CHAPTER-1

GENERAL DESCRIPTION OF THE PROJECT

1.1. 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. OBO’s 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 transverse 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 twofold – 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 de

1.2. Ship Description:

1.2.1. General: The vessel is a single screw all welded ship with machinery aft. The
ship has forecastle and with sheer and camber.

1.2.2. Cargo area: Cargo area is that part of the vessel that contains cargo tanks,
slop tanks and cargo pump-rooms including, cofferdams, ballast and void spaces
adjacent to cargo tanks and also deck areas throughout the entire length and breadth of
the part of the ship over the above-mentioned spaces.

1
 The aggregated capacity of wing tanks, double bottom tanks, forepeak tanks
and aft tanks intended to carry water ballast is more than the capacity of segregated
ballast tanks necessary to meet required of MARPOL regulation.
Access to cofferdams, ballast and cargo tank and other spaces in cargo area is direct
from the open deck.

1.2.3. Stability: This oil tanker is of deadweight above 5000 tonnes and hence it is in
accordance with the requirements of intact stability during liquid transfer operations
given in MARPOL, Annex I, Reg.25A, where applicable.

For any operating draught reflecting actual, partial or full load conditions,
including the intermediate stages of liquid transfer operations the following intact
stability criteria is to be complied with:

a) In port (see note below), the initial metacentric height GMo is not
to be less than 0.15 [m]. Positive intact stability is to extend from
the initial equilibrium position at which GMo is calculated over a
range of at at least 20 degrees to port and to starboard.

b) At sea, the intact stability criteria contained in paragraphs

Chapter 3 of IMO resolution A.749 (18), the Intact Stability Code,
or the criteria contained in the national requirements of the flag
administration if the national stability requirements provide at
least an equivalent degree of safety is to be complied with.
Note: At some port locations where the environmental conditions
are similar to those at sea, the requirements given in para (b) are
to be applied.

For all loading conditions in port and at sea, including intermediate stages of
liquid transfer operations, the initial metacentric height and the righting lever curve
are corrected for the effect of free surfaces of liquids in tanks.

1.3. Ship arrangement:

Location and separation of cargo spaces from machinery, accommodation,
service spaces, and control stations are discussed in General Arrangement chapter.
All dry spaces and tanks intended for water ballast which can remain empty in
loaded condition are to be so arranged that they cannot be used for any other purpose.

2
 Slop tanks are designed for efficient decantation. Positions of inlets, outlets,
baffles and weirs where fitted, are located to ensure minimum turbulence and
entrainment of oil or emulsion with water.

Cargo tanks are segregated from machinery spaces, accommodation spaces

and other spaces of electrical hazard by means of cofferdams at least 760 [mm] in
length and covering the whole area of the end bulkheads of cargo tanks. A pump
room, oil fuel bunker or water-ballast tank is accepted in lieu of a cofferdam. Oil
engines or electrical equipment of potential fire hazard are not sited in these pump
rooms or cofferdams.

In case of a corner-to-corner situation between a safe space and a cargo tank,

the safe space is protected by a cofferdam. This protection is however obtained by an
angle bar or a diagonal plate across the corner. Such cofferdam, if accessible, is
ventilated and if not accessible, is filled with a suitable and compatible compound.

A cofferdam between the forward cargo tank and the forepeak is dispensed by
providing direct access to the forepeak from the open deck, the air and sounding pipes
to the forepeak space are led to the open deck, and portable means are provided for
gas detection and inerting the forepeak compartment.

1.4. Tank Arrangement: The disposition of transverse bulkheads is in accordance

with the requirements of Pt.3, Ch.10: IRS 2003, as applicable to ships with machinery
aft.

The arrangements of the spaces within the cargo region with respect to the
following features are in accordance with the MARPOL 73/78 (as amended), Annex I.

Feature Regulation
a) Protection of cargo
tank region with
double bottom and 13(F)
wing ballast
tank/spaces
b) Segregated ballast
13
tank (SBT)
c) Protective location
13(E)
of SBT
d) Crude oil washing
(COW) (Crude 13(B)
carriers only),
e) Segregation of fuel
14
oil/ballast water
f) Slop tanks and
oil/water interface 15
detectors

3
 g) Sludge tank for fuel
17
oil
h) Minimization of
retention of oil on 18(4)&(5)
board
i) Tank size limitation Reg.24, in
conjunction with
the Regs.22 and
23 on damage
assumption and
hypothetical
outflow
j) Subdivision and Reg.13F,
damage stability Reg.22
and Reg.25

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

1.4.1. Access to spaces in the cargo area: Access to cofferdams, ballast tanks, cargo
tanks and other spaces in the cargo area are direct from the open deck. A typical
arrangement is incorporated to ensure their complete inspection. Every double bottom
space is provided with separate access without having to pass through other
neighboring double bottom space.

For access through horizontal openings, hatches or manholes, the dimensions

shall be sufficient to allow a person wearing a self-contained, air-breathing apparatus
and protective equipment to ascend or descend any ladder without obstruction and
also to provide a clear opening to facilitate the hoisting of an injured person from the
bottom of the space. The minimum clear opening not less than 600 mm x 600 mm

For access through vertical openings, or manholes providing passage through

the length and breadth of the space, the minimum clear opening should be not less
than 600 mm x 800 mm, and at a height of not more than 600 mm from the bottom
shell plating unless gratings or other footholds are provided.

At least one horizontal access opening of 600 mm x 800 mm clear opening is

fitted in each horizontal girder in the wing ballast space and weather deck to assist in
rescue operations.

4
1.5. STRUCTURAL CONFIGURATION:

The bottom shell and inner bottom and side shell and deck are longitudinally
framed in the cargo tank region. Longitudinal framing is 1000 mm following IRS
rules. Aft peak, forward peak and engine room region are transversely framed (800
mm Frame Spacing).

1.5.1. Double Bottom structure: Longitudinal girder is provided at centerline of

ship. Flat keel is fitted at bottom at centerline of ship. Plate floors are arranged in way
of transverse bulkhead to divide the double bottom into tanks in addition to solid
floors. The continuity of side girders, which are provided, is maintained as far forward
as possible.
1.5.2. Safety of environment: Heavy penalties are levied for pollution, and for the
long-standing practices of disposing the tank washing at sea. Hence the following
equipment are fitted in the ship to check environmental safety. The ship has in
operation oil discharge monitoring and control system, oily water separating
equipment, oily filtering system and other such installation such as sewage treatment
plant, incinerator etc.
1.5.3. Shell plating: The longitudinal are continuous between bulkheads. Vertical
Transverse webs are fitted to side shell to support the side longitudinals.
1.5.4. Bulkheads: Both Transverse and longitudinal bulkheads are fitted for
subdivision of ship, and are of corrugated type.
1.5.5. Pumping and piping system: Cargo pump room is located at forward of
engine room and totally enclosed and is to have no direct communication with
machinery spaces.
Ballast piping does not pass through cargo tanks and is not connected to cargo oil
piping.
Cargo pumps are provided on tanks to load and discharge cargo, and also to
ballast some of the tanks which become necessary when making voyage in the ballast
condition. The cargo pumps are centrifugal type, motor driven and have a very high
capacity.
1.5.6. Safety of ship: The anticipated risks in transporting and handling of hazardous
substances are overcome by appropriate design countermeasures to minimize the
likelihood of accidents and the consequences of such accidents. The measures are
according to the 1974 SOLAS Convention.

