.
(a)

Total Volume: Volume of Displacement aft of A.P. and forward of

F.P.is to be calculated by dividing the length into equal parts. Sectional areas are
calculated and volume is obtained by simpsonising . This volume is added to extreme
volume of displacement between A.P. and F.P. to get the total volume.
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.

72

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)

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 x 0.01m x 1.025 (density of sea water)
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 = r.GML / 100L
Where L = length of ship in meters
r = displacement in tonnes
Since GML BML , BML is obtained as per IL/
MCT 1 cm =r. GML / 100L = r(IL/ ) / 100L
=

I L x1.025
100 xL

(r = X1.025)

73

CB (Block Coefficient of Fineness):

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):

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. It is the ratio of CB to CM i.e.
CPL=

CB
CM

74

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.
CPV=

75

CB
CW

HYDROSTATIC CALCULATIONS FOR ZERO TRIM

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

HYDROSTATIC PROPERTIES
Moulded Volume of Displacement,
mld =h/3*v
Displacement in fresh water,
fw=mld*1.000
Displacement in sea water,
sw=mld*1.025
Water Plane Area,
Aw=(2h/3)*A
Longitudinal Centre of floatation from station 5,
LCF=h(M2-M1)/A
Longitudinal Centre of buoyancy from station 5,
LCB=h(M4-M3)/V
Vertical Centre of buoyancy above base,
KB=(VM)/V
Transverse moment of inertia,
IT=2h/9*IT
Transverse metacentre above centre of buoyancy,
BMT=IT/mld
Transverse metacentre above base,
KMT=KB+BMT
Longitudinal moment of inertia about station 5,
IL=(2h3/3)*IL
Longitudinal moment of inertia about LCF,
ILCF=IL-(Aw*LCF2)
Longitudinal metacentre above centre of buoyancy,
BML=ILcf/mld
Longitudinal metacentre above base,
KML=KB+BML
Tonnes per centimeter immersion,
TPC=(Aw *1.025)/100

Moment to change trim for 1 centimeter immersion,

MCT=( ILCF*1.025)/(100L)
Block coefficient of fineness,
Cb=mld/
(L*B*T)
Water plane area coefficient,
Immersed midship section area coefficient,
Prismatic coefficient,

Cw=Aw/(L*B)
Cm=Am/(B*T)
Cp=mld/(Am*L)

Negative sign indicates aft of midships

Positive sign indicates forward of amidships

76

UNITS
metres3
tonnes
tonnes
metres2
metres
metres
metres
metres4
metres
metres
metres4
metres4
metres
metres

1WL
3869.42
3869.42
3966.15
4205.96
7.17
7.42
0.52
236027.17
61.00
61.52
8898533.60
8682244.81
2243.81
2244.33
43.11

2WL
8276.51
8276.51
8483.42
4587.48
7.12
7.29
1.05
283520.70
34.26
35.30
10351537.50
10119059.86
1222.62
1223.67
47.02

tonne-m

404.51

471.46

0.58

0.59

0.63
0.95
0.60

0.66
0.95
0.62

3WL
12996.98
12996.98
13321.90
4838.31
6.97
7.20
1.58
314430.49
24.19
25.77
11441976.99
11206830.96
862.26
863.84
49.59

4WL
17927.80
17927.80
18376.00
5008.63
6.63
7.08
2.11
335569.71
18.72
20.82
12241730.53
12021448.70
670.55
672.65
51.34

5WL
23004.74
23004.74
23579.86
5140.30
6.18
6.93
2.63
352131.91
15.31
17.94
12883946.90
12687712.70
551.53
554.16
52.69

6WL
28196.59
28196.59
28901.51
5241.13
5.70
6.75
3.16
364620.92
12.93
16.09
13404234.80
13233991.34
469.35
472.51
53.72

7WL
33480.24
33480.24
34317.25
5324.70
5.17
6.54
3.69
374467.40
11.18
14.87
13869534.65
13727156.86
410.01
413.70
54.58

8WL
38842.50
38842.50
39813.57
5401.81
4.59
6.31
4.22
383963.53
9.89
14.10
14298697.86
14184808.55
365.19
369.40
55.37

9WL
44086.74
44086.74
45188.90
5477.74
3.95
5.95
4.73
392448.24
8.90
13.63
14764388.14
14678799.46
332.95
337.68
56.15

10WL
49600.72
49600.72
50840.74
5550.01
3.22
5.68
5.26
400010.59
8.06
13.32
15237700.61
15180193.17
306.05
311.30
56.89

11WL
55188.25
55188.25
56567.95
5626.61
2.38
5.39
5.79
407789.17
7.39
13.18
15766400.43
15734566.77
285.11
290.89
57.67

522.14

560.09

591.13

616.58

639.56

660.88

683.90

707.26

0.62
0.69
0.96
0.64

0.64
0.71
0.97
0.66

0.65
0.73
0.98
0.67

0.67
0.74
0.98
0.68

0.68
0.76
0.98
0.69

0.69
0.77
0.99
0.70

0.70
0.78
0.99
0.71

0.70
0.79
0.99
0.71

733.09
0.71

Negative sign indicates aft of midships

Positive sign indicates forward of amidships

77

0.80
0.99
0.72

12WL
60854.70
60854.70
62376.06
5707.31
1.51
5.07
6.32
415758.15
6.83
13.15
16355838.22
16342872.49
268.56
274.87
58.50

13WL
66606.27
66606.27
68271.42
5794.98
0.53
4.72
6.85
423548.44
6.36
13.21
17060021.51
17058377.80
256.11
262.96
59.40

14WL
72441.11
72441.11
74252.13
5878.36
-0.34
4.35
7.39
431663.52
5.96
13.35
17728205.70
17727512.74
244.72
252.10
60.25

15WL
78355.20
78355.20
80314.08
5945.94
-0.93
3.97
7.93
439128.18
5.60
13.53
18260863.02
18255733.92
232.99
240.91
60.95

16WL
84338.45
84338.45
86446.91
6016.01
-1.61
3.59
8.46
446265.47
5.29
13.75
18855150.09
18839473.18
223.38
231.84
61.66

17WL
90387.44
90387.44
92647.13
6078.93
-2.06
3.23
9.00
453506.90
5.02
14.02
19376786.73
19350999.75
214.09
223.09
62.31

18WL
96493.74
96493.74
98906.09
6132.79
-2.36
2.88
9.54
459882.91
4.77
14.30
19828940.74
19794868.09
205.14
214.68

18.2WL
97345.20
97345.20
99778.83
6142.88
-2.39
2.51
9.69
461270.20
4.74
14.43
19908534.54
19873299.82
204.15
213.84

62.86

62.96

761.43

794.77

825.94

850.55

877.75

901.58

922.26

925.92

0.72
0.81
0.99
0.73

0.73
0.82
0.99
0.73

0.73
0.83
0.99
0.74

0.74
0.84
0.99
0.75

0.75
0.85
0.99
0.75

0.76
0.86
0.99
0.76

0.76
0.87
0.99
0.77

0.76
0.87

Negative sign indicates aft of midships

Positive sign indicates forward of amidships

78

0.99
0.76

WETTED SURFACE AREA AT DRAFT=14.51 m

STATIONS
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

Wetted surface area =

HALF
GIRTHS(in m)

SM

PRODUCT FOR
AREA(in m2)

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

4.35
14.70
17.80
17.60
18.60
21.20
23.40
25.15
26.60
27.80
29.10
30.00
29.50
29.50
29.10
27.95
26.05
23.65
20.40
18.95
17.60
16.50
15.50

1.09
14.70
8.90
17.60
13.95
42.40
23.40
50.30
26.60
55.60
43.65
120.00
44.25
59.00
29.10
55.90
26.05
47.30
15.30
18.95
8.80
16.50
3.88
A=743.21 m2

2h
A = (2*22)* (743.21/3) = 10900.41 m2
3

Adding 2% of Wetted Surface area to the value obtained above for curvature of the fore
and aft direction Finalized wetted surface area =10900.41 + 2% of (10900.41)
=11118.42 m2

79

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.

Wetted surface area from empirical formula:

From Mumfords formula:
S= 1.025 L BP C B B 1.7 T m2
= 1.025 220 0.74 32 1.7 14.51 m2
= 1.025 195 23.68 24.67 m2
= 10902.25 m2
Dennys Formula:
S= 1.7 L T / T m 2
= 1.7 220 14.51 75591.30 / 14.51 m 2

=10636.34 m2
Where, L= Length between perpendiculars in m = 220 m
T= Draft in m = 14.51 m
= Moulded Volume of Displacement in m3 = 75591.30 m3

B= Moulded Breadth in m = 32 m
Cb= Block coefficient of Fineness=0.74

80

STABILITY
Cross curves of stability:
A vertical line through the centre of buoyancy will intersect the original vertical through
the centre of buoyancy, which is in the ships center line plane at a point called transverse
metacentre.
Curves of stability:
The ship is said to be in equilibrium if center of gravity, buoyancy and metacenter should
be in straight line.
a) Equilibrium:
In general, a rigid body is considered to be in state of equilibrium when the
resultants of all forces and moments acting on the body are zero. In this case, the resultant
of all gravity forces acting downwards and the resultant of the buoyancy of forces, acting
upward on the body are of equal magnitude and are applied in the same vertical line.
b) Stable Equilibrium:
If a floating body, initially at equilibrium is distributed by an external moment,
there will be a change in its angular altitude.
c) Unstable Equilibrium:
If a floating body, initially at equilibrium displaced from its original angular
altitude by an external force, continues to move in the same direction after the force is
removed, it is said to have unstable equilibrium.
d) Neutral Equilibrium:
The external moment remains in that displaced position when the external
moment is removed, the body is said to be neutral equilibrium.

81

Description of cross curves of stability:

To determine the moment of weight and buoyancy, tending to restore the ship to
the upright position at large angles of heel, it is necessary to know the distance from the
center of gravity, through which the weight force, W1 acts downwards, to the vertical line
through the center of buoyancy acts. This distance is called righting arm and is referred to
as GZ.
These cross curve of stability provide a means of presenting this distaner for any
probable. Since the displacement to W1L1 is the same as that to WL, it follows that the
volumes of the immersed and emerged wedges are equal. From the righting arm value,
the value of GM can be determined.

Residual Righting arm:

While a range of residual righting arm is not specified in these regulations, the
regulations state that the range should be examined and the cognizant administration
satisfied that they are adequate. This was traditionally done by approximate methods.
The distance GM is therefore important as an index of transverse stability at small angles
of heel, and is called the transverse Metacentric height. GZ is considered positive when
the moment of weight and buoyancy tends to rotate the ship toward the upright position,
GM is positive when M is above G, and negative when M is below G.

Metacentric height(GM) is often used as an index of stability when preparation of

stability curves for large angles has not been made.

The righting arm (GZ) is obtained using the above graph.

GZ = GM sin

82

The values of the GZ and GM depend on the weight that is to be displaced from the
original position.
GM =

w*d
W * tan

Righting arm, GZ = GM sin

For small angles of heel, sin = tan =

Main features of the GZ curve:

Certain features of the GZ curve are of particular significance and are useful parameters
with which to define the stability possessed by a given design. They include:

Slope at the origin: For small angles of heel, the righting lever is proportional to the
angle of inclination, the metacenter being effectively a fixed point. It follows that the
tangent to the GZ curve at the origin represents the Metacentric height.
Maximum GZ: This is proportional to the largest steady heeling moment that the ship
can sustain without capsizing, and its value and the angle at which it occurs are both
important.
Range of Stability: At some angle, often greater than 90 degrees, the GZ value reduces
to zero and becomes negative for larger inclinations. This angle is known as the angle of
vanishing stability and the range of angle for which GZ is positive is known as the range
of stability. For angles less than this, a ship will return to the upright state when the
heeling moment is removed.
Angle of deck edge immersion: For most ship forms, there is a point of inflexion in the
curve (as occurring at angle OA) corresponding roughly to the angle at which the deck
edge becomes immersed.