5
 CHAPTER-2

OWNERS REQUIREMENTS

1. Type of Cargo:

ONWARD JOURNEY: Stones, Clay, Bricks and other building materials

from India to Dubai

RETURN JOURNEY: CRUDE OIL from Iran to India

2. Size of the Ship : 79000 Tonnes Deadweight

3. Service Speed : 14.2 Knots

4. Number of voyage days: 8 Days

ROUTE : VISKHAPATNAM- COCHIN – IRAN

VISAKHAPATNAM – COCHIN (2300 Nautical Miles) = 3 DAYS

COCHIN – IRAN (4300 Nautical Miles) = 5 DAYS

5. No of Crew : 49

6. Classification Societies: LRS/IRS/ABS

6
 CHAPTER-3
FIXING OF MAIN DIMENSIONS, COEFFICIENTS OF FORM
AND OTHER CHARACTERISTICS OF COMBINATION
CARRIER
3.1. MAIN PARTICULARS OF THE SHIP:

1) LENGTH BETWEEN PARTICULARS -230 M

2) LENGTH OVERALL -245.37 M

3) BREADTH (MOULDED) -32.4 M

4) DEPTH (MOULDED) -20.00 M

5) DRAUGHT (MOULDED) -14.66 M

6) BLOCK COEFFICIENT OF FINENESS -0.88

7) MIDSHIP SECTION AREA COEFFICIENT -0.99

8) WATER PLANE AREA CO-EFFICIENT -0.92

9) VERTICAL PRISMATIC CO-EFFICIENT -0.95

10) LONGITUDINAL PRISMATIC CO-EFFICIENT -0.89

9) VOLUME OF DISPLACEMENT (Moulded) - 95689.05m3

10) DISPLACEMENT (Moulded) -98081.27 TONNES

11) SPEED -14.2 KNOTS

12) POWER -13320 KW

3.2. 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
7
taking into account not only the present economic considerations, but also those
likely to develop within the life of the ship. Basic design includes selection of ship
dimensions, hull form, amount of power and type of engine, preliminary arrangement
of hull and machinery, and major structural arrangement. Proper selections assure the
attainment of the mission requirements such as cargo carrying capacity and dead
weight. It includes checks and modifications for achievement of required cargo
capacity, subdivision and stability standards, free board and tonnage measurement.

For the optimization of dimensions for economic efficiency, at the same time
meeting the owner’s 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 ship’s 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.

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

CANAL LENGTH (m) BREADTH(m) DRAFT(m)

Panama Canal 290 32.24 13.00
St. Lawrence 222 23.00 7.60
Kiel
seaway 315 40.00 9.50
Suez Canal ---- --- 18.29
Visakhapatnam 195 30.00 9.00

8
 Table 1
DATA OF SHIPS OF 70000 TONNES TO 80000 TONNES DWT WITH SPEED OF
12 TO 16 KNOTS
[Link] DWT LBP Breadth Depth Draft Power(kw) Power(bhp) Speed
1 79422 239.99 32.22 19.5 14.24 11744.775 15749.59 15
2 75119 235 32.2 19.5 14.02 11334.64 15200 14.2
3 72100 246.89 32.23 19.42 13.26 13124.32 17600 14
4 76932 240 32.22 19.5 14.24 11744.775 15749.59 15
5 75069 235 32.2 19.5 14.02 11334.64 15200 14.2
6 70747 232 32.2 19.8 13.8 12527.76 16800 15.9
7 74278 235 32.22 20.5 14 12304.05 16500 15
8 79992 241 32.2 21 14.17 8508.44 1151.186 13.9
9 70000 235 32.2 19.5 13.31 11334.64 15200 14.2
10 75092 235 32.2 19.5 13.31 11334.64 15200 14.2
11 75119 235 32.2 19.5 14.02 11334.64 15200 14.2
12 73378 226.13 32.25 20.6 14.92 13049.75 17500 16
13 74475 247.3 32.23 19.42 13.75 13124.32 17600 16
14 73038 231.99 32.19 19.79 13.80 12527.76 16800 15.9

Table 2
DATA OF SHIPS OF AROUND 79000 TONNES DWT AT VARYING SPEEDS (14 +/- 2 KNOTS)
[Link] DWT LBP Breadth Depth Draft Power(kw) Power(bhp) Speed
1 79422 239.99 32.22 19.5 14.24 11744.475 15749.598 15
2 79922 241 32.2 21 14.17 8508.44 11410.504 14
3 79835 246.99 32.22 19.79 11.70 15137.71 20300 15.6
4 79241 226.31 32.25 20.59 13.01 13049.75 17499.05 16

Table 3
DATA OF SHIPS OF SPEED AROUND 14.2 KNOTS AT VARYING DWT (79000+/-5000 TONNES)
[Link] DWT LBP Breadth Depth Draft Power(kw) Power(bhp) Speed
1 75069 235 32.2 19.5 14.02 11334.64 15200 14.2
2 77551 234.99 32.19 19.5 14.02 11334.64 15200 14.2
3 75092 235 32 19.5 12.52 11334.64 15200 14.2
4 75119 235 32.2 19.5 14.02 11334.64 15200 14.2

Note: The above dimensions of ships as built are measured and entered in the
Register of Ships. There may be slight variations between designed and actual ships
speed as achieved during trials and recorded slight variations (  ) from designed
speed will be there in the recorded data.

Table 4
Table for L/B,B/D and L/D for the ships in Table 2 and Table 3
[Link] DWT LBP Breadth Depth Draft Power(kw) Power(bhp) Speed L/B B/D L/D
1 79422 239.99 32.22 19.5 14.24 11744.475 15749.598 15 7.448 1.652 12.307
2 79922 241 32.2 21 14.17 8508.44 11410.504 14 7.484 1.533 11.476
3 79835 246.99 32.22 19.79 11.70 15137.71 20300 15.6 7.665 1.628 12.480
4 79241 226.31 32.25 20.59 13.01 13049.75 17499.05 16 7.017 1.570 10.991
5 75069 235 32.2 19.5 14.02 11334.64 15200 14.2 7.298 1.651 12.051
6 77551 234.99 32.19 19.5 14.02 11334.64 15200 14.2 7.3 1.650 12.050
7 75092 235 32 19.5 12.52 11334.64 15200 14.2 7.298 1.651 12.051
8 75119 235 32.2 19.5 14.02 11334.64 15200 14.2 7.298 1.651 12.051

9
3.3. Block Coefficeint (CB) = Average value of block coefficients which are very
close to one another calculated from the empirical relations. These empirical relations
are

1). ALEXANDHAR’S FORMULA:

Vt
CB1 = 1.08 -
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). AYRE’S FORMULA:

CB2 = 1.06 -1.68Fn
V
Fn = Froude number=
Lg
Where L = Length between perpendiculars in meters.
V = speed of ship m/s.
g = acceleration due to gravity. = 9.81 m/s2

3). SCHNEEKLUTH’S FORMULA:

0.145
CB3 =
Fn
Where Fn = Froude number
L 
  20 
0.145  B 
4). CB4 = .
Fn 26
.19 *V
5). CB5 = 1.0 - (For tanker)
L.B.P
Where 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.

10
 1 = Displacement of the ship = L  B  T  CB  1.025 tonnes
Where L = Length between Perpendiculars in meters
B = Moulded Breadth in meters
T = Moulded Draft in meters
CB =Average Block coefficient of Fineness
CD1 = Dead weight /Total displacement (1)

Total Displacement is made up of Lightship weight and Deadweight. So,

Lightship weight is calculated from the empirical formulae to arrive at the
displacements from the deadweight of the ships and then deadweight coefficients are
calculated as below.
1). Light ship weight = Ws + Wo + Wep
L = Length between Perpendiculars in meters
B = Moulded Breadth in meters
D = Moulded Depth in meters
CB = Block coefficient of fineness
Where Ws = Weight of Steel in tonnes , for double hull ship 60% more
steel weight is taken to that of single hull ships.
1
 Cb  3 1.6  B 2
WST =    5  5.11 L3.3     2.56  L2 B  D  
 0.8  10  D 
WO = Outfit Weight in tonnes = (0.325 + 0.0006  L)  L  B

W EP = Weight of Engine plant in tonnes

Pshp
=  200 .
10
2). Light ship weight = Ws + Wo + Wep
2 = Light ship weight +Dead Weight

CD2 = Dead weight /Total displacement (2)