83

In general, of course, the angle at which the deck edge is immersed varies along the
length, but is within a fairly narrow band for the larger sections amidships which exert
more influence upon the stability. The point is not so much of interest in its own right as
in the fact that it provides guidance to the designer upon the possible effect on stability on
certain design changes.
Area under the curve: The area under the curve represents the ability of the ship to
absorb energy imparted to it by winds, waves or any other external agency. This concept
is developed in more distinguished manner.
The three stability conditions are

The distance GM is termed the Metacentric height and is said to be positive when M lies
above G. This is the condition of stable equilibrium, for should M lies below G and the
body is unstable. If M and G coincide the equilibrium is neutral.

STABILITY CALCULATIONS
(GM & GZ)
epth of the ship = 18.20 m
Draught of the ship = 14.51 m
From Hydrostatic Curves,
KMT = 13.44 m
84

GM = KM KG
KG = 0.6 times the depth of the ship
= 0.6 18.2
= 10.92 m
From Hydrostatic Curves,
KB = 5.4862
GM = 13.44 10.92
= 2.52 m
DYNAMICAL STABILITY
Dynamical stability gives the measure of energy that is required to heel the ship.
This means if a ship has more dynamical stability then more energy is required to heel the
ship. The sources of energy in the sea which heel the ship are wave energy and wind
energy.
Dynamical stability upto an angle of heel is calculated by finding out the area
under the GZ curve unto that particular angle of heel .
One square in the graph sheet represents
on X-axis ,
1sq = 2.5o = 2.5/57.3
= 0.043 radians

On Y axis,
1 sq = 0.2 m
Therefore, Dynamical stability of area within 1 square = 0.2
Total Dynamical Stability = Total number of squares
= 206.3

0.043 = 0.0086 m-radians

0.0086

0.0086 = 1.774 m- radians

85

FINALISED PARTICULARS OF THE SHIP

1) LENGTH BETWEEN PARTICULARS

-220 M

2) LENGTH OVERALL

-228.22 M

3) BREADTH (MOULDED)

-32 M

4) DEPTH (MOULDED)

-18.20 M

5) DRAUGHT (MOULDED)

-14.51 M

6) BLOCK COEFFICIENT OF FINENESS

-0.74

7) MIDSHIP SECTION AREA COEFFICIENT

-0.99

8) WATER PLANE AREA CO-EFFICIENT

-0.84

9) VERTICAL PRISMATIC CO-EFFICIENT

-0.88

10) LONGITUDINAL PRISMATIC CO-EFFICIENT

-0.75

9) MOULDED VOLUME OF DISPLACEMENT

BETWEEN A.P. AND F.P.
10) MOULDED DISPLACEMENT
BETWEEN A.P. AND F.P.
11) SPEED

- 75505.47 m3
- 77393.11 TONNES
-18 KNOTS

86

CHAPTER-8
TONNAGE CALCULATIONS
Purpose of tonnage measurement:
Dry-docking, towing charges and sometimes chartering fees are based
upon the gross tonnage.
Gross Registered Tonnage is used for crew accommodation as
requirements of crew accommodation depend on Gross Registered Tonnage.

DEFINITIONS:
(a) TONNAGE DECK:
The uppermost complete deck exposed to sea and weather fitted, as an integral
part of the ships structure , being a deck of all openings in weather portions of which are
fitted with permanent means of closing and below all openings in the sides of the ship are
fitted with permanent means of watertight closing and in a ship having a stepped upper
deck, the lowest line of the exposed deck and continuation of that line parallel to the
upper part of the line deck shall be taken as the tonnage deck.
(b)TONNAGE LENGTH:
The length of the tonnage deck shall be measured in a straight line in the central
line plane of the ship between the points at the forward & after ends of the deck, where
the underside of the deck or line of continuation thereof in way of breaks or discontinues
of the deck meets the inner side of the shell in ships constructed of metal or meets the
outer surface of the hull in ships constructed of any another material. Such length shall be
referred to as the tonnage length.
Tonnage length = 6.93 (aft) +195 (L.B.P.) +2.10 (forward) = 204.03 m

87

(c) TONNAGE BREADTH:

The Maximum breadth of the ship, measured amidships to the moulded line of
the frame in a ship with a metal shell at to the outer surface of the hull in a ship with a
shell of any other material.
(d) TONNAGE DEPTH:
The tonnage depth of a transverse section shall be the distance from the
underside of the tonnage deck at the center line to the upper side of the keel or bottom
plating in ships built of metal, or to the underside of the keel in ships built of wood and to
the outside of the hull in ships built of other material corrected by deducting 1/3 of the
round of beam in the case of ships where the tonnage deck is of parabolic form or in other
cases an equivalent deduction based on equal areas.
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=(7.6)+(220)+(2.13) =229.73 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

88

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
GROSS TONNAGE=

L B D
3.5

Where L= L.B.P. in m
B= moulded breadth in m
D = moulded depth in m
GROSS TONNAGE=

220 32 18.2
=36608.00 Tons
3.5

TL

PART 3

25% TL

PART 2

PART1

50%TL

25%TL

NO OF DIVISIONS:
PART 1

25% OF TL

NO OF
DIVISIONS
8

PART 2

50 % 0F TL

PART 3

25% OF 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.

89

Sectional areas obtained at intermediate levels from sectional area curve

Part 1
Sectional area in
m2 from
forward to aft

SM

Product for volume

0.00
126.15
240.75
350.70
449.55
517.20
563.10
591.75
605.40

1
4
2
4
2
4
2
4
1

0.00
504.60
481.50
1402.80
899.10
2068.80
1126.20
2367.00
605.40

V=9455.40 m3
Length of part I= 57.43 m
Volume (V1) = h/3 (product for volume)
= [57.43/(8*3) ] * 9455.40
= 22625.98 m3
Where h= 25% of tonnage length/ 8= 57.43/8 =7.18 m
Part 2

Sectional area in
m2 from forward
to aft

SM

Product for volume

605.40

605.40
90

605.25
599.10
593.70
592.05
591.60
588.15
594.00
507.15

4
2
4
2
4
2
4
1

2421.00
1198.20
2374.80
1184.10
2366.40
1176.30
2376.00
507.15

V=14209.35 m3

Length of part II = 114.87 m

Volume (V2) = h/3 (product for volume) = [114.87/(8*3)] 14209.35 = 68009.50 m3
Where h= 50% of tonnage length/ 8=14.36 m

Part 3

Sectional area in
m2 from
forward to aft

SM

Product for volume

507.15

507.15
91

464.25
411.90
353.10
288.75
216.90
135.75
62.85
0.00

4
2
4
2
4
2
4
1

1857.00
823.80
1412.40
577.50
867.60
271.50
251.40
0.00

V=6568.35 m3
Length of part III = 57.43 m
Volume (V3) = h/3 (product for volume) = [57.43/ (8*3)] * 6568.35
= 15717.51 m3
Where h= 25% of tonnage length/ 8= 57.43/8 = 7.18 m
Total volume up to the main deck = V1+V2+V3=22625.98 +68009.50 +15717.51
=106352.99 m3
Gross registered tonnage =K1 x V
K1 =0.2+ 0.02 Log 10V
K1 =0.2+ 0.02

5.03 = 0.30

Gross registered tonnage up to main deck = 0.30

106352.99 = 31905.90 Tons

CHAPTER - 9
RESISTANCE AND PROPULSION 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

92

forces arising from this modified pressure system resolved in the fore and aft direction
there is 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 motion, another set of forces also influence the motion of the ship.
Generally all fluids possess to a great 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
Frictional resistance (80% to 85%) and Residual resistance. Residual resistance
comprises of wave making resistance, eddy making resistance, appendage resistance and
air resistance. 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 are given in the form of charts.
The total resistance coefficient of the ship

93

RT
CT = 1
2
S V
2
Mass density of sea water at 30oc =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 = C F + CR + CA

Where CF = Frictional resistance coefficient.

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

LBP = 220 m

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

LOS = 5.39(aft of A.P.) + 220(L.B.P.) + 2.83(forward of F.P.) = 228.22 m.
Speed of ship V =15 knots = 18 0.5144 = 9.259 m/s.
Breadth of ship
Draft

= 32m

= 14.51 m

Mid ship sectional are coefficient () = 0.99

mld Moulded Volume of displacement between A.P. and F.P. = 75505.47 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

94

which is taken as 1% of Moulded Volume of displacement between AP and FP =

75505.47 + (1% of 75505.47) = 76260.52 m3
S Moulded wetted surface area of the ship = 11118.42 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 = ((11118.42
+1%of (11118.42)) =11229.60 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 2

; Where Rn =

VL

= Reynolds number

V = Velocity in m/sec. = 18 x 0.5144 = 9.259 m/sec

Los = Length of submerged portion at design load water line = 228.22 m

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

REYNOLDS NUMBER (Rn) =

VL 18 0.5144 228.22

2488.06 10 6
6

0.84931 10

FRICTIONAL RESISTANCE COEFFICIENT

95

CF =

log

0.075

10

(2488.06 10 6 ) 2

= 1.37 10-3
Correction for additional wetted surface area:
The correction for increasing the preparations to makes C F for appendages Wetted surface
area of the appendages (i.e.)
CF= CF. (S1/S)
Where S1 Wetted surface area of hull with appendages =11229.60 m2
S Wetted surface area of the hull. =11118.42 m2
CF =

S1 XCF
11229.60 1.37 10 3
=
= 1.38 10-3
11118.42
S

RESIDUARY RESISTANCE COEFFICIENT (CR):

Taylor - Gertler and Harvald Guldhammer Formula:
10 3 C R (10 Fn 0.84) 4 (10C P 3.3) 2 (10 3 C 4)0.0012 (10 3 C 0.05) 0.2(

B
2.5)0.17
T

Where,
Fn = Froude Number =0.196

C P =Longitudinal prismatic coefficient = 0.75

L= Length Between Perpendiculars = 220 m

10 3 C = 10 3

75505.47

3
=7.09
3 = 10 *
L
220 3

B = Moulded Breadth = 32 m
T = Moulded Draft = 14.51 m
32
(10 * 0.196 0.84) 4 (10 * 0.75 3.3) 2 (7.09 4)0.0012 (7.09 * 0.05) 0.2(
2.5)0.17
14.51

= 0.92
103CR = 0.92

96

CALCULATIONS OF INCREMENTAL RESISTANCE COEFFICIENT CA:

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.
103CA= 0.4
103CA= 0.2
103CA= 0
103CA= -0.2
103CA= -0.3

L105 m
L=150 m
L=200 m
L=250 m
L300 m
FOR VESSELS WITH

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

103CA for 228.22 m length is linear interpolation from above table between 200m and
250m length.
10 3 C A

FOR L = 228.22m,

0.2
( 228.22 200) 0.11
( 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 = (0.92+1.38-0.11+0.07+0.04) 10-3
CT =2.30 10-3
TOTAL RESISTANCE :( RT)

97

RT =

CT S V2 0.5

= (0.00231021 11118.42 (9.259) 2) 0.5

RT = 1119.16 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 = 1119.16 +
POWER: Effective power

1119.16 15
= 1287.04 KN
100

PE = RT X V = 1287.04

9.259 = 11916.70 KW

CHAPTER-10
PROPELLER DESIGN CALCULATIONS
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

98

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 called indicator,
which can record continuously the steam, or gas pressure throughout the length of the
piston travel.
Indicated power is for steam engines.
Brake power: brake power is the power measured at the crankshaft of main engine by
means of a mechanical, hydraulic or electrical brake. Brake 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 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 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 to propeller.
Propulsive Efficiency: The overall propulsive efficiency is measured as the ratio of
effective power to the engine power (Pe/Pi)

99

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. 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)

QPC = D = H

PE
O =
PD

R T V
PD

HULL EFFICIENCY :( H)
1 t

1 w

Hull efficiency is combined effect of hull and propeller; H =

VS V A
VS

TAYLORS WAKE FRACTION: wT =

Where, wT = Taylors wake fraction;

100

Vs = service speed of ship =9.259m/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 0.75) - 0.18 = 0.525-0.18 = 0.345
2. KRUGER (1976)
wT = 0.75 CB-0.24 where Cb=0.80 Block co-efficient of fineness
= (0.75

0.74)-0.24 = 0.555 0.24 = 0.32

3. TROUST FOR CARGO SHIPS

wT = 0.25 + 2.5 [CB-0.6] 2
= 0.25+2.5[0.74 0.6] 2 = 0.30
From the above values wT = 0.322 (Average)

THRUST DEDUCTION FRACTION (t):