11
 (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

LBP BREADTH DEPTH DRAFT DWT POWER POWER SPEED

[Link] CB1 CB2 CB3 CB4 CB5 Cbavg  CD1
(m) (M) (m) (m) (tones) (KW) (BHP) (knots)

1 79422 239.99 32.22 19.5 14.24 11744.475 15749.598 15 .806 .792 .962 .911 .5881 .812 91677.69 .87
2 79922 241 32.2 21 14.17 8508.44 11410.504 14 .824 .811 1.034 .978 .6166 .853 96163.81 .83
3 79835 246.99 32.22 19.79 11.70 15137.71 20300 15.6 .799 .786 .946 .889 .5792 .800 76362.13 1.04
4 79241 226.31 32.25 20.59 13.01 13049.75 17499.05 16 .779 .766 .862 .830 .5443 .756 73642.26 1.07
5 75069 235 32.2 19.5 14.02 11334.64 15200 14.2 .817 .804 1.0007 .9531 .6050 .836 90923.36 .825
6 77551 234.99 32.19 19.5 14.02 11334.64 15200 14.2 .817 .804 1.0007 .9530 .6050 .836 90891.76 .853
7 75092 235 32 19.5 12.52 11334.64 15200 14.2 .817 .804 1.0007 .9531 .6050 .836 81195.46 .925
8 75119 235 32.2 19.5 14.02 11334.64 15200 14.2 .817 .804 1.0007 .9531 .6050 .836 90923.36 .826
 (b) Deadweight – Displacement ratios are calculated from light ship weight using empirical formulae:
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
Weight Outfit LIGHT
LBP BREADTH DEPTH DRAFT DWT POWER SPEED of engine
[Link] of steel weight SHIP  CD2
(m) (m) (m) (m) (tonnes) (KW) (knots) plant
(tonnes) (tonnes) WEIGHT(T)
(tonnes)
1 239.99 32.22 19.5 14.24 79422 15749.6 15 12408.75 3626.486 1774.96 16036.05 95458.05 0.832009
2 241 32.2 21 14.17 79922 11410 14 13161.25 3644.19 1341 16806.29 96728.29 0.826253
3 246.99 32.22 19.79 11.7 79835 20300 15.6 12862.37 3765.686 2230 16628.85 96463.85 0.827616
4 226.31 32.25 20.59 13.01 79241 17499.05 16 11070.61 3363.045 1949.905 14434.41 93675.41 0.84591
5 235 32.2 19.5 14.02 75119 15200 14.2 12261.28 3526.222 1720 15788.34 90907.34 0.826325
6 235 32.2 19.5 14.02 75069 15200 14.2 12261.28 3526.222 1720 15788.34 90857.34 0.826229
7 235 32.2 19.5 12.52 75092 15200 14.2 12261.28 3526.222 1720 15788.34 90880.34 0.826273
8 234.99 32.19 19.5 14.02 77551 15200 14.2 12256.77 3524.932 1720 15782.53 93333.53 0.830902

17
Table for Cd average for Cd1and Cd2 from table 5 and table 6

CD1 CD2 CD avg

.866 .832 .849

.831 .826 .828

1.045 .827 .936

1.076 .845 .960

.825 .826 .825

.853 .831 .842

.924 .826 .875

.826 .826 .826

Finalized dead weight coefficient(Cd) = 0.87

From the above formulae the deadweight-displacement coefficient is calculated

from the above values and the average value of deadweight-displacement coefficient is
obtained
Dead weight coefficient= Dead weight/Displacement.
Finalized dead weight coefficient=0.87
Displacement = Dead weight/0.87
= 79000/0.87 = 90804.597 tonnes.

Volume of Displacement (  ) = = 90804.597/1.025 = 88589.85 m3.

Where ρ =Density of sea water = 1.025 tonnes / m3

3.4. CALCULATION OF LENGTH BETWEEN PERPENDICULARS:

1) From the graph drawn between Speed Vs LBP of Table-2

At Speed = 14.2 knots, The Value of LBP=235 meters.

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

Deadweight = 79000 tonnes, The Value of LBP=238.5 meters.

18
L.B.P. calculation from empirical formulas:
3) AYRE’S FORMULA:
L.B.P. V
a)  3.33  1.67 ,
3
 L.B.P.
Where, V = Service speed in knots = 14.2 knots
L.B.P. = Length between perpendiculars in meters
=Volume of displacement in m3=88589.85 m3
L.B.P 18
 3.33  1.67
3
88589.85 L.B.P

By iteration, L.B.P. = 219.75 meters.

4) VOLKER’S FORMULA:
L V
 3 .5  4 .5
3
 1

g 3
Where =Volume of displacement in m3=88589.85 m3
g=Acceleration due to gravity=9.81 m/s2
V=Service Speed =14.2*. 5144= 7.3045m/sec.
L.B.P 9.26
 3 . 5  4 .5
3 1
88589.85
9.81 88589.85 3
L.B.P = 226.095 meters.

5). SCHNEKLUTH’S FORMULA:

L=0.3  V0.3  3.2
Where L = Length between perpendiculars in meters
 = Displacement =88589.85*1.025 = 90804.59 tonnes

V = Service speed = 14.2 knots

L  90804.597 0.3 14.2 0.3  3.2
L.B.P=217.906 meters.

19
SUMMARY:

1. FROM L.B.P. Vs SPEED GRAPH L.B.P: 235 m

2. FROM L.B.P. Vs DEADWEIGHT GRAPH L.B.P: 238.5 m
3. AYRE’S FORMULA L.B.P: 219.75 m
4. VOLKER’S FORMULA L.B.P: 226.05 m
5. SCHNEKLUTH’FORMULA L.B.P: 217.906 m

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

Average L.B.P =
235  238.5  219.75  226.05  217.906  229.56 m
4

• Finalized L.B.P = 230 meters

3.5. BREADTH
When choosing the Breadth to comply with the required stability, stability conducive to
good sea keeping and stability required with special loading conditions should be taken
into consideration
1) Good sea keeping behavior:
a) Small amplitudes of roll.
b) Small roll acceleration.

2) Special loading conditions, e.g.:

Damaged ship, liquid cargoes etc.

3) Breadth may be restricted by Building dock width or channel clearance.

4) Increasing the Breadth by keeping the midship section area constant results in:
a) Increased resistance and Higher power requirements since RT=f (B/T).
b) Greater Initial stability.

20
FROM GRAPH:
1. From L.B.P. Vs (L/B) ratio graph,
At L= 230m (L/B =7.1)
L 230
BREADTH, B = = = 32.394 meter.
L 7 .1
B
FROM EMPERICAL FORMULAS:
L
1) BWSS= + (6.75)
9
L
B= + (6.75)
9
230
B=  6.75  32.3m
9

2) B= Ln (n=0.614 to 0.64)
a) B= (195)0.614=28.190 m
b) B= (195)0.64=32.47 m.

3) BAWKWARSITES FORMULA:
L 195
B=  3 .5   3.5 =28.82 m
7.7 7 .7

4) WARSON FORMULA:
L
B= + 4.27=29.82m
9

BREADTH =
32.394  32.3  28.19  32.472  29.82  32.331m
5
According to classification societies L/B > 5 , 230/32.4 = 7.1
• Finalized Breadth = 32.4 m.
3.6. DEPTH:
The depth is used to determine the ship’s volume and freeboard. The Depth should be
considered in relation to the longitudinal strength. An increase in depth will result in a reduction of
the longitudinal bending stresses providing an increase in strength, or allowing a reduction in
scantlings. Increased depth is therefore preferred to increased length.

FROM GRAPH :( Fig.4)

21
 B
1). From B Vs B/D ratio graph, At B=32.4m, =1.649
D
Depth,D=19.64m.

L
2) From LBP Vs L/D ratio graph, At L= 230m, =11.30
D
Depth, D=20.35m.

FROM EMPERICAL FORMULA:

1) For cargo ships:
B3
D m
1.5
32.4  3
D= = 19.6 m.
1 .5

Average depth =
20.35  19.64  19.6 =19.86m
3
B
As per Classification Society rules < 2.5
D
B/D= 32.4/20 =1.62 so satisfy Classification Society rules.
➢ Finalized DEPTH = 20 m.

3.7. COEFFICIENTS OF FORM

1). Block Coefficient of Fineness (CB):

Block coefficient of fineness is the ratio of the Volume of Displacement  of
the molded form up to any water line to the volume of a circumscribing solid with
Length, breadth, and depth equal to the length, breadth at the draft of that waterline.

CB =
L * B *T
Where L is length, B is breadth and T is molded draft.
Reducing the Block coefficient results in
a) Decrease in regulatory freeboard, required propulsive power, weight of the engine
plant and fuel consumption.
b) A slight increase in Hull steel weight and
c) Better sea keeping and less added resistance in a seaway and slamming.

22
 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:

V 14.2  .5144
Fn = Froude number Fn  =  0.15
gL 9.81 230
Where V = Service speed =7.3045 m/sec,
g =Acceleration due to gravity=9.81m/sec2
L=Length between perpendiculars =230 m
(i). AYRE’S FORMULA:
CB = C-1.68 Fn
, Where C=1.06 for single screw ships.
V
Where Fn= Froude number = Fn 
gL

V= Service speed 7.3045 m/sec,

g =Acceleration due to gravity=9.81m/sec2
L=Length between perpendiculars =230 m
CB1=1.06 - 1.68(0.15) = 0.80

(ii). SCHNEEKLUTH’S FORMULAE:

0.145 0.145
a). C B 2    0.941
Fn 0.15

L   230 
  20   20
0.14  B   0.14  32.4   0.95
b). C B 3 
Fn 26 0.15 26

Vt
(iii) C B 5  1.08   0.78
3.652 L

(iv) JENSEN’S FORMULA:

CB  4.22  27.8 Fn  (39.1 Fn )  46.6( Fn )3

CB5  4.22  27.8 .15  (39.1 .15)  46.6(.15)3

23
  CB6=0.90
From the above results finalized
(0.80  0.941  0.95  0.90  0.94)
CB= = 0.88
5
• Finalized Cb = 0.88

(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.

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

(i). According to KERLON’S FORMULA:
3.56
CM 1  1.006  0.0056CB  1.006  0.0056(0.88)3.56  .99
(ii) VANLAMUAN FORMULA:
CM3 = 0.9 + (0.1  CB) =.98
(.99  .98)
Average CM =  .99
2
• Finalized CM = 0.99
(3). Longitudinal Prismatic Coefficients (CPL):
C B 0.88
(i). Longitudinal prismatic Coefficient, CPL=  =0.89.
C M 0.99

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

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

24
CW from Empirical formulae:
(i). According to SCHNEEKLUTH,
For U-section form and no projecting stern form,

CW 1  0.95CPL  0.17 1  CPL  (0.95  0.89)  0.173 1  0.89  0.90

(ii). For Average section
(1  2C B ) (1  2  0.88)
CW 2    0.92
3 3
(iii). For V-section forms,
CB
(a) CW   0.92
(0.471  0.551 C B )

(b) Cw  CB  0.025  0.91

 C   0.88 
1  2 B  1  2 
(c) CW 
 CM 
  0.99 
 0.92
3 3
Cw3 = 0.92
From the above results,
• Finalized CW=0.92

(5). Vertical Prismatic Coefficients (CPv):

C B 0.88
Vertical Prismatic Coefficient CPV=  = 0.95
CW 0.92

25
3.8. OTHER CHARACTERESTICS OF THE SHIP:

(1). SHEER:

STANDARD
STATION ORDINATE
SHEER (in mm)
L
AFT A.P 25(  10) 2166.67
3
L
1/6 L from A.P 11.1(  10) 962
3
L
1/3 L from A.P 2.8(  10) 242.67
3
AMIDSHIPS 0 0
L
FORWARD 1/3 L from F.P 5.6(  10) 485.33
3
L
1/6 L from F.P 22.2(  10) 1924
3
L
F.P 50(  10) 4333.33
3

(2). CAMBER
B
Standard camber= =0.65 m
50

(3).BILGE RADIUS ( R ):
B.C K
R ,
L  2
  4 C B
B 
Where B = breadth in meters=32.4 m
L = Length between Perpendiculars in meters = 230 m.

CK = Coefficient between 0.5 and 0.6

CB = Block coefficient =0.88

32.4  0.6
R   2.26 m
 230 
  4 (0.88) 2

 32.4 
3). RISE OF FLOOR : Nil.

26
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.

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= 10314 + (2*1000) + (2 * 4000) = 20314 mm

Note: Bulkheads of cabins are inline with Deck beams in Fore and Aft direction i.e. its
length is a multiple of transverse framing (800 mm).

5) BREADTH OF SUPERSTRUCTURE:
Breadth of superstructure = Breadth of engine casing + (2* width of alleyway)
+ (2* length of a cabin in transverse direction).
Breadth of engine = 2 * E
Where, E is the half breadth of the engine near turbo charger (maximum)
Breadth of engine casing = (2*5880) +2000=13760 mm.
Width of alleyway = 1000 mm.
Length of a cabin in transverse direction = 4000 mm.
Breadth of superstructure = 13760 + (2*1000) + (2 * 4000) = 23760 mm
Breadth of superstructure = 29.808 meters (approx)

6). TYPE OF BOW : BULBOUS BOW

7). TYPE OF STERN : TRANSOM STERN

8). POSITION OF ENGINE ROOM : AFT

27
 CHAPTER-4

PRELIMINARY FREEBOARD CALCULATION (Using L.B.P AS

Freeboard Length as per Load Line Regulations)

4.1. INTRODUCTION: 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.

4.2. Freeboard Calculation Procedure:

1. L.B.P is taken as FREE BOARD LENGTH = 230 m

2. BREADTH = 32.4 m
3. DEPTH FOR FREEBOARD:
Depth for freeboard is the moulded depth at amidships plus the thickness of the
Freeboard deck stringer plate plus wood sheathing, if any.
 FREEBOARD DEPTH = Moulded depth + Assumed thickness of stinger plate
=20 + 0.02 (assumed) =20.02 m (no wood sheathing)

4. BLOCK COEFFICIENT OF FINENESS= 0.88

5. LENGTH OF SUPER STRUCTURE = 27m
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- B ship.

TABULAR FREE BOARD:

The Tabular Freeboard (FO) from Freeboard Table for 230 m length is FO = 3735 mm.

28
4.3. 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

 0.88  0.68 
CORRECTED FREEBOARD = 3735  4284.26 mm
 1.36 
2. DEPTH CORRECTION:
 L
Where D exceeds
L
the freeboard shall be increased by  D   R mm
15  15 
Where R =250 L>120 m
Correction to the freeboard =4284.26+ (20.02 – (230/15))  250
= 5455.93 mm
3. LENGTH OF SUPER STRUCTURE:
Superstructure length LS =27 m.
Full breadth of superstructure=32.4 m
Breadth of superstructure from side to side bulkhead ‘b’=29.8 m.
Effective length of super structure = LS  (b/B)
= 27  (29.8/32.4) =24.84 m.
effectivelength 24.84
% effectivelengthof length =   0.108%
L.B.P. 230
Length of forecastle deck = 0.07%L from forward perpendicular
Total effective length of super structure = (0.108+0.07) = 0.178% of L

Percentage of deduction for Type ‘A’ ships

Total effective length of Superstructure
Percentage of
0 0.1L 0.2L 0.3L 0.4L 0.5L 0.6L 0.7L 0.8L 0.9L 1.0L
deduction for
all types of
0 6.3 12.7 19 27.5 36 46 63 75.3 87.7 100
Superstructures

Correction for % deduction at 0.178L

29
 12.7  6.3 0.178  0.1  11.292
= 6.3 
0.2  0.1
1070 11.292
Deduction for 100% effective super structure =  120.824mm
100
CORRECTED FREE BOARD = 5455.93-120.824=5335.10mm

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

FINAL FREEBOARD = 5335.10 mm

MOULDED DRAFT = FREEBOARD DEPTH-FINAL FREEBOARD
= 20.02-5.335
= 14.68 m

MOULDED DRAFT = 14.7 m


CB   0.88
L  B T

Volume of displacement,
 = (0.88)(230)(32.4)(14.7)
= 96399.07 m3

 Displacement, ∆=   ρ= 96399.07  1.025 = 98809.05 tonnes.