1. HECKSCHER FOR CARGO SHIPS
t = 0.5CPl - 0.12
= 0.5x(0.75) - 0.12 = 0.255
2. DANCKWARDT FOR CARGO SHIPS
t = 0.5CB 0.15
= 0.5x(0.74) 0.15 = 0.22

101

3. SSPA FOR CARGO SHIPS

Cb

t = wT (1.57 2.3 x Cwp +1.5 Cb)

= 0.32 (1.57 ( 2.3

0.74
) + (1.5 x 0.74))
0.84

= 0.21
From the above values t =0.215 (Average of values from 2 & 3)
VELOCITY OF ADVANCE: VA = VS (1 - w)
VA =9.259(1 - 0.322)
= 6.28 m/s
THRUST REQUIRED:

RT
1287.04

(1 t ) (1 0.215)

T =

=1639.54 KN
HULL EFFICIENCY:

1 t

H =

1 WT

1 0.215
1 0.322

= 1.158

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

QUASI PROPULSIVE COEFFICIENT: ( D)

1) KELLER FORMULA D (for cargo ships)
D = 0.855 (0.00012

= 0.855 (0.00012

71

LBP )
220

102

N = RPM = 71, LBP =220 m

)= 0.728

2) DANCKWARDT FORMULA
D = 0.836 - 0.000165 N
= 0.836 (0.000165

71

1
6

(75505.47)

1
6

= 0.759
From the above values D = 0.743 (Average value)

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. = 71 rev/min. = 1.18 rev. /sec. (Chosen from preliminary selection
of Main Engine)

DELIVERED POWER: PD = PE/ D =

11916.70
0.743

16038.63KW in sea water at 30oc

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

PD =

16038.63
15647.44 KW , in fresh water at 30c
1.025

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

103

KQ

Where

PD N 2

5
2VA

PD is Delivered power = 15647.44 KW

N = revolution per second = 1.18
= Water density 1.021 t / m3
VA = advanced velocity = 6.28 m/s
KQ = Torque coefficient
J = advanced coefficient
1

KQ J
4

4=

15647.44 1.18 2

5
2 1.021 6.28

= 0.77

Space available for propeller at stern from the lines plan = y = 11600 mm
From IRS Rules minimum clearances of propeller are
Top clearance C (0.48 - 0.02 Z) RP
Bottom clearance 0.07xRP
Where Rp is Radius of Propeller.

The space available from the lines plan is 11.60 m, hence diameter of the propeller is
selected initially as, DP = 9.39 m
DIAMETER OF THE PROPELLER :( DP)
Propeller diameter DP

= Space available - Top clearance Bottom clearance

= 11.60 1.88 0.33
= 9.39 m

BLADE AREA RATIO:

AE
Where AE = Expanded blade area
AO

104

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 = 1639.54 KN
PO = static pressure + atmospheric pressure at CL of shaft
= gh + PA
DP = Propeller diameter (DP) = 9.39 m
h = Depth of Immersion of propeller shaft
= Draught - [DP /2 + Bottom clearance]
= 14.51 [4.695+0.33] = 9.49 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 9.49) 101325) 4242

= 192.13 KN/m2
K = 0.20 for high powered single screw ships
B.A.R =

AE
1.3 0.3 4 1639.54 0.20

AO
192.13 (9.39) 2

= 0.44

DATA FROM CHARTS: for

KQ 4 J

= 0.77

105

CHART

B4.40

B4.55

B.A.R.

0.40

0.55

Advance Coefficient, J at optimum D

0.571

0.575

Corresponding Pitch Ration, P/D

0.825

0.840

Open water efficiency (O)

0.633

0.632

1. ADVANCE COEFFICIENT (1/J):

AT B.A.R. = 0.40, 1/J = 1/0.571=1.75
B.A.R. = 0.55, 1/J = 1/0.575=1.74
AT B.A.R. = 0.44,
1/J = 1.75

(1.74 1.75)
0.44 0.40 1.747
0.55 0.40

ND P
6.28 1.747
1.747 DP =
= 9.30 m
VA
1.18

2. PITCH RATIO (P/D):

AT B.A.R. = 0.44

0.840 0.825 0.44 0.40

P
0.825
DP
0.55 0.40
= 0.829
P = 0.829 9.30= 7.71 m
3. OPEN WATER EFFICIENCY (O):
AT B.A.R. = 0.44
O = 0.633+

0.632 0.633 0.44 0.40

0.55 0.40

106

= 0.633

QUASI PROPULSIVE EFFICIENCY: D = H

O = PE / PD
=1.169 1.02 0.633=0.754

D = 0.754
R T V
D

Engine Deliver power PD =

1287.04 9.259
=15804.65 KW
0.754

On comparison of D obtained from the Trail 1 with D obtained from empirical formulas
(assumed value), there is a variation of 1.48 %. Therefore, 2ND Trail is done.

2NDTRIAL:
Assuming D = 0.754
DELIVERED POWER: PD = PE/ D =

11916.70
15804.64 KW in sea water at 30oc
0.754

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

PD =

15804.64
15419.16 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. = 71 rev/min. = 1.18 rev. /sec.

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

107

KQ

Where

PD N 2

5
2VA

PD is Delivered power = 15419.16 KW

N = revolution per second = 1.18
= Water density 1.021 t / m3
VA = advanced velocity = 6.28 m/s
KQ = Torque coefficient
J = advanced coefficient
1

KQ J
4

4=

15419.16 1.18 2

5
2 1.021 6.28

= 0.765

DIAMETER OF THE PROPELLER :( DP)

Propeller diameter DP

= 9.39 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 = 1639.54 KN
PO = static pressure + atmospheric pressure at CL of shaft
= gh + PA
DP = Propeller diameter (DP) = 9.39 m
h = Depth of Immersion of propeller shaft
= Draught - [DP /2 + Bottom clearance]

108

= 14.51 [4.695+0.33] = 9.49 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 9.49) 101325) 4242

= 192.13 KN/m2
K = 0.20 for high powered single screw ships
B.A.R =

AE
1.3 0.3 4 1639.54 0.20

AO
192.13 (9.39) 2

= 0.44

DATA FROM CHARTS: for

KQ 4 J

=0.978

CHART

B4.40

B4.55

B.A.R.

0.40

0.55

Advance Coefficient, J at optimum D

0.575

0.578

Corresponding Pitch Ration, P/D

0.815

0.830

Open water efficiency (O)

0.632

0.631

109

1. ADVANCE COEFFICIENT (1/J):

AT B.A.R. = 0.40, 1/J = 1/0.575= 1.74
B.A.R. = 0.55, 1/J = 1/ 0.578 =1.73
AT B.A.R. = 0.44,
1/J = 1.74

1/J =

1.73 1.74 0.44 0.40

=1.737
0.55 0.40

ND P
6.28 1.737
1.737 DP =
= 9.24 m
VA
1.18

2. PITCH RATIO (P/D):

AT B.A.R. = 0.44

0.830 0.815 0.44 0.40

P
0.815
DP
0.55 0.40
= 0.819
P = 0.819 9.24= 7.57 m

3. OPEN WATER EFFICIENCY (O):

AT B.A.R. = 0.42
O = 0.632+

0.631 0.632 0.44 0.40

0.55 0.40

O = 0.632

110

= 0.632

QUASI PROPULSIVE EFFICIENCY:

D = H

O = PE / PD = 1.158 1.02 0.632 = 0.753

D = 0.746
Which is less than 1% of variation from trail one. Hence further trail is not required
R T V
D

Delivered power (power reaching the propeller) PD =

=

1287.04 9.259
0.746

= 15974.13 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 P S 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.
Shaft Delivered Power Ps = (PD / 0.99) = 15974.13 / 0.96 = 16639.72 KW

FINALIZED PARTICULARS:
1. DIAMETER (DP)

= 9.24 m

2. PITCH (P)

= 7.57 m

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

= 0.44

4. DISC AREA (A0)

5. EXPANDED BLADE AREA (AE)

111

2
DP
(9.24) 2 =67.06 m2
4
4

= B.A.R A0= 0.44 67.06= 29.51 m

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

= 71 rev / min

7 NUMBER OF BLADES

=4

MAIN ENGINE DATA: SULZER RTA 72 U-B

1. POWER OF ENGINE (OUT PUT)

= 17680 KW

2.

LENGTH OF ENGINE

= 11.87 m

3.

BREADTH OF ENGINE

= 4.07 m

4.

HEIGHT OF ENGINE

= 11.675 m

5.

NUMBER OF CYLINDERS

= 8

6.

CYLINDER BORE

= 720 mm

7.

PISTON STROKE

= 2500 mm

8.

SPEED

= 71-99 R.P.M

9.

MEAN EFFECTIVE PRESSURE

= 18.3 bar

10.

FUEL OIL

= Heavy fuel oil

11.

BRAKE SPECIFIC FUEL

= 170 g/KWh.

RESISTANCE AND PROPULSION CALCULATIONS

(24 KNOTS)
(Using Guldhammer and Harvald method)
The total resistance coefficient of the ship
RT
CT = 1
2
S V
2

112

 Mass density of sea water at 30oc =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 = C F + CR + CA

Where CF = Frictional resistance coefficient.

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

LBP = 220 m

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

LOS = 5.39(aft of A.P.) + 220(L.B.P.) + 2.83(forward of F.P.) = 228.22 m.
Speed of ship V =18 knots = 24 0.5144 =12.35 m/s.
Breadth of ship
Draft

= 32m

= 14.51 m

Mid ship sectional are coefficient () = 0.99

mld Moulded Volume of displacement between A.P. and F.P. = 75505.47 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 =
75505.47 + (1% of 75505.47) = 76260.52 m3
S Moulded wetted surface area of the ship = 11118.42 m2
113

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 = ((11118.42
+1%of (11118.42)) =11229.60 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 2

; Where Rn =

VL

= Reynolds number

V = Velocity in m/sec. = 24 x 0.5144 = 12.35 m/sec

Los = Length of submerged portion at design load water line = 228.22 m

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

REYNOLDS NUMBER (Rn) =

VL 24 0.5144 228.22

3317.41 10 6
6

0.84931 10

FRICTIONAL RESISTANCE COEFFICIENT

CF =

log

0.075

10

(3317.41 10 6 ) 2

= 1.33 10-3
Correction for additional wetted surface area:
The correction for increasing the preparations to makes C F for appendages Wetted surface
area of the appendages (i.e.)
114

CF= CF. (S1/S)

Where S1 Wetted surface area of hull with appendages =11229.60 m2
S Wetted surface area of the hull. =11118.42 m2
CF =

S1 XCF
11229.60 1.33 10 3
=
= 1.34 10-3
11118.42
S

RESIDUARY RESISTANCE COEFFICIENT (CR):

Taylor - Gertler and Harvald Guldhammer Formula:
10 3 C R (10 Fn 0.84) 4 (10C P 3.3) 2 (10 3 C 4)0.0012 (10 3 C 0.05) 0.2(

B
2.5)0.17
T

Where,
Fn = Froude Number =0.265

C P =Longitudinal prismatic coefficient = 0.75

L= Length Between Perpendiculars = 220 m

10 3 C = 10 3

75505.47

3
=7.09
3 = 10 *
L
220 3

B = Moulded Breadth = 32 m
T = Moulded Draft = 14.51 m

(10 * 0.265 0.84) 4 (10 * 0.75 3.3) 2 (7.09 4)0.0012 (7.09 * 0.05) 0.2(

= 0.92
103CR = 0.92

115

32
2.5)0.17
14.51

CALCULATIONS OF INCREMENTAL RESISTANCE COEFFICIENT CA:

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.
103CA= 0.4
103CA= 0.2
103CA= 0
103CA= -0.2
103CA= -0.3

L105 m
L=150 m
L=200 m
L=250 m
L300 m
FOR VESSELS WITH

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

103CA for 228.22 m length is linear interpolation from above table between 200m and
250m length.
10 3 C A

FOR L = 228.22m,

0.2
( 228.22 200) 0.11
( 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 = (0.92+1.34-0.11+0.07+0.04) 10-3
CT =2.19 10-3

116

TOTAL RESISTANCE :( RT)

RT =

CT S V2 0.5

= (0.00221021 11118.42 (12.35) 2) 0.5

RT = 1904.56 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 24 knots +15% allowance

RT = 1904.56 +
POWER: Effective power

1904.56 15
= 2190.24 KN
100

PE = RT X V = 2190.24

117

12.35 = 27049.46 KW

PROPELLER DESIGN CALCULATIONS

(24 KNOTS)
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:

118

Indicated power: It is measured in cylinders by means of an instrument called indicator,

which can record continuously the steam, or gas pressure throughout the length of the
piston travel.
Indicated power is for steam engines.
Brake power: brake power is the power measured at the crankshaft of main engine by
means of a mechanical, hydraulic or electrical brake. Brake 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 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 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 to propeller.
Propulsive Efficiency: The overall propulsive efficiency is measured as the ratio of
effective power to the engine power (Pe/Pi)
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

119

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. 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)
QPC = D = H

PE
R V
= T
O =
PD
PD

HULL EFFICIENCY :( H)
1 t

1 w

Hull efficiency is combined effect of hull and propeller; H =

VS V A
VS

TAYLORS WAKE FRACTION: wT =

Where, wT = Taylors wake fraction;

Vs = service speed of ship =12.35 m/sec.