Displacement as per Cd= 90804.6 tonnes.
Différence = +8004.45 tonnes.
Since, Emperical formulae are used and steel weight of double hull ship is taken 60%
more than steel weight of a single hull ship; i have kept 8004.45 tonnes as an allowance.

30
 CHAPTER-5

FINALIZATION OF HULL FORM USING B.S.R.A. RESULTS

Introduction: While designing a merchant vessel, the main parameters such as

dimensions- length, 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. Maneuverability
3. Course- keeping capability
4. Roll damping
5. Sea-keeping ability
6. Size of under deck volume

Length Between Perpendiculars is divided into 10 equal parts with ordinate stations
A.P (0), 1/4,1/2,3/4,1,11/2,2,21/2,3,31/2,4,5,6,61/2,7,71/2,8,81/2,9,91/4,91/2,93/4,10(F.P).
More stations are taken at the ends to define the curvature of a ship more accurately. The
sectional area up to moulded draft can be drawn by taking the sectional areas on Y-axis
and ordinate stations on X-axis. The ordinates for sectional area curve are given as the
ratio of sectional area to midship section area against the values of block coefficient
from 0.52 to 0.88. Sectional areas are calculated at various stations from ordinates lifted
from fig.54 of B.S.R.A. results at the CB of the ship under design.

BLOCK COEFFICIENT FOR THE SHIP UNDER DESIGN = 0.80

MIDSHIP SECTION AREA COEFFICIENT = 0.99
We have,
AM
CM  , Where AM = midship section area in m2
B T
B = breadth moulded = 32.4m
T = draft moulded = 14.7 m
CM =midship section area coefficient = 0.99
 AM  CM  B  T  0.99 x 32.4 x 14.7 = 471.52 m2.

31
 5.2. SECTIONAL AREAS LIFTED FROM BSRA CHART
TABLE – IV
SECTIONAL
VOLUME MOMENT
AREA
STATION Y S.M. PRODUCT LEVER (d) PODUCT
(Am x Y)
(Area x S.M.) (V x d)
in sq. m
0.00 0.0878 41.39946 0.25 10.34986 5.00 51.74932
¼ 0.2048 96.5673 1.00 96.5673 4.75 458.6947
½ 0.3575 168.5684 0.50 84.2842 4.50 379.2789
¾ 0.5 235.76 1.00 235.76 4.25 1001.98
1.00 0.639 301.3013 0.75 225.976 4.00 903.9038
1½ 0.8536 402.4895 2.00 804.9789 3.50 2817.426
2.00 0.96 452.6592 1.00 452.6592 3.00 1357.978
2½ 0.9875 465.626 2.00 931.252 2.50 2328.13
3.00 1 471.52 1.00 471.52 2.00 943.04
3½ 1 471.52 2.00 943.04 1.50 1414.56
4.00 1 471.52 1.50 707.28 1.00 707.28
5.00 1 471.52 4.00 1886.08 0.00 0.00
Sum(M1)
= 12364.01
6.00 1 471.52 1.50 707.28 1.00 707.28
6½ 1 471.52 2.00 943.04 1.50 1414.56
7.00 1 471.52 1.00 471.52 2.00 943.04
7½ 1 471.52 2.00 943.04 2.50 2357.6
8.00 1 471.52 1.00 471.52 3.00 1414.56
8½ 1 471.52 2.00 943.04 3.50 3300.64
9.00 0.95 447.944 0.75 335.958 4.00 1343.832
9¼ 0.839 395.6053 1.00 395.6053 4.25 1681.322
9½ 0.6683 315.1168 0.50 157.5584 4.50 709.0128
9¾ 0.4385 206.7615 1.00 206.7615 4.75 982.1172
10.00 0.145 68.3704 0.25 17.0926 5.00 85.463
∑Sum
∑Sum(M2)
(Volume) 12442.15 14939.39

1 1
Volume of Displacement (  ) =  h   V =  23  12442.15 = 95389.87 m3.
3 3
 Displacement (∆) =   1.025= 95389.87  1.025 = 97774.62 Tonnes

CHECK:
1) Displacement from Cd is = 90804.60 tonnes
2) Displacement from preliminary free board calculations = 98809.05 tonnes.
3) Displacement from sectional areas lifted from BSRA chart =97774.62 tonnes
Difference = 1034.43 tonnes (This is due to parallax error in lifting from the
Charts, which are on a large scale.)
4) Displacement when finalised freeboard from linesplan is calculated.

32
Note: “1” is superseded by “2”;
“3” superseded by “2”;
Finally “3” superseded by “4”;

5.3. Longitudinal Center of Buoyancy Position (LCB):

  M1   M 2  14939.39  12364.01 
L.C.B position from amidships= h    = 23   

  V 
  12442 . 15 

= 4.76 m forward of mid ship.

.

5.4. PRELIMINARY MAIN PARTUICULARS:

1) LENGTH BETWEEN PERPENDUICULARS (L.B.P) = 230 m
2) MOULDED BREADTH (B) = 32.4 m
3) MOULDED DEPTH (D) = 20 m
4) MOULDED DRAFT (d) = 14.7 m
5) DISPALCEMENT AT MOULDED DRAFT () = 97774.62 tonnes
6) VOLUME OF DISPLACEMENT
AT MOULDED DRAFT () = 95389.87 m3
7) BLOCK COEFFICIENT OF FINENESS (CB) = 0.88
8) MIDSHIP SECTION AREA COEFFICIENT (CM) = 0 .99
9) WATER PLANE AREA COEFFICIENT (CW) = 0 .92

33
5.5. 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 guideline, 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 is projected as %of moulded draft, which is
obtained from the preliminary freeboard calculations. By fairing the lines in the half
breadth Plan, a preliminary Body Plan is prepared based on B.S.R.A. water lines. A half
transverse section only is drawn since the vessel is symmetrical about the centerline
plane. The forward half sections are drawn to the right of the centerline with the aft
sections to the left. After fairing the lines in the Body plan, the water lines are drawn at
to 1m spacing. The outreaches of the stem and stern profiles are drawn in the elevation,
according to the Table-V, using the B.S.R.A. standard values expressed as a % of L.B.P.
from Forward Perpendicular and After Perpendicular. Now, half breadth Plan is
prepared with 1m spaced water lines from the faired Body Plan. A bilge diagonal is
drawn with ‘offsets’ taken along the bilge diagonal to check the fairness of lines.

If the shape of a body section is altered this will affect the shape of both the
water lines and the buttocks. It is essential when designing the hull form of the ship that
all the three sets of curves should be ‘fair’ and coincident with each other and their
interdependence becomes important in this fairing process. At the end of the fairing
process, lines are faired in all three views and final lines plan is prepared.

34
 Table-V:
Waterline Heights above the Baseline and Outreaches to define the Shape of the
Stem and Stern profiles

OUT REACHES

HEIGHT Height
ABOVE actual
BASELINE projected
WATERLINE
as from
percentage baseline as % OF % OF
of draft T = 14.08 m L.B.P OF L.B.P L.B.P OF L.B.P
FROM FROM F.P FROM FROM A.P
F.P (ACTUAL) A.P (ACTUAL)
Standard (m) Stem Standard (m) Stern
stem stern

A 7.69 1.08 1.61 3.14 1.55 3.02

B 15.38 2.17 2.18 4.25 1.71 3.33

C 23.08 3.25 2.31 4.50 1.81 3.53

D 38.46 5.42 1.88 3.67 1.88 3.67

E 53.85 7.58 1.11 2.16 1.88 3.67

F 69.23 9.75 0.55 1.07 1.25 2.44

G 84.62 11.91 0.15 0.29 -1.88 -3.67

H (LWL) 100.00 14.08 0.00 0.00 -2.85 -5.56

J 115.38 16.24 0.15 0.29 -3.28 -6.40

K 130.77 18.41 0.40 0.78 -3.50 -6.82

35
 TABLE-VII: OFFSET TABLE
From Lines Plan, half breadths in m on waterlines spaced 1 m apart at Ordinates stations spaced L/10 m (23m) apart at CB =0.88

WL

Ordinate
Station 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
0 - - - - - - - - - 1.4 3.05 4.25 5.25 6.07 6.85 7.29 7.7 8.2 8.6 8.98
0.25 .4 .5 .58 .65 .75 .93 1.27 2 3.4 5.02 6.45 7.42 8.29 8.95 9.55 10.10 10.55 10.97 11.4 11.8
0.5 1.49 1.9 2.42 2.75 3.3 3.8 4.47 5.42 6.85 8.23 9.25 10.02 10.75 11.38 11.9 12.38 12.8 13.2 13.61 14
0.75 3.05 3.8 4.6 5.3 6.01 6.75 7.55 8.5 9.7 10.76 11.7 123 12.8 13.2 13.6 14 14.4 14.7 14.92 15.2
1 4.9 6.1 7.1 7.95 8.8 9.62 10.5 11.42 12.22 12.51 13.55 14.02 14.38 14.65 14.9 15.19 15.45 15.7 15.8 15.95
1.5 9 10.45 11.7 12.8 13.65 14.29 14.78 15.17 15.4 15.7 15.83 15.92 16.05 16.15 16.2 16.2 16.2 16.2 16.2 16.2
2 12.5 13.85 14.8 15.58 16.05 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
2.5 14.55 15.8 16.12 1.17 16.19 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
3 15.6 16.07 16.17 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
3.5 15.83 16.17 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
4 16 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
5 15.87 16.15 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
6 15.91 16.19 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
6.5 15.87 16.15 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
7 15.86 16.14 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
7.5 15.9 16.19 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
8 15.85 16.15 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
8.5 15.49 16.08 16.15 16.15 16.19 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2 16.2
9 13.65 14.65 15.2 15.7 15.78 15.75 15.6 15.25 15.01 15.01 15.25 15.57 15.7 16 16.2 16.2 16.2 16.2 16.2 16.2
9.25 11.3 12.85 13.83 14.45 14.59 14.5 14.25 13.6 13.3 13.2 13.3 13.65 14 14.6 15.05 15.45 15.65 15.75 15.72 15.7
9.5 8.2 9.95 11.3 12.10 12.35 12.2 11.7 11.02 10.55 10.19 9.45 10.2 10.78 11.5 12.2 12.8 13.37 13.7 13.9 14.05
9.75 4.25 6.05 7.65 8.7 9.3 9.35 8.85 8.2 7.38 6.45 5.85 5.85 6.13 6.6 7.15 7.7 8.32 9 9.63 10.28
10 0 .6 2.1 4.3 5.52 6 5.85 4.95 3.55 2.25 1.13 .6 .25 .5 .7 .3 .7 1.1 1.57 1.99
36
 TABLE: VIII
Vertical Height (in m) from Baseline on Buttock lines spaced 1 m apart at
ordinate stations spaced L/10 m (23 m) apart
FROM LINES PLAN

Buttocks (1 m apart)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
0 11.30 11.91 12.77 14.03 15.89 18.68
Ordinate 0.25 8.16 9.72 9.75 11.64 12.57 13.92 15.49 17.82
Stations 0.5 1.53 5.04 7.55 9.24 10.51 11.70 12.80 14.04 15.79 18.64
0.75 0.20 1.39 3.25 5.47 7.30 8.98 10.42 11.72 13.06 14.61 16.87
1 0.00 0.20 1.50 2.32 3.87 5.59 7.32 8.98 10.52 12.06 13.92 16.00 19.17
1.5 0.00 0.00 0.08 0.21 0.64 1.32 2.29 3.47 4.94 6.68 8.59 10.88 13.70 17.13
2 0.00 0.00 0.00 0.00 0.00 0.04 0.19 0.59 1.26 2.13 3.38 5.20 7.62 11.69
2.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.04 0.27 0.82 1.65 3.11 5.56 14.30
3 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.05 0.24 0.98 2.38 7.70
3.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.05 0.19 0.93 5.09
4 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.10 0.70 3.22
5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.08 0.60 2.49
6 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.09 0.60 2.68
6.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.09 0.60 2.99
7 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.09 0.62 3.34
7.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.13 0.80 4.18
8 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.08 0.72 2.24 10.20
8.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.37 0.82 1.99 4.21 11.60 19.94
9 0.00 0.00 0.00 0.00 0.00 0.11 0.43 1.00 2.07 3.61 7.31 14.00 17.68 20.34
9.25 0.00 0.00 0.00 0.20 0.59 1.15 2.12 3.70 7.54 13.80 16.95 19.55 21.91
9.5 0.00 0.19 0.42 1.24 2.52 5.04 12.20 16.00 18.49 20.64 22.59
9.75 0.12 0.75 2.05 13.90 17.81 20.02 21.95 23.65
18.55, 20.81,
10 8.21, 4.94, 22.64
0.45 2.01

38
 CHAPTER-6

SECTIONAL AREAS AND VERTICAL MOMENTS W.R.T. BASELINE

AT ORDINATE STATIONS :( BONJEAN CURVES)

6.1. Introduction: One of the fundamental hull form characteristics required to prepare the
hydrostatic curves are the immersed sectional areas at ordinate stations. The cross-sectional
area of each ordinate station shown in the body plan up to the waterline in question is
determined which is input into the calculation of the volume of displacement; this set of curves
is known as the Bonjean curves. A typical plot of the Bonjean curves is shown in Figure. When
plotted against ship length, the immersed areas at the ordinate stations form a sectional area
curve, whose shape represents the "fullness" or "fineness" of the ship form, an important
consideration in ship resistance and powering.

The bonjean curves are used:

➢ To find out the volume of the displacement and LCB at a trimmed water line at which
the ship is floating due to distribution of cargo or when the ship is floating on even keel.
➢ In sub division of ships from the safety point of view so that when the ship is flooded
due to accident or damaged the ship will not sink beyond the margin line.
➢ In strength calculations to find out the buoyancy when the ship is floating in waves
➢ In launching calculations.

The Sectional areas and Vertical moments for different ordinate stations along the
length of the ship which has been calculated by using Simpson rules are as shown in the
following table

39
 6.2. Sectional areas in m2 at ordinate stations spaced L/10 m (23 m) apart up to respective waterlines in m2
Ordinate
Station