VA = Speed of advance in m/sec.

V A V S 1 wT

ESTIMATION OF WAKE FRACTION:

1. HECKSCHER FOR CARGO SHIPS
120

wT = 0.7 Cpl - 0.18 where Cpl=Longitudinal prismatic co-efficient=0.81

= (0.7 x 0.75) - 0.18 = 0.525-0.18 = 0.345
2. KRUGER (1976)
wT = 0.75 CB-0.24 where Cb=0.74 Block co-efficient of fineness
= (0.75

0.74)-0.24 = 0.555 0.24 = 0.32

3. TROUST FOR CARGO SHIPS

wT = 0.25 + 2.5 [CB-0.6] 2
= 0.25+2.5[0.74 0.6] 2 = 0.30
From the above values wT = 0.322 (Average)
THRUST DEDUCTION FRACTION (t):
1. HECKSCHER FOR CARGO SHIPS
t = 0.5CPl - 0.12
= 0.5x(0.75) - 0.12 = 0.255
2. DANCKWARDT FOR CARGO SHIPS
t = 0.5CB 0.15
= 0.5x(0.74) 0.15 = 0.22

3. SSPA FOR CARGO SHIPS

Cb

t = wT (1.57 2.3 x Cwp +1.5 Cb)

= 0.32 (1.57 ( 2.3

0.74
) + (1.5 x 0.74))
0.84

= 0.21
From the above values t =0.215 (Average of values from 2 & 3)

121

VELOCITY OF ADVANCE: VA = VS (1 - w)
VA =12.35(1 - 0.322)
= 8.37 m/s
THRUST REQUIRED:

RT
2190.24

(1 t ) (1 0.215)

T =

=2790.11 KN
HULL EFFICIENCY:

1 t

H =

1 WT
1 0.215
1 0.322

= 1.158

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

QUASI PROPULSIVE COEFFICIENT: ( D)

1) KELLER FORMULA D (for cargo ships)
D = 0.855 (0.00012

LBP )

= 0.855 (0.00012

100

220

N = RPM = 100, LBP =220 m

)= 0.677

2) DANCKWARDT FORMULA
D = 0.836 - 0.000165 N
= 0.836 (0.000165

100

(75505.47)

1
6

= 0.728
From the above values D = 0.71 (Average value)

122

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. = 100 rev/min. = 1.67 rev. /sec. (Chosen from preliminary selection
of Main Engine)

DELIVERED POWER: PD = PE/ D =

27049.46
0.71

38097.83KW in sea water at 30oc

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

PD =

38097.83
37168.61KW , in fresh water at 30c
1.025

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

Where

PD N 2

5
2VA

PD is Delivered power = 37168.61 KW

N = revolution per second = 1.67
= Water density 1.021 t / m3
VA = advanced velocity = 8.37 m/s
KQ = Torque coefficient

123

J = advanced coefficient
1

KQ J
4

4=

37168.61 1.67 2

5
2 1.021 8.37

= 0.79

Space available for propeller at stern from the lines plan = y = 11600 mm
From IRS Rules minimum clearances of propeller are
Top clearance C (0.48 - 0.02 Z) RP
Bottom clearance 0.07xRP
Where Rp is Radius of Propeller.

The space available from the lines plan is 11.60 m, hence diameter of the propeller is
selected initially as, DP = 9.39 m
DIAMETER OF THE PROPELLER :( DP)
Propeller diameter DP

= Space available - Top clearance Bottom clearance

= 11.60 1.88 0.33
= 9.39 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 = 2790.11 KN
PO = static pressure + atmospheric pressure at CL of shaft
= gh + PA

124

DP = Propeller diameter (DP) = 9.39 m

h = Depth of Immersion of propeller shaft
= Draught - [DP /2 + Bottom clearance]
= 14.51 [4.695+0.33] = 9.49 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 9.49) 101325) 4242

= 192.13 KN/m2
K = 0.20 for high powered single screw ships
B.A.R =

AE
1.3 0.3 4 2790.11 0.20

AO
192.13 (9.39) 2

= 0.61

DATA FROM CHARTS: for

KQ 4 J

= 0.79

CHART

B4.55

B4.70

B.A.R.

0.55

0.70

Advance Coefficient,1/ J at optimum D

1.86

1.82

Corresponding Pitch Ration, P/D

0.828

0.840

Open water efficiency (O)

0.595

0.594

1. ADVANCE COEFFICIENT (1/J):

125

AT B.A.R. = 0.55, 1/J =1.805

B.A.R. = 0.70, 1/J =1.802
AT B.A.R. = 0.61,
1/J = 1.805

(1.82 1.85)
0.61 0.55 1.85
0.70 0.55

ND P
8.37 1.85
1.747 DP =
= 9.30 m
VA
1.67

2. PITCH RATIO (P/D):

AT B.A.R. = 0.61

0.840 0.828 0.61 0.55

P
0.828
DP
0.70 0.55
= 0.833
P = 0.833 9.30= 7.75 m
3. OPEN WATER EFFICIENCY (O):
AT B.A.R. = 0.61
O = 0.595+

0.595 0.594 0.61 0.55

0.70 0.55

QUASI PROPULSIVE EFFICIENCY: D = H

= 0.595
O = PE / PD
=1.169 1.02 0.595=0.71

D = 0.754
R T V
D

Engine Deliver power PD =

2190.24 12.35
=38097.84 KW
0.71

126

On comparison of D obtained from the Trail 1 with D obtained from empirical formulas
(assumed value), there is no variation. Therefore, 2ND Trail is not required.
R T V
D

Delivered power (power reaching the propeller) PD =

=

2190.24 12.35
0.71

= 38097.84 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 P S 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.
Shaft Delivered Power Ps = (PD / 0.99) = 38097.84 / 0.995 = 38,289.29 KW

FINALIZED PARTICULARS (24 KNOTS) :

1. DIAMETER (DP)

= 9.30 m

2. PITCH (P)

= 7.75 m

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

= 0.61

4. DISC AREA (A0)

5. EXPANDED BLADE AREA (AE)

2
DP
(9.30) 2 =67.92 m2
4
4

= B.A.R A0= 0.61 67.06= 41.43 m

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

= 100 rev / min

7 NUMBER OF BLADES

=4

127

MAIN ENGINE DATA: SULZER RTA 96 C (24 KNOTS)

12. POWER OF ENGINE (OUT PUT)

= 38,430 KW

13. LENGTH OF ENGINE

= 13.92 m

14. BREADTH OF ENGINE

= 4.48 m

15. HEIGHT OF ENGINE

= 15.474 m

16. NUMBER OF CYLINDERS

= 7

17. CYLINDER BORE

= 960 mm

18. PISTON STROKE

= 2500 mm

19. SPEED

= 90-100 R.P.M

20. MEAN EFFECTIVE PRESSURE

= 18.2 bar

21.

FUEL OIL

= Heavy fuel oil

As the speed of the ship is changed to meet the present requirements the
dimensions of the main engine is also increased.This results to the change of the
design.The engine room length should be increased in order to fit the new engine.

CHAPTER 11
DESIGN OF GENERAL ARRANGEMENT AND CARGO
HANDLING SYSTEM

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

128

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 tanks

2.

Machinery spaces

3.

Crew, passenger and associated spaces

4.

Tanks (Double Bottom tanks, After Peak Tank, and Fore Peak Tank)

5.

Miscellaneous

Complement:
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, 2 nd Super
Structure Deck, 3rd Super Structure Deck and Navigation bridge deck.
Prior 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,0020E.R & catering. The deck department under captain comprises of chief officer,
129

2nd, 3rd, 4th and 5

Th

officers, boatswain (to repair life boat) 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 (2 nd, 3rd, 4th & 5th), electrical
engineer, 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:

OFFICERS
Captain
Engineers
Deck
Officers
Electrical
Catering
Laundry
Cadets
Total
Others
Owner.

1
5
5

PETTY
OFFICERS
3
3

1
2
14

1
7

CREW
9
6
4
1
20

1
130

Pilot
Suez canal
crew
Total Crew

1
6
49

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)

131

450+2x220 = 890 mm

900mm (Assumed value) ------- > (1)

For longitudinal framing

frame spacing = 550+2L = 550+2x220 = 990mm.

1000mm (Assumed value)

------- > (2)

Note: This is also taken as a equal division of moulded breadth i.e. 32 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.
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

Length L,m
65

Total number of bulkheads

Machinery
Machinery aft
amidships
3

>65 85

>85 90

>90 105

>105 115

>115 125

>125 145

>145 165

7
132

7
8
>165 190

>190

to be considered

individually

For the ship length L= 220 m, machinery is located in the aft

Number of bulkheads=8
Collision bulkhead:
The collision bulkhead position is given by not more than 0.08L L 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.

COLLISION BULKHEAD POSITION

Distance of collision
Arrangement

a)
b)

Length LL, m
LL 200
LL > 200
LL 200
LL > 200

bulkhead aft of Forward

perpendicular
minimum
Maximum
0.05 LL
0.08 LL
10
0.08 LL
0.05 LL f1
0.08 LL - f1
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

133

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 = 220.08 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= 2.83 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 =220.08 m
f2 = G/2
=2.83/2
f2 = 1.415 m
Minimum = 10-f2 =10- 1.415 = 8.585m;
Maximum = 0.08 LL f2 = (0.08 x 220.08)-1.415 = 16.19 m
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= 7.70 m
Distance from the A.P. to after peak bulkhead = 7.80 m
Double Bottom Height:

134

According to IRS,
Centre girder is to have a depth of not less than that given by:
DDB = 250+20B+50T
B = 32 m
T = 14.51 m

DDB = 250+20(32) +50(14.51) =1615.50 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
ds = 0 .5

a).

b).

Dwt
m
20000

ds = 0.5 + (55000/20000) = 3.25 m

ds = 2 m

Minimum double side shell width

ds = 2 m

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.