WL 0 1/4 1/2 3/4 1 1 1/2 2 2 1/2 3 31/2 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 0.53 2.34 4.95 8.03 16.96 23.1 27.38 30.03 30.58 30.91 30.66 30.64 30.63 30.61 30.63 30.6 28.56 24.35 19.58 16.93 8.30 0
2 0 1.43 5.73 11.83 19.1 36.51 49.55 57.77 61.79 62.71 63.22 62.8 62.74 62.68 62.64 62.72 62.61 60.22 52.78 43.83 35.12 18.60 0.47
3 0 2.5 10.09 20.3 32.37 58.69 78.29 89.74 94.07 95.09 95.62 95.17 93.15 95.03 94.98 95.11 94.97 92.5 82.73 70.59 56.43 32.43 2.97
4 0 3.71 15.31 30.2 47.45 83.26 108.75 122.04 126.44 127.49 128.02 127.57 127.53 127.43 127.38 127.51 127.37 124.8 113.7 98.95 79.93 48.88 9.5
5 0 5.11 21.33 41.54 64.21 109.78 140.42 154.4 158.84 159.89 160.42 159.97 159.93 159.83 159.78 159.91 159.77 157.15 145.19 128.03 104.48 67.01 19.44
6 0 6.76 28.36 54.33 82.61 137.75 172.75 186.78 191.24 192.29 192.82 192.37 192.33 192.23 192.18 192.31 192.17 189.53 176.71 157.13 129.09 85.76 31.05
7 0 8.94 36.62 68.63 102.76 166.84 205.15 219.18 223.64 224.69 225.22 224.77 224.73 224.63 224.58 224.71 224.57 221.93 208.1 185.89 153.05 104.03 43.03
8 0 12.09 46.41 84.65 124.71 196.8 237.55 251.58 256.04 257.09 257.62 257.17 257.13 257.03 256.98 257.11 256.97 254.33 238.95 213.77 175.75 121.15 54.07
9 0 17.43 57.77 102.78 148.39 227.41 269.95 283.98 288.44 289.49 290.02 289.57 289.53 289.43 289.38 289.51 289.37 286.73 269.17 240.6 197.28 136.75 62.57
10 0.93 25.83 72.93 123.23 173.5 258.55 302.35 316.38 320.84 321.89 322.42 321.97 321.93 321.83 321.78 321.91 321.77 319.13 299.18 267.08 217.86 150.56 68.26
11 5.55 37.46 90.49 145.75 199.92 290.1 334.75 348.78 353.24 354.29 354.82 354.37 354.33 354.23 354.18 354.31 354.17 351.53 329.4 293.58 237.94 162.72 71.46
12 12.92 51.37 109.78 169.77 227.52 321.83 367.15 381.18 385.64 386.69 387.22 386.77 386.73 386.63 386.58 386.71 386.57 383.93 360.07 320.55 258.02 174.32 73.11
13 22.48 67.08 130.57 194.88 255.92 353.8 399.55 413.58 418.04 419.09 419.62 419.17 419.13 419.03 418.98 419.11 418.97 416.33 391.3 348.16 278.99 186.26 73.93
14 33.86 84.36 152.72 220.88 284.94 386 431.95 445.98 450.44 451.49 452.02 451.57 451.53 451.43 451.38 451.51 451.37 448.73 423 376.76 301.24 198.97 74.35
15 46.71 102.9 176.01 247.68 314.51 418.34 464.35 478.38 482.24 483.89 484.42 483.97 483.93 483.83 483.78 483.91 483.77 481.13 455.2 406.45 324.9 212.88 74.75
16 60.76 122.53 200.31 275.28 344.61 450.74 496.75 510.78 515.24 516.29 516.82 516.37 516.33 516.23 516.18 516.31 516.17 513.53 487.6 436.99 349.9 227.71 75.31
17 75.75 143.18 225.5 303.75 375.24 483.14 529.15 543.18 547.64 548.69 549.22 548.77 548.73 548.63 548.58 548.71 548.57 545.93 520 468.15 376.09 243.73 76.31
18 91.65 164.73 251.5 332.9 406.41 515.54 561.55 575.58 580.04 581.09 581.62 581.17 581.13 581.03 580.98 581.11 580.97 578.33 552.4 499.59 403.18 261.04 78.1

19 108.44 187.12 278.3 362.57 437.93 547.94 593.95 607.98 612.44 613.49 614.02 613.57 613.53 613.43 613.38 613.51 613.37 610.73 584.8 531.07 430.81 279.66 80.72
20 126.01 210.32 305.91 392.75 469.72 580.34 626.35 640.38 644.84 645.89 646.42 645.97 645.93 645.83 645.78 645.91 645.77 643.13 617.2 562.49 458.78 299.59 84.2

40
 6.3. Vertical moments in m3 of transverse sections w.r.t base line at ordinate stations spaced L/10 m (23 m) apart
Ordinate
Station

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 1
1 0 0.33 1.32 2.72 4.4 9.01 11.97 14.05 15.27 15.54 15.74 15.59 15.57 15.58 15.57 15.57 15.56 14.9 12.95 10.47 7.43 2.89 0
2 0 1.7 6.48 13.17 21.2 38.58 51.87 59.83 62.99 63.8 64.23 63.85 63.77 63.39 63.65 63.74 63.63 62.48 55.77 47.1 35 18.64 0
3 0 4.38 17.47 34.47 54.53 94.25 123.87 139.82 143.7 144.75 145.23 144.78 144.76 144.59 144.51 144.73 144.53 143.18 130.73 114.16 88.5 53.49 7
4 0 8.63 35.78 69.23 107.47 180.41 230.61 252.87 257.03 258.15 258.63 258.18 258.16 257.99 257.91 258.13 257.93 256.23 239.2 213.53 170.91 111.24 3
5 0 14.94 62.95 120.4 183.01 299.91 373.23 398.49 402.83 403.95 404.43 403.98 403.96 403.79 403.71 403.93 403.73 401.83 380.93 344.41 281.42 192.94 7
6 0 24.07 101.71 190.85 284.39 453.83 551.03 576.6 581.03 582.15 582.63 582.18 582.16 581.99 581.91 582.13 581.93 579.94 554.31 504.43 416.75 296.07 1
7 0 38.25 155.54 283.93 415.49 643 761.63 787.2 791.63 792.75 793.23 792.78 792.76 792.59 792.51 792.73 792.53 790.54 758.27 691.3 572.55 414.72 2
8 0 62.05 229.12 404.21 580.24 867.74 1004.63 1030.2 1034.63 1035.75 1036.23 1035.78 1035.76 1035.59 1035.51 1035.73 1035.53 1033.54 989.64 900.32 742.55 543.04 2
9 0 107.61 325.89 558.55 781.65 1128.02 1280.03 1305.6 1310.03 1311.15 1311.63 1311.18 1311.16 1310.99 1310.91 1311.13 1310.93 1308.94 1246.47 1128.35 925.42 675.45 3
10 9.1 187.75 470.14 752.97 1020.25 1423.9 1587.83 1613.4 1617.83 1618.95 1619.43 1618.98 1618.96 1618.79 1618.71 1618.93 1618.73 1616.74 1531.53 1379.83 1120.91 806.49 4
11 57.8 310.03 654.69 989.65 1297.83 1755.2 1928.03 1953.6 1958.03 1959.15 1959.63 1959.18 1959.16 1958.99 1958.91 1959.13 1958.93 1956.94 1848.88 1658.1 1331.78 934.14 4
12 142.7 470.23 876.65 1265.91 1615.35 2120.11 2300.63 2326.2 2330.63 2331.75 2332.23 2331.78 2331.76 2331.59 2331.51 2331.73 2331.53 2329.54 2201.68 1968.31 1562.71 1067.46 4
13 262.5 666.67 1136.65 1579.91 1970.41 2519.67 2705.63 2731.2 2735.63 2736.75 2737.23 2736.78 2736.76 2736.59 2736.51 2736.73 2736.93 2734.54 2591.99 2313.58 1824.89 1216.76 4
14 416.1 900.06 1435.78 1930.97 2362.27 2954.39 3143.03 3168.6 3173.03 3174.15 3174.63 3174.18 3174.16 3173.99 3173.91 3174.13 3173.93 3171.94 3019.99 2699.78 2125.43 1388.42 4
15 602.7 1168.99 1773.62 2319.64 2791.07 3423.37 3612.83 3638.4 3642.83 3643.95 3644.43 3643.98 3643.96 3643.79 3643.71 3643.93 3643.73 3641.74 3486.93 3130.26 2468.61 1590.30 4
16 820.4 1473.35 2150.25 2747.51 3257.62 3925.57 4115.03 4140.6 4145.03 4146.15 4146.63 4146.18 4146.16 4145.99 4145.91 4146.13 4145.93 4143.94 3989.13 3603.7 2856.21 1820.26 5
17 1068 1814.26 2566.01 3217.51 3763 4460.17 4649.63 4675.2 4679.63 4680.75 4681.23 4680.78 4680.76 4680.59 4680.51 4680.73 4680.53 4678.54 4523.73 4117.98 3288.44 2084.69 5
18 1346.34 2191.39 3021.07 3727.51 4308.52 5027.17 5216.63 5242.2 5246.03 5247.15 5248.23 5247.78 5247.76 5247.59 5247.51 5247.73 5247.53 5245.54 5090.73 4668.2 3762.57 2387.67 5
19 1656.9 2605.68 3517 4276.5 4891.78 5626.57 5816.03 5841.6 5846.03 5847.15 5847.63 5847.18 5847.16 5846.99 5846.91 5847.13 5846.93 5844.94 5690.13 5250.51 4273.7 2732.31 6
20 1999.5 3058.15 4055.33 4864.93 5511.58 6258.37 6447.83 6473.4 6477.83 6478.95 6479.43 6478.98 6478.96 6478.79 6478.71 6478.93 6478.73 6476.74 6321.93 5863.2 4819.14 3121.05 6