135

Diameter of the propeller = 9.24 m

R=Radius of the propeller=9.24/2 =4.62 m
At 0.7 R = 3.234 m
a > 0.1 D ; a > 0.924
b > (0.35-0.02Z) D; b >2.087
c > (0.24-0.01Z) D; c>1.570
e >= 0:035D; e>=0.323
f should be as maximum as possible.
The bottom clearance is taken as, e=0.323m
H=Height of the shaft from base line=R + 271 mm= 4.62 +0.323 = 4.943m
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)
= 4943 -1570 -50-60 mm
= 3.26 m
Note: Selected Engine is RTA 72 U-B
Rudder: Area of rudder, Ar=

TL
100

1 25
L

2
m =

14.51 220
32

1 25
100
220

= 48.81 m2
Area of Rudder is considered as approximately 48.81 m2
Accommodation
136

2
m

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
AREA ( m2)
S.NO
.
1
2
3
4
5
6
7

DESCRIPTION
Meat Stores
Vegetable Stores
Fish Stores
Dairy Products
Dry provision Room
Handling Room
Linen Stores

LENGTH
(m)
4.00
7.59
5.00
3.49
3.92
2.81
4.80

BREADT
H (m)
4.00
5.00
4.00
2.00
2.92
5.00
2.00

137

RULE

ACTUAL
16.00
37.95
20.00
6.98
11.45
14.05
9.60

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

8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28

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

4.80
5.60
1.79
4.80
4.00
6.40
2.40

2.00
1.56
1.40
2.00
4.00
5.98
2.00

9.60
8.74
2.51
9.60
16.00
38.27
4.80

Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck

4.80

3.00

14.40

Upper deck

3.20
3.20

4.40
1.65

1.0 per officer

14.08
5.28

Upper deck

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

3.20
3.20
2.42

5.00
1.70
4.00

0.7 per crew

16.00
5.44
9.68

Upper deck

4.21
4.80
3.20
4.00
4.00
4.00
3.20
1.60

2.00
2.92
6.60
2.40
3.20
2.40
2.65
2.00

8.42
14.02
21.12
9.60
12.80
9.60
8.48
3.20

Upper deck

3.75 per rating

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

Upper deck

Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck

SUPER STRUCTURE DECK - 1

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

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

LENGTH
(m)
4.00
4.80
4.80
4.80
4.00
4.00
1.60
6.71
5.60
3.20
4.00
4.00
3.20
6.40
3.20

138

BREADTH
(m)
2.00
3.00
4.00
4.00
3.33
3.33
2.00
2.21
3.00
5.00
2.00
3.00
5.00
3.00
3.00

RULE

7.5
7.5
7.5
7.5

ACTUAL
8.00
14.40
19.20
19.20
13.32
13.32
3.20
14.83
16.80
16.00
8.00
12.00
16.00
19.20
9.60

LOCATION

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

44
45
46
47
48

Deck office
Fifth Officer
Third Engineer
Fourth Officer
Third Officer

4.00
4.00
4.00
4.00
4.00

2.00
4.00
4.00
4.00
4.00

7.5
7.5
7.5
7.5

8.00
16.00
16.00
16.00
16.00

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

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

4.00
4.00

2.35
4.00

7.5
7.5

9.40
16.00

SS-2
SS-2

2.40

4.00

7.5

9.60

SS-2

4.00
6.40
1.60

4.00
3.00
2.00

7.5
7.5

16.00
19.20
3.20

SS-2
SS-2
SS-2

4.00

3.00

12.00

SS-2

4.00
4.00
6.00
3.20

5.00
2.00
1.87
5.00

20.00
8.00
11.22
16.00

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

7.5 per
officer
1.0 per
person

SUPER STRUCTURE DECK - 3

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

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

LENGTH(m)
2.22
4.00
2.20
4.00
4.00
4.00
1.60
4.00
4.00
4.00

139

BREADTH(m)
4.00
4.00
4.00
4.00
3.00
3.00
2.00
3.00
3.00
3.00

RULE
7.5
7.5

7.5
7.5

7.5
7.5

ACTUAL
8.88
16.00
8.80
16.00
12.00
12.00
3.20
12.00
12.00
12.00

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

NAVIGATION BRIDGE DECK

AREA ( m2)
S.NO
.
70
71
72
73
74

DESCRIPTION
Wheel House
Chart Room
Battery Room
Pilot cabin
Toilet

LENGTH(m)
3.2
4.8
1.73
4.8
1.26

BREADTH(m)
8
3
1.95
4
1

RULE

ACTUAL
25.6
14.4
3.3735
19.2
1.26

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

CHAPTER-12
CAPACITY CALCULATIONS
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

140

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.

a) Moulded volume of double bottom tanks:

1. For double bottom 1 (frame no. 214 to 254)
Frame spacing = 700 mm;
Length = 28.00 m, Height of double bottom = 1.9m
h=Common interval=length= 3.5 m (Sectional areas are lifted from double bottom
sectional area curve at equal intervals)
Sectional
areas
(m2) From
aft to fwd
31.67
28.16
24.73

Simpsons
multipliers

1
4
2

Product for
volume

Longitudinal
Levers

(m3)
31.67
112.64
49.46
141

moment of
volume (m4)

0
1
2

0
112.64
98.92

21.41
18.26
15.41
12.92
10.58
8.53

4
2
4
2
4
1

85.64
36.52
61.64
25.84
42.32
8.53
V =454.

3
4
5
6
7
8

256.92
146.08
308.2
155.04
296.24
68.24
M 1 =1442.2

26

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

9.

baseline
31.35
28.49
25.63
22.76
19.88
17.00
14.19
11.65
9.46

1
4
2
4
2
4
2
4
1

31.35
113.96
51.26
91.04
39.76
68.00
28.38
46.60
9.46
M 2 = 479.81

1959.22 m4
V =

h V

L.C.G. =

3.5 454.26
= 529.97 m3
3

M1
5889.31
=
=11.11 m from fr.214
529.97
V

142

h2 M1
3

3.5 2 1442.28 =588

3

31 m4
2

h M2
3

3.5 479.81 =
3

V.C.G. =

M 2 1959.22
=
= 3.67 m above base line.
529.97
V

2. For double bottom 2 (frame no. 180 to 214)

Length = 28.40 m
Height of double bottom = 1.9m
h=Common interval=length= 3.55 m

Sectional
areas (m2)

Simpsons

Product for

From aft to

multipliers

volume (m3)

fwd
52.42
50.86
48.99
46.82
44.35
41.58
38.51
35.18
31.67

1
4
2
4
2
4
2
4
1

52.42
203.44
97.98
187.28
88.7
166.32
77.02
140.72
31.67
V =1045.

Longitudinal
Lever

moment of
volume (m4)

0
1
2
3
4
5
6
7
8

0
203.44
195.96
561.84
354.8
831.6
462.12
985.04
253.36
M 1 =3848.1

55

Vertical moments
at station w.r.t.
baseline
53.29
51.31
48.74
45.88
42.97
40.07
37.16
34.26
31.35

Simpsons

Product for vertical moment

multipliers

of volume (m4)

1
4
2
4
2
4
2
4
1

53.29
205.24
97.48
183.52
85.94
160.28
74.32
137.04
31.35
M 2 = 1028.46

143

M1 =

h2 M1

M2 =

h M2

V =

h V

3
3

3.55 2 3848.16
=16165.48 m4
3

3.55 1028.46
= 1217.01m4
3

3.55 1045.55
= 1237.23 m3
3

L.C.G. =

M 1 16165.48
=
=13.07 m from fr.180
1237.23
V

V.C.G. =

M 2 1217.01
=
= 0.98m above base line.
1237.23
V

3. For double bottom 3 (frame no.148 to 180)

Frame spacing = 900 mm
Length = 28.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.6 m

Sectional
areas (m2)

Simpsons

Product for

From aft to

multipliers

volume (m3)

fwd
56.83
56.76
56.63
56.41
56.04
55.48
54.71
53.7
52.42

1
4
2
4
2
4
2
4
1

56.83
227.04
113.26
225.64
112.08
221.92
109.42
214.8
52.42
V
=1333.4

144

Longitudinal
Levers

moment of
volume (m4)

0
1
2
3
4
5
6
7
8

0
227.04
226.52
676.92
448.32
1109.6
656.52
1503.6
419.36
M
1 =5267.8

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

baseline
55.00
55.00
55.00
55.00
55.00
55.00
54.91
54.44
53.29

1
4
2
4
2
4
2
4
1

55.00
220.00
110.00
220.00
110.00
220.00
109.82
217.76
53.29
M 2 = 1315.87

M1 =

h2 M1

M2 =

h M2

V =

h V

3.6 2 5267.88
=22757.24 m4
3

3.6 1315.87
=1579.04 m4
3

3
3
3

3.6 1333.41
=1600.09 m3
3

L.C.G. =

M1
22757.24
=
=14.22 m from fr.148
1600.09
V

V.C.G. =

M 2 1579.04
=
= 0.986 m above base line.
1600.09
V

4. For double bottom 4 (frame no.116 to 148)

Frame spacing = 900 mm
Length =28.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.6 m

145

Sectional

Longitudinal

areas (m2)

Simpsons

Product for

From aft to

multipliers

volume (m3)

fwd
55.64
55.98
56.26
56.47
56.64
56.75
56.82
56.84
56.83

1
4
2
4
2
4
2
4
1

55.64
223.92
112.52
225.88
113.28
227
113.64
227.36
56.83
V =1356.0

Levers

moment of
volume (m4)

0
1
2
3
4
5
6
7
8

0
223.92
225.04
677.64
453.12
1135
681.84
1591.52
454.64

Vertical moments at

Simpsons

Product for vertical moment of

station w.r.t. baseline

multipliers

volume (m4)

55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00

1
4
2
4
2
4
2
4
1

55.00
220.00
110.00
220.00
110.00
220.00
110.00
220.00
55.00
M 2 = 1320.00

h2 M1
3

3.6 2 5442.72
= 23512.55 m4
3

146

=5442.72

M1

M2 =

h M2

V =

h V

3
3

=
=

3.6 1320.00
= 1584.00 m4
3

3.6 1356.07
= 1627.28 m3
3

L.C.G. =

M1
23512.55
=
= 14.45 m
1627.28
V

V.C.G. =

M 2 1584.00
=
= 0.973=rounded off to 1.00 m above base line.
1627.28
V

5. For double bottom 5 (frame no. 84 to 116)

Frame spacing = 900 mm
Length =28.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.6m

Sectio
nal areas (m2)
From aft to fwd
44.17
46.9
49.36
51.39
52.88
53.92
54.66
55.21
55.64
Vertical

Simpson

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

44.17
187.6
98.72
205.56
105.76
215.68
109.32
220.84
55.64
V =
Product for vertical
1243.29
moment of volume (m4)

moments at

Simpson

station w.r.t.

multipliers

baseline
47.71
50.45
52.70
54.15
54.79
54.98
55.00
55.00
55.00

1
4
2
4
2
4
2
4
1

47.71
201.80
105.40
216.60
109.58
219.92
110.00
147
220.00
55.00
M 2 = 1286.01

Longitudinal
Levers

moment of

0
1
2
3
4
5
6
7
8

volume (m4)
0
187.6
197.44
616.68
423.04
1078.4
655.92
1545.88
445.12

= 5150.08

M1 =

h2 M1

M2 =

h M2

V =

h V

3
3
3

=
=

3.6 2 5150.08
= 22248.34 m4
3

3.6 1286.01
= 1543.21 m4
3

3.6 1243.29
= 1491.95 m3
3

L.C.G. =

M1
22248.34
=
= 14.91m from fr.84
1491.95
V

V.C.G. =

M2
1543.21
=
= 1.03 m above base line.
1491.95
V

6. For double bottom 6 (frame no. 57 to 84)

Frame spacing = 900 mm
Length =24.30 m
Height of double bottom = 1.9m
h=Common interval=length= 3.0375 m

148

Sectional areas
(m2) From aft to
fwd
24.34
26.95
29.55
32.11
34.61
37.04
39.43
41.8
44.17

Simpson

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

24.34
107.8
59.1
128.44
69.22
148.16
78.86
167.2
44.17
V =

Longitudinal
Levers

moment of volume

0
1
2
3
4
5
6
7
8

(m4)
0
107.8
118.2
385.32
276.88
740.8
473.16
1170.4
353.36
M
1 =3625.92

827.29m3

m4

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

baseline
25.78
28.70
31.68
34.64
37.48
40.16
42.73
45.23
47.71

1
4
2
4
2
4
2
4
1

25.78
114.80
63.36
138.56
74.96
160.64
85.46
180.92
47.71
M 2 = 892.19 m4

903.34 m4
V =

h V
3

3.0375 827.29
= 837.63 m3
3

L.C.G. =

M 1 11151 .40
=
= 13.31 m from fr.57
837.63
V

V.C.G. =

M2
903.34
=
= 1.08 m above base line.
837.63
V

149

M1 =

h2 M1
3

3.0375 2 3625.92
3

=
=

11151.40 m4
M2 =

h M2
3

3.0375 892.19
3

=
=

7. For Slop tank double bottom (frame no. 52 to 57)

Note: This Double bottom is calculated for the purpose of calculations
Frame spacing = 900 mm
Length =4.7 m
Height of double bottom = 1.9m
h=Common interval length= 0.5875m
Sectional

Longitudinal

areas (m2)

Simpson

Product for

Levers

From aft to

multipliers

volume (m3)

from fr.47

fwd
20.51
20.98
21.46
21.94
22.42
22.9
23.38
23.86
24.34

1
4
2
4
2
4
2
4
1

20.51
83.92
42.92
87.76
44.84
91.6
46.76
95.44
24.34

0
1
2
3
4
5
6
7
8

V = 538.09 m3

moment of volume
(m4)
0
83.92
85.84
263.28
179.36
458
280.56
668.08
194.72
M
1 =2213.76
m4

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

baseline
21.71
22.20
22.70
23.20
23.71
24.22
24.74
25.26
25.78

1
4
2
4
2
4
2
4
1

21.71
88.80
45.40
92.80
47.42
96.88
49.48
101.04
25.78
M
2 = 569.31 m4
150

M1 =

h2 M1
3

0.5875 2 2213.76
3

254.70 m4

=
=

M2 =

h M2

V =

h V

0.5875 569.31
= 111.49 m4
3

0.5875 538.09
= 105.37 m3
3

L.C.G. =

M1
254.70
=
= 2.41 m from fr.52
105.37
V

V.C.G. =

M2
111 .49
=
= 1.06 m above base line.
105
.37
V

8. For Pump Room double bottom (frame no. 49 to 52)

Frame spacing = 900 mm
Length =2.7 m
h=Common interval length= 0.3375 m
Sectional
areas
(m2)
From aft
to fwd
18.27
18.54
18.82
19.1
19.38
19.66
19.94
20.23
20.51

Simpson

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

18.27
74.16
37.64
76.4
38.76
78.64
39.88
80.92
20.51
V
= 465.18
3

151

Levers

Longitudinal

from

moment of volume

fr.44

(m4)

0
1
2
3
4
5
6
7
8

0
74.16
75.28
229.2
155.04
393.2
239.28
566.44
164.08

=1896.68 m4

Vertical
moments at

Simpsons

Product for vertical

station w.r.t.

multipliers

moment of volume (m4)

baseline
19.42
19.70
19.98
20.27
20.55
20.84
21.13
21.42
21.71

1
4
2
4
2
4
2
4
1

19.42
78.80
39.96
81.08
41.10
83.36
42.26
85.68
21.71
M
2 = 493.37 m4

M1 =

h2 M1
3

0.3375 2 1896.68
3

=
=

72.01 m4
M2 =

h M2
3

0.3375 493.37
3

=
=

55.50 m4
V =

h V
3

0.3375 465.18
= 52.33 m3
3

L.C.G. =

M1
72.01
=
= 1.38 m from fr.49
52.33
V

V.C.G. =

M2
55.50
=
= 1.06 m above base line.
52.33
V

b) CAPACITIES OF HOLDS (including wing tanks)

1(b). HOLD NO.1 (frame no. 214 to 254)
Frame spacing = 700 mm;
Length = 28.00 m
Height of double bottom = 1.9m
h=Common interval=length= 3.5 m (Sectional areas are lifted from double bottom
sectional area curve at equal intervals)

152

Sectional

Sectional
areas (m2)

areas of

Sectional

double

area in

bottom

Hold

(m2)
31.67
28.16
24.73
21.41
18.26
15.41
12.92
10.58
8.53

501.43
478.84
450.92
418.09
380.29
336.19
285.73
234.82
182.42

From aft to
fwd
533.10
507.00
475.65
439.50
398.55
351.60
298.65
245.40
190.95

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

501.43
1915.36
901.84
1672.36
760.58
1344.76
571.46
939.28
182.42
V =
8789.49

Levers

Longitudinal

from

moment of

fr.214

volume (m4)

0
1
2
3
4
5
6
7
8

0
1915.36
1803.68
5017.08
3042.32
6723.8
3428.76
6574.96
1459.36
M1 =
29965.32

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
31.35
28.49
25.63
22.76
19.88
17.00
14.19
11.65
9.46

hold
5579.65
5402.51
5162.37
4864.24
4511.12
4087
3556.81
2944.35
2297.54

1
4
2
4
2
4
2
4
1

5579.65
21610.04
10324.74
19456.96
9022.24
16348
7113.62
11777.4
2297.54
M 2 = 103530.19

5611
5431
5188
4887
4531
4104
3571
2956
2307

M1 =

h2 M1

M2 =

h M2

=
=

3.5 2 29965.32
= 122358.39 m4
3

3.5 103530.19
= 120785.22 m4
3

153

V =

h V
3

3.5 8789.49
= 10254.40 m3
3

L.C.G. =

M 1 122358.39
=
= 11.93 m from fr.214
10254.40
V

V.C.G. =

M2
122358.39
=
= 11.93 m above base line.
10254.40
V

2(b) HOLD NO.2 (frame no. 180 to 214)

Length = 28.40 m
Height of double bottom = 1.9m
h=Common interval=length= 3.55 m

Sectional
areas (m2)
From aft to
fwd
605.70
605.55
604.05
600.45
594.15
584.70
571.65
554.70
533.10

Sectional
areas of

Sectional

double

area in

bottom

Hold

(m2)
52.42
50.86
48.99
46.82
44.35
41.58
38.51
35.18
31.67

553.28
554.69
555.06
553.63
549.80
543.12
533.14
519.52
501.43

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

553.28
2218.76
1110.12
2214.52
1099.6
2172.48
1066.28
2078.08
501.43
V =
13014.55

154

Levers

Longitudinal

from

moment of

fr.180

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
2218.76
2220.24
6643.56
4398.4
10862.4
6397.68
14546.56
4011.44
M1 =
51299.04

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
53.29
51.31
48.74
45.88
42.97
40.07
37.16
34.26
31.35

hold
5634.71
5692.69
5746.26
5788.12
5812.03
5809.93
5775.84
5702.74
5579.65

1
4
2
4
2
4
2
4
1

5634.71
22770.76
11492.52
23152.48
11624.06
23239.72
11551.68
22810.96
5579.65
M 2 = 137856.54

5688
5744
5795
5834
5855
5850
5813
5737
5611

M1 =

h2 M1

M2 =

h M2

V =

h V

3
3
3

=
=

3.55 2 51299.04
= 215498.71 m4
3

3.55 137856.54
= 163130.24 m4
3

3.55 13014.55
= 15400.55 m3
3

L.C.G. =

M1
245498.71
=
= 15.94 m from fr.180
15400.55
V

V.C.G. =

M2
163130.24
=
= 10.59 m above base line
15400.55
V

3(b) HOLD NO.3 (frame no.148 to 180)

Frame spacing = 900 mm
Length = 28.80 m
155

Height of double bottom = 1.9m

h=Common interval=length= 3.6 m

Sectional
areas (m2)
From aft to
fwd
595.95
597.00
598.20
599.55
601.05
602.55
603.90
604.95
605.70

Sectional
areas of

sectional

double

area in

bottom

Hold

(m2)
56.83
56.76
56.63
56.41
56.04
55.48
54.71
53.70
52.42

539.12
540.24
541.57
543.14
545.01
547.07
549.19
551.25
553.28

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

539.12
2160.96
1083.14
2172.56
1090.02
2188.28
1098.38
2205.00
553.28
V =
13090.74

Levers

Longitudinal

from

moment of

fr.148

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
2160.96
2166.28
6517.68
4360.08
10941.40
6590.28
15435.00
4426.24
M1 =
52597.92

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
55.00
55.00
55.00
55.00
55.00
55.00
54.91
54.44
53.29

hold
5321
5342
5367
5348
5435
5478
5526.09
5578.56 156
5634.71

5376
5397
5422
5403
5490
5533
5581
5633
5688

1
4
2
4
2
4
2
4
1

5321
21368
10734
21392
10870
21912
11052.18
22314.24
5634.71
M 2 = 130598.13

M1 =

h2 M1

M2 =

h M2

V =

h V

3.6 2 52597.92
= 227223.10 m4
3

3.6 130598.13
= 156717.75 m4
3

3
3
3

3.6 13090.74
= 15708.88 m3
3

L.C.G. =

M1
227223.10
=
= 14.46 m from fr.148
15708.88
V

V.C.G. =

M2
156717.75
=
= 9.98 m above base line.
15708.88
V

4(b) HOLD NO.4 (frame no.116 to 148)

Frame spacing = 900 mm
Length =28.80 m
Height of double bottom = 1.9m
h=Common interval=length= 3.6 m

Sectional
areas (m2)
From aft to
fwd
591.60
591.90
592.20
592.65
593.10
593.55
594.30
595.05
595.95

Sectional
areas of

sectional

double

area in

bottom

Hold

(m2)
55.64
55.98
56.26
56.47
56.64
56.75
56.82
56.84
56.83

535.96
535.92
535.94
536.18
536.46
536.80
537.48
538.21
539.12

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

535.96
2143.68
1071.88
2144.72
1072.92
2147.20
1074.96
2152.84
539.12

157

Levers

Longitudinal

from

moment of

fr.116

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
2143.68
2143.76
6434.16
4291.68
10736.00
6449.76
15069.88
4312.96

V =
12883.28

51581.88

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
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00

hold
5269
5265
5263
5264
5268
5268
5288
5303
5321

1
4
2
4
2
4
2
4
1

5269
21060
10526
21056
10536
21072
10576
21212
5321
M 2 = 126628.00

5324
5320
5318
5319
5323
5323
5343
5358
5376

M1 =

h2 M1

M2 =

h M2

V =

h V

3
3
3

=
=

3.6 2 51581.88
= 222833.72 m4
3

3.6 126628.00
= 151953.6 m4
3

3.6 12883.28
= 15459.99 m3
3

L.C.G. =

M1
222833.72
=
= 14.41 m from fr.116
15459.99
V

V.C.G. =

M2
151953.6
=
= 9.82 m above base line.
15459.99
V

5(b) HOLD NO.5 (frame no. 84 to 116)

Frame spacing = 900 mm
Length =28.80 m

158

Height of double bottom = 1.9m

h=Common interval=length= 3.6 m
Sectional

Sectional
areas (m2)

areas of

Sectional

double

area in

bottom

Hold

(m2)
44.17
46.90
49.36
51.39
52.88
53.92
54.66
55.21
55.64

526.28
530.60
533.39
534.96
535.72
536.03
536.04
535.94
535.96

From aft to
fwd
570.45
577.50
582.75
586.35
588.60
589.95
590.70
591.15
591.60

Simpsons

Product for

multipliers

volume (m3)

1
4
2
4
2
4
2
4
1

526.28
2122.40
1066.78
2139.84
1071.44
2144.12
1072.08
2143.76
535.96
V =
12822.66

Levers

Longitudinal

from

moment of

fr.84

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
2122.40
2133.56
6419.52
4285.76
10720.60
6432.48
15006.32
4287.68
M1 =
51408.32

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
47.71
50.45
52.70
54.15
54.79
54.98
55.00
55.00
55.00

hold
5327.29
5331.55
5328.30
5318.85
5306.21
5295.02
5285.00
5276.00
5269.00

1
4
2
4
2
4
2
4
1

5327.29
21326.2
10656.6
21275.4
10612.42
21180.08
10570
21104
5269
M 2 = 127320.99

5375.00
5382.00
5381.00
5373.00
5361.00
5350.00
5340.00
5331.00
5324.00

M1 =

h2 M1
3

3.6 2 51408.32
= 222083.94 m4
3

159

M2 =

h M2

V =

h V

3
3

=
=

3.6 127320.99
= 152785.19 m4
3

3.6 12822.66
= 15387.19 m3
3

L.C.G. =

M1
222083.94
=
= 14.43 m from fr.84
15387.19
V

V.C.G. =

M 2 152785.19
=
= 9.93 m above base line.
15387.19
V

6(b) HOLD NO.6 (frame no. 57 to 84)

Frame spacing = 900 mm
Length =24.30 m
Height of double bottom = 1.9m
h=Common interval length= 3.0375 m

160

Sectional
areas

Sectional

(m2) areas

of

From aft to double

2

fwd
468.15
486.75
503.70
518.85
532.35
544.20
554.40
563.25
570.45

bottom (m )
24.34
26.95
29.55
32.11
34.61
37.04
39.43
41.80
44.17

Sectional
area

in

Hold

Simpsons

Product for

multipliers

volume (m3)

443.81
459.80
474.15
486.74
497.74
507.16
514.97
521.45
526.28

1
4
2
4
2
4
2
4
1

443.81
1839.20
948.30
1946.96
995.48
2028.64
1029.94
2085.80
526.28

V =

Levers

Longitudinal

from

moment

fr.52

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
1839.20
1896.60
5840.88
3981.92
10143.20
6179.64
14600.60
4210.24

11844.41

Vertical

Vertical

48692.28

Vertical

moments at moments of moment

at Simpsons

Product for

station w.r.t. double

station

in multipliers

moment of volume (m4)

baseline

hold
4855.22
4967.3
5063.32
5142.36
5205.52
5253.84
5290.27
5313.77
5327.29

bottom
25.78
28.70
31.68
34.64
37.48
40.16
42.73
45.23
47.71

4881.00
4996.00
5095.00
5177.00
5243.00
5294.00
5333.00
5359.00
5375.00

M1 =

h2 M1

M2 =

h M2

V =

h V

3.0375 2 48692.28
= 149751.58 m4
3

3.0375 124009.81
= 125559.93 m4
3

3
3

L.C.G. =

1
4
2
4
2
4
2
4
1

3.0375 11844.41
= 11992.46 m3
3

M 1 149751.58
=
= 12.49m from fr.52
11992.46
V

161

vertical

4855.22
19869.2
10126.64
20569.44
10411.04
21015.36
10580.54
21255.08
5327.29
M 2 = 124009.81

of

V.C.G. =

M2
124009.81
=
= 10.34 m above base line
11992.46
V

7(b) Slop tank (frame no. 52 to 57)

Frame spacing = 900 mm
Length =4.50 m
Height of double bottom = 1.9m
h=Common interval length= 0.5625 m

162

Sectional
areas

Sectional

(m2) areas

of

From aft to double

2

fwd
437.55
441.60
445.50
449.40
453.30
457.05
460.80
464.55
468.15

bottom (m )
20.51
20.98
21.46
21.94
22.42
22.90
23.38
23.86
24.34

Sectional
area

in

Hold

Simpsons

Product for

multipliers

volume (m3)

417.04
420.62
424.04
427.46
430.88
434.15
437.42
440.69
443.81

1
4
2
4
2
4
2
4
1

417.04
1682.48
848.08
1709.84
861.76
1736.60
874.84
1762.76
443.81

V =

Levers

Longitudinal

from

moment

fr.47

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
1682.48
1696.16
5129.52
3447.04
8683.00
5249.04
12339.32
3550.48

10337.21

Vertical

Vertical

41777.04

Vertical

moments at moments of moment

at Simpsons

Product for

station w.r.t. double

station

in multipliers

moment of volume (m4)

baseline

hold
4656.29
4683.8
4709.3
4735.8
4760.29
4784.78
4809.26
4832.74
4855.22

bottom
21.71
22.20
22.70
23.20
23.71
24.22
24.74
25.26
25.78

4678
4706
4732
4759
4784
4809
4834
4858
4881

M1 =

h2 M1

M2 =

h M2

V =

h V

0.5625 2 41777.04
= 4406.17 m4
3

0.5625 114217 .69

= 21415.82 m4
3

3
3

L.C.G. =

1
4
2
4
2
4
2
4
1

0.5625 10337.21
= 1938.23 m3
3

M1
4406.17
=
= 2.27 m from fr.52
1938.23
V

163

vertical

4656.29
18735.2
9418.6
18943.2
9520.58
19139.12
9618.52
19330.96
4855.22
M 2 = 114217.69

of

V.C.G. =

M2
21415.82
=
= 11.05 m above base line.
1938.23
V

8(b) Pump room: (From Fr 49 to Fr 52 )

Frame spacing = 800 mm
Length =2.7 m
h=Common interval length= 0.3375 m

164

Sectional
areas

Sectional

(m2) areas

of

From aft to double

2

fwd
417.75
420.30
422.85
425.40
427.80
430.35
432.75
435.15
437.55

bottom (m )
18.27
18.54
18.82
19.10
19.38
19.66
19.94
20.23
20.51

Sectional
area

in

Hold

Simpsons

Product for

multipliers

volume (m3)

399.48
401.76
404.03
406.30
408.42
410.69
412.81
414.92
417.04

1
4
2
4
2
4
2
4
1

399.48
1607.04
808.06
1625.20
816.84
1642.76
825.62
1659.68
417.04

V =

Levers

Longitudinal

from

moment

fr.44

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
1607.04
1616.12
4875.60
3267.36
8213.80
4953.72
11617.76
3336.32

9801.72

Vertical

Vertical

39487.72

Vertical

moments at moments of moment

at Simpsons

Product for

station w.r.t. double

station

in multipliers

moment of volume (m4)

baseline

hold
4518.58
4537.30
4555.02
4571.73
4589.45
4606.16
4622.87
4639.58
4656.29

bottom
19.42
19.70
19.98
20.27
20.55
20.84
21.13
21.42
21.71

4538.00
4557.00
4575.00
4592.00
4610.00
4627.00
4644.00
4661.00
4678.00

M1 =

h2 M1

M2 =

h M2

V =

h V

0.3375 2 39487.72
= 1499.30 m4
3

0.3375 110128 .63

= 12389.47 m4
3

3
3

L.C.G. =

1
4
2
4
2
4
2
4
1

0.3375 9801.72
= 1102.69 m3
3

M 1 1499.30
=
= 1.36 m from fr.49
1102 .69
V

165

vertical

4518.58
18149.20
9110.04
18286.92
9178.90
18424.64
9245.74
18558.32
4656.29
M 2 = 110128.63

of

V.C.G. =

M2
12389.47
=
= 11.24 m above base line.
1102 .69
V

C) CAPACITIES OF CARGO TANKS:

1(c): CARGO TANK 1:
Length = 28.00 m

Breadth
(Bu m)
of tank
on
upper
deck
25.68
24.26
22.86
21.44
20.04
17.40
14.76
12.14
9.50

Camber
height
Hc (m) at
deck at
center
0.41
0.37
0.33
0.29
0.25
0.19
0.14
0.09
0.06

Breadth
(Bt m) of
tank on
tank top
15.66
13.86
12.06
10.28
8.48
6.86
5.24
3.62
1.92

h=Common interval length= 3.5 m

Height
(H m) of
tank upto
deck at
center
18.74
18.91
19.08
19.25
19.42
19.59
19.76
19.94
20.12

Area of
tank
cross
section
(m2)
383.83
357.45
330.65
303.25
275.25
236.53
196.93
156.75
114.71

Product
S.M.

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

h2 M1

V =

h V

L.C.G. =

3.5 2 20993.96
= 85725.34m4
3

3.6 6320.14
= 7584.17 m3
3

M 1 85725.34
=
= 11.30 m from fr.214
7584.17
V

166

volume
3

M1 =

for

383.83
1429.80
661.30
1213.01
550.51
946.12
393.86
627.02
114.71

6320.14

Levers

Longitudinal

from

moment

fr.214

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

M
=

of

0.00
1429.80
1322.59
3639.02
2202.02
4730.58
2363.16
4389.12
917.65
1

20993.96

2(c): CARGO TANK 2: Length = 28.40 m h=Common interval length= 3.55 m

Breadth
(Bu m)
of tank
on
upper
deck
28.00
27.70
27.42
27.12
26.84
26.54
26.26
25.96
25.68

Camber
height
Hc (m) at
deck at
center
0.49
0.48
0.47
0.46
0.45
0.44
0.43
0.42
0.41

Breadth
(Bt m) of
tank on
tank top
25.62
24.64
23.66
22.68
21.70
20.20
18.68
17.18
15.66

Height
(H m) of
tank upto
deck at
center
17.63
17.74
17.86
17.99
18.13
18.27
18.42
18.58
18.74

Area of
tank
cross
section
(m2)
468.09
459.83
451.85
443.80
435.99
423.08
410.12
397.13
383.83

Product
S.M.

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

h2 M1

V =

h V

L.C.G. =

volume
(m3)

M1 =

for

468.09
1839.31
903.70
1775.18
871.97
1692.30
820.25
1588.50
383.83

10343.13

Levers

Longitudinal

from

moment

fr.180

volume (m )

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

0.00
1839.31
1807.40
5325.55
3487.90
8461.51
4921.50
11119.52
3070.62
1

3.55 2 40033.30
= 168173.22 m4
3

3.55 10343.13
= 12239.37 m3
3

M 1 168173.22
=
= 13.74 m from Fr: 180
12239.37
V

3(c): CARGO TANK 3: Length = 28.80

167

of
4

h=Common interval length= 3.6 m

40033.30

Breadth
(Bu m)
of tank
on
upper
deck
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00

Camber
height
Hc (m) at
deck at
center
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49

Breadth
(Bt m) of
tank on
tank top
27.26
27.22
27.16
27.10
27.04
26.68
26.32
25.96
25.62

Height
(H m) of
tank upto
deck at
center
17.08
17.11
17.16
17.21
17.27
17.35
17.43
17.53
17.63

Area of
tank
cross
section
(m2)
467.35
467.83
468.70
469.56
470.70
469.78
468.83
468.39
468.09

Product
S.M.

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

h2 M1

V =

h V

L.C.G. =

volume
(m3)

M1 =

for

467.35
1871.34
937.40
1878.25
941.39
1879.10
937.65
1873.54
468.09

11254.11

Levers

Longitudinal

from

moment

fr.148

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

M
=

0.00
1871.34
1874.80
5634.75
3765.58
9395.51
5625.91
13114.81
3744.70
1

45027.38

3.6 2 45027.38
= 194518.28 m4
3

3.6 11254 .11

= 13504.93 m3
3

M 1 194518.28
=
= 14.40 m from Fr: 148
13504.93
V

4(c): CARGO TANK 4: Length = 28.80 m;

168

of

h=Common interval length= 3.6 m

Breadth
(Bu m)
of tank
on
upper
deck
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00

Camber
height
Hc (m) at
deck at
center
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49

Breadth
(Bt m) of
tank on
tank top
26.96
27.00
27.04
27.08
27.12
27.16
27.20
27.24
27.26

Height
(H m) of
tank upto
deck at
center
16.98
16.98
16.98
16.98
16.99
17.00
17.02
17.05
17.08

Area of
tank
cross
section
(m2)
462.04
462.38
462.72
463.06
463.67
464.29
465.18
466.35
467.35

Product
S.M.

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

h2 M1

V =

h V

L.C.G. =

volume
3

M1 =

for

462.04
1849.51
925.43
1852.22
927.34
1857.15
930.36
1865.39
467.35

11136.78

Levers

Longitudinal

from

moment

fr.116

volume (m4)

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

M
=

0.00
1849.51
1850.87
5556.67
3709.37
9285.73
5582.14
13057.73
3738.78
1

44630.80

3.6 2 44630.80
= 192805.06 m4
3

3.6 11136 .78

= 13364.14 m3
3

M 1 192805.06
=
= 14.42 m from Fr 116
13364.14
V

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

169

of

h=Common interval length= 3.1 m

Breadth
(Bu m)
of tank
on
upper
deck
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00

Camber
height
Hc (m) at
deck at
center
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49

Breadth
(Bt m) of
tank on
tank top
22.18
23.04
23.92
24.78
25.64
25.98
26.30
26.64
26.96

Height
(H m) of
tank upto
deck at
center
17.25
17.20
17.15
17.11
17.08
17.05
17.03
17.01
16.99

Area of
tank
cross
section
(m2)
428.23
434.37
440.64
446.96
453.51
455.61
457.79
460.14
462.31

Product
S.M.

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

h2 M1

V =

h V

L.C.G. =

volume
(m3)

M1 =

for

428.23
1737.48
881.28
1787.84
907.02
1822.42
915.58
1840.56
462.31

10782.73

Levers

Longitudinal

from

moment

fr.84

volume (m )

0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00

M
=

0.00
1737.48
1762.56
5363.51
3628.10
9112.12
5493.49
12883.92
3698.49
1

43679.69

3.6 2 43679.69
= 188696.26 m4
3

3.6 10782.73
= 12939.27 m3
3

M 1 188696.26
=
= 17.49 m from Fr 84
10782.73
V

6(c): CARGO TANK 6: Length = 24.30 m;

170

of
4

h=Common interval length= 3.0375 m

Breadth
(Bu m)
of tank
on
upper
deck
26.70
26.96
27.22
27.48
27.74
27.80
27.88
27.94
28.00

Camber
height
Hc (m) at
deck at
center
0.45
0.45
0.46
0.47
0.48
0.48
0.49
0.49
0.49

Breadth
(Bt m) of
tank on
tank top
11.28
12.74
14.20
15.64
17.10
18.38
19.64
20.92
22.18

Height
(H m) of
tank upto
deck at
center
17.68
17.62
17.56
17.50
17.45
17.39
17.34
17.29
17.25

Area of
tank
cross
section
(m2)
331.78
345.67
359.47
372.98
386.78
397.06
407.48
417.85
428.23

Product
S.M.

1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00

M1 =
V =

h V

L.C.G. =

3.0375 2 38347.18
= 117935.55 m4
3

3.0375 9201.71
= 9316.73 m3
3

M 1 117935 .55
=
= 12.66 m from Fr 57
9316.73
V

(e) Capacities of fore peak tank.

Frame spacing = 600 mm

171

volume
(m3)

V
h2 M1

for

331.78
1382.70
718.93
1491.91
773.56
1588.24
814.97
1671.40
428.23

9201.71

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

M
=

of

0.00
1382.70
1437.86
4475.72
3094.26
7941.18
4889.80
11699.82
3425.83
1

38347.18

Length = 11.20 m
h=Common interval=length= 1.4 m
Sectional
Areas
forward of
Fore Peak

S.M.

From aft to
fwd
190.95
168.60
146.25
123.90
101.55
79.20
56.85
30.45
0.00

Volume
Product

Lever
from
F.P.

Longitudinal
moment of
volume

1
4
2
4
2
4
2
4
1

190.95
674.40
292.50
495.60
203.10
316.80
113.70
121.80
0.00

0
1
2
3
4
5
6
7
8

0.00
674.40
585.00
1486.80
812.40
1584.00
682.20
852.60
0.00

2408.85

Vertical
Moments
w.r.t. base line

S.M.

2307.00
2038.00
1763.00
1480.00
1191.00
898.00
600.00
300.00
0.00

1
4
2
4
2
4
2
4
1

h2 M1

M2 =

h M2

3
3

6677.40

Product of
Vertical
Moment of
Volume

M
M1 =

2307
8152
3526
5920
2382
3592
1200
1200
0.00
28279.00
2

1.4 2 6677.40
= 4362.58 m4
3

1.4 28279.00
= 13196.87 m4
3

172

V =

h V
3

1.4 2408.85
= 1124.13 m3
3

L.C.G. =

M1
4362.58
=
= 3.88 m forward of Frame: 254
1124 .13
V

V.C.G. =

M 2 13196.87
=
= 11.73 m above base line.
1124 .13
V

(f) Capacities of aft peak tank.

Frame spacing = 600 mm
Length = 14.73 m
h=Common interval=length= 1.84125 m

Sectional
Areas from aft
end of aft
peak tank
from aft to

fwd
0.00
17.70
35.40
53.10
70.95
89.70
108.75
128.25
148.35

Vertical
Moments
w.r.t. base line

S.M.

Volume
Product

Lever
from aft
end of
aft peak
tank

1
4
2
4
2
4
2
4
1

0
70.8
70.8
212.4
141.9
358.8
217.5
513
148.35

0
1
2
3
4
5
6
7
8

1733.55

S.M.

Product of
Vertical

173

Longitudinal
moment of
volume

0
70.8
141.6
637.2
567.6
1794
1305
3591
1186.8
9254.00

Moment of

0.00
294.00
588.00
882.00
1162.00
1395.00
1620.00
1837.00
2038.00

1
4
2
4
2
4
2
4
1

0
1176
1176
3528
2324
5580
3240
7348
2038
26410
2

M1 =

h2 M1

1.84125 2 9254
= 10457.64 m4
3

M2 =

h M2

1.84125 26410
= 16209.13 m4
3

V =

h V

3
3

1.84125 1733.55
= 1063.96 m3
3

L.C.G. =

M 1 10457.64
=
= 9.83 m forward of Aft of aft peak tank
1063.96
V

V.C.G. =

M 2 16209.13
=
=15.23 m above base line.
1063.96
V

(g) Capacity of Engine Room Double bottom tank. Frame 13 to frame 49

Frame spacing = 800 mm
Length of engine room = 28.8 m
h=Common interval=3.6 m

S.M.

174

Sectional
Areas From

aft to fwd
3.34
6.35
9.75
13.14
16.85
21.16
25.87
30.84
36.01

Volume
Product

Lever
from Fr
12

Longitudinal
moment of
volume

1
4
2
4
2
4
2
4
1

3.34
25.40
19.50
52.56
33.70
84.64
51.74
123.36
36.01

0
1
2
3
4
5
6
7
8

0.00
25.40
39.00
157.68
134.80
423.20
310.44
863.52
288.08

430.25

Vertical
Moments
w.r.t. base line

S.M.

6.88
12.50
18.74
25.34
32.69
40.74
49.26
58.14
67.33

1
4
2
4
2
4
2
4
1

h2 M1

M2 =

h M2

V =

h V
3

2242.12

6.88
50.00
37.48
101.36
65.38
162.96
98.52
232.56
67.33
822.47
2

3.6 2 2242.12
= 9685.96 m4
3

3.6 822.47
= 986.96 m4
3

3
3

Product of
Vertical
Moment of
Volume

M
M1 =

3.6 430.25
= 516.3 m3
3

175

L.C.G. =

M1
9685.96
=
= 18.76 m forward of Fr 13 (i.e. Aft peak Bulk head).
516.3
V

V.C.G. =

M2
986.96
=
=1.91 m above base line.
516.30
V

(h): Engine room: Frame 13 to frame 49

Frame spacing = 800 mm
Length of engine room = 28.8 m
Height of E.R. double bottom tank=3.26m
h=Common interval=3.6 m

176

Sectional
areas

Sectional

(m2) areas

of

From aft to double

2

fwd
148.35
187.50
227.10
263.70
297.45
329.40
360.30
389.70
417.75

bottom (m )
3.34
6.35
9.75
13.14
16.85
21.16
25.87
30.84
36.01

Sectional
area

in

Hold

Simpsons

Product for

multipliers

volume (m3)

145.01
181.15
217.35
250.56
280.60
308.24
334.43
358.86
381.74

1
4
2
4
2
4
2
4
1

145.01
724.60
434.70
1002.24
561.20
1232.96
668.86
1435.44
381.74

V =

Levers

Longitudinal

from

moment

fr.12

volume (m4)

0
1
2
3
4
5
6
7
8

0.00
724.60
869.40
3006.72
2244.80
6164.80
4013.16
10048.08
3053.92

6586.75

Vertical

Vertical

30125.48

Vertical

moments at moments of moment

at Simpsons

Product for

station w.r.t. double

station

in multipliers

moment of volume (m4)

baseline

hold
2031.12
2435.50
2862.26
3245.66
3547.31
3810.26
4051.74
4272.86
4470.67

bottom
6.88
12.50
18.74
25.34
32.69
40.74
49.26
58.14
67.33

2038.00
2448.00
2881.00
3271.00
3580.00
3851.00
4101.00
4331.00
4538.00

M1 =

h2 M1

M2 =

h M2

V =

h V

3.6 2 30125.48
= 130142.07 m4
3

3.6 82481.53
= 98977.83 m4
3

3
3

L.C.G. =

3.6 6586.75
= 7904.10 m3
3

M 1 130142.07
=
= 16.46 m from fr.13
7904.10
V

177

1
4
2
4
2
4
2
4
1

vertical

2031.12
9742.00
5724.52
12982.64
7094.62
15241.04
8103.48
17091.44
4470.67
M 2 = 82481.53

of

V.C.G. =

M2
98977.83
=
= 12.52 m above base line.
7904.10
V

Final Tabulation of Capacities:

Details of Volumes of Double Bottom Tanks:
Double bottom
tank no.
(both P & S)
1
2
3
4
5
6
Slop tank
D.B. Tank
Pump Room D.B.
Tank
Engine Room
D.B. Tank
Aft Peak Tank
Fore Peak Tank

L.C.G.
11.11
13.07
14.22
14.45
14.91
13.31
2.41

V.C.G. above
baseline (m)
3.67
0.98
0.986
0.973
1.03
1.08
1.06

Moulded volume with

deduction of 2.5% in
cu. m
516.72
1206.30
1560.09
1586.60
1454.65
816.69
102.74

52.33

1.38

1.06

51.02

516.3

18.76

1.91

503.39

1063.96
1124.13
V= 10186.24

9.83
3.88

15.23
11.73

1037.36
1096.03

Moulded volume
in cu. M
529.97
1237.23
1600.09
1627.28
1491.95
837.63
105.37

V= 9931.58

178

Details of Moulded Volumes in way of cargo tanks including spaces between double
side shell

Hold no.
1
2
3
4
5
6
Slop Tank
Pump room
Engine room
Details of Cargo Tanks

Cargo tank
no.
1
2
3
4
5
6

Moulded
volume in cu.
m
10254.4
15400.45
15708.88
15459.99
15387.19
11992.46
1938.23
1102.69
7904.1

L.C.G.
11.93
15.94
14.46
14.41
14.43
12.49
2.27
1.36
16.46

Moulded volume
in cu. m
7584.17
12239.37
13504.93
13364.14
12939.27
9316.73

L.C.G.
11.30
13.74
14.40
14.42
17.49
12.66

V= 68948.61

V.C.G. above
baseline (m)

11.93
10.59
9.98
9.82
9.93
10.34
11.05
11.24
12.42

Moulded volume
with deduction of
2.5% in cu. m
7394.57
11933.39
13167.31
13030.04
12615.79
9083.81
V = 67224.29

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

S.No
1
2

Moulded
volume of
Holds
(m3)
10254.4
15400.45

Moulded
volume of
Cargo
Tank in
(m3)
7584.17
12239.4

Volume
of wing
tanks
(m3)
2670.23
3161.08

Volume of
wing tank
after
deduction
of 2.5%
(m3)
2603.47
3082.05
179

Volume of
Cargo tanks
after
deduction
of 2.5%
(m3)
7394.57
11933.39

Cargo capacity
Port
Starboard
3697.28 3697.28
5966.69 5966.69

3
4
5
6

15708.88
15459.99
15387.19
11992.46

13504.9
13364.1
12939.3
9316.73

2203.95
2095.85
2447.92
2675.73

2148.85
2043.45
2386.72
2608.84

13167.31
13030.04
12615.79
9083.81

V=
14873.39

V=
67224.89

6583.65
6515.02
6307.89
4541.91

6583.65
6515.02
6307.89
4541.91

CHAPTER-13
MIDSHIP SECTION
Midship section is a section of the ship at the midship .In this drawing all the
structural members are shown
The Midship Section of the ship shows the various structural members near
amidship region.This section consists of the sectional view of the ship one in the way of
frame and the other in the way of floor which is depicted as shown in the figure.The
structural arrangement of the stiffeners is based on the frame spacing adopted and and the
sections adopted for the stiffeners with its appropriate section modulus.
The various sections used in shipyard practice in welded construction are bulb
plates, I- sections, L-sections etc.The section modulus of the stiffener adopted is based on
the scantlings of the ship at that section.

FRAMING:

180

The bottom shell is longitudinally framed. Longitudinal framing may be adopted

in larger container ships and larger bulk carriers, and it is common within the hopper and
topside wing tanks of the latter vessels. Transverse frames are then fitted at the side shell
between the hopper and topside tanks.

LONGITUDINAL FRAMING The longitudinal framing of the bottom shell is based on

the frame spacing. If the side shell is longitudinally framed offset bulb sections will often
be employed with the greater section scantlings at the lower side shell. Direct continuity
of strength is to be maintained, and many of the details are similar to those illustrated for
the tanker longitudinals
Transverse webs are fitted to support the side longitudinals, these being spaced
not more than 3.8m apart, in ships of 100m length or less, with increasing spacing being
permitted for longer ships. In the peaks the spacing is 2.5m where the length of ship is
less than 100m increasing linearly to a spacing of 3.5m where the length exceeds 300 m.
Larger container ships are longitudinally framed at the sides with transverse webs
arranged in line with the floors in the double bottom to ensure continuity of transverse
strength. Many of these ships have a double skin construction with transverse webs and
horizontal perforated flats between the two longitudinally framed skins

181

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
182

RESISTANCE AND PROPULSION OF SHIPS

- S.A. HARVALD
PRACTICAL SHIP DESIGN
- WATSON

183