41
 6.4. WETTED SURFACE AREA AT DRAFT=14.08 m

PRODUCT FOR
STATIONS HALF GIRTHS(in m) SM
AREA(in m2)

0 8.65 0.25 2.1625

0.25 18.7 1 18.7
0.5 19.05 0.5 9.525
0.75 20.8 1 20.8
1 22.4 0.75 16.8
1.5 25.5 2 51
2 27.9 1 27.9
2.5 29 2 58
3 29.7 1 29.7
3.5 30.1 2 60.2
4 30.3 1.5 .45.45
5 30.15 4 120.6
6 29.9 1.5 44.85
6.5 29.8 2 59.6
7 29.75 1 29.75
7.5 29.75 2 59.5
8 29.7 1 29.7
8.5 29.6 2 59.2
9 28.5 0.75 21.375
9.25 27.3 1 27.3
9.5 25.4 0.5 12.7
9.75 22.2 1 22.2
10 19.2 0.25 4.8
∑A=831.81 m2

2h
Wetted surface area =   A = (2*23)* (831.81/3) = 12754.46 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 =12754.46 + 2% of (12754.46)

=13009.55 m2

The wetted surface area due to thickness of shell plating, due to appendages such as bilge

keel, rudder, propeller Portion of ship forward of F.P. And aft of A.P. Are not included

in this calculated wetted surface area. These are to be included in final design.

42
6.4.1. Wetted surface area from empirical formula:

From Mumford’s formula:

S= 1.025  LBP  C B  B  1.7  T  m2

= 1.025 230 0.88  32.4  1.7 14.7 m2

= 9581.21 m2

Denny’s Formula:

S= 1.7  L  T    / T m
2

= 1.7  23014.7  95389.87 / 14.7m2

=12236.81 m2

Where, L= Length between perpendiculars in m = 230 m

T= Draft in m = 14.7 m

 = Moulded Volume of Displacement in m3 = 95389.87 m3

B= Moulded Breadth in m = 32.4 m

Cb= Block coefficient of Fineness=0.88

43
 CHAPTER-7

HYDROSTATIC CHARACTERISTICS OF SHIP

7.1. Introduction:
Here we calculate different characteristics of the ship in water by using empirical
formulae.
7.2. 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. Ship’s 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.
7.2.1. 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  in tonnes.
Where  density of water t/m3
Volume of displacement can be calculated by simpsonising the sectional area at ordinate
stations of the ship. Longitudinal center of buoyancy (LCB) is calculated by taking
moments of product of volume with reference to the mid ship.
Moulded volume of displacement can also be calculated by simpsonising the
water plane areas, Vertical center of buoyancy is calculated by taking moments of
product of volume W.R.T. base line.
The V.C.B and L.C.B are dependent on geometry of ships but not effected by
density of water.
[Link]. 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

44
plating, volume due to appendages such as bilge keel, rudder, propeller etc can be
calculated separately and added to moulded volume of displacement.
[Link]. Total Volume: Volume of Displacement aft of A.P. and forward of [Link]
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.
7.2.2. 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.

7.2.3. 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)

7.2.4. 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)

45
7.2.5. Moment to change trim / 1 cm (MCT):

MCT 1 cm = .GML / 100L

Where L = length of ship in meters

 = displacement in tonnes

Since GML ≈ BML, BML is obtained as per IL/ 

MCT 1 cm =. GML / 100L = (IL/  ) / 100L

I L x1.025
=  ( =  X1.025)
100xL

7.2.6. 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.

7.2.7. 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.

7.2.8. CM (Midship Area Coefficient):

It is ratio of the area of the midship section to the draft and breadth at the
designated water line.

7.2.9. 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.
CB
CPL=
CM

46
 7.2.10. 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.
CB
CPV=
CW

7.3. HYDROSTATICS SUMMARY TABLE:

HYDROSTATIC CALCULATIONS FOR ZERO TRIM

HYDROSTATIC PROPERTIES UNITS 1WL
Moulded Volume of Displacement, mld =h/3*v metres3 4985.65
Displacement in fresh water, fw=mld*1.000 tonnes 4985.65
Displacement in sea water, sw=mld*1.025 tonnes 5110.29
Water Plane Area, A w=(2h/3)*A metres2 5261.41
Longitudinal Centre of floatation from station 5, LCF=h(M 2-M1)/A metres 8.54
Longitudinal Centre of buoyancy from station 5, LCB=h(M 4-M3)/V metres 8.56
Vertical Centre of buoyancy above base, KB=(VM)/V metres 0.51
Transverse moment of inertia, IT=2h/9*IT metres4 391120.02
Transverse metacentre above centre of buoyancy, BM T=IT/mld metres 78.45
Transverse metacentre above base, KM T=KB+BMT metres 78.96
Longitudinal moment of inertia about station 5, I L=(2h3/3)*IL metres4 13078861.91
Longitudinal moment of inertia about LCF, ILCF=IL-(Aw*LCF2) metres4 12694905.84
Longitudinal metacentre above centre of buoyancy, BM L=ILCF/mld metres 2546.29
Longitudinal metacentre above base, KM L=KB+BML metres 2546.80
Tonnes per centimeter immersion, TPC=(A w *1.025)/100 53.93
Moment to change trim for 1 centimeter immersion, MCT=( tonne-
631.66
ILCF*1.025)/(100L) m
Block coefficient of fineness, C b=mld/(L*B*D) 0.75
Water plane area coefficient, C w=Aw/(L*B) 0.79
Immersed midship section area coefficient, C m=Am/(B*D) 0.95
Prismatic coefficient, Cp=mld/(Am*L) 0.79

(Contd.)

47
 2WL 3WL 4WL 5WL 6WL 7WL 8WL 9WL
10383.04 15962.34 21706.92 27519.13 33387.67 39291.98 45218.56 51168.63
10383.04 15962.34 21706.92 27519.13 33387.67 39291.98 45218.56 51168.63
10642.61 16361.40 22249.60 28207.11 34222.36 40274.28 46349.03 52447.85
5521.80 5667.75 5772.91 5844.91 5889.37 5916.35 5936.92 5971.12
8.08 7.76 7.46 6.95 6.30 5.42 4.22 2.89
8.39 8.21 8.07 7.89 7.67 7.40 7.06 6.66
1.03 1.55 2.06 2.58 3.09 3.60 4.11 4.62
431308.31 449022.72 461903.40 470631.17 475539.21 477781.20 478419.74 480470.29
41.54 28.13 21.28 17.10 14.24 12.16 10.58 9.39
42.57 29.68 23.34 19.68 17.33 15.76 14.69 14.01
14359780.48 15312784.12 16042077.40 16533465.81 16826921.29 16989362.44 17110159.77 17358820.72
13999481.65 14971392.44 15720717.31 16251253.67 16593374.80 16815705.55 17004303.85 17309047.00
1348.30 937.92 724.23 590.54 496.99 427.97 376.05 338.27
1349.33 939.47 726.29 593.12 500.08 431.57 380.16 342.90
56.60 58.09 59.17 59.91 60.37 60.64 60.85 61.20
696.58 744.94 782.22 808.62 825.64 836.70 846.09 861.25
0.78 0.80 0.81 0.82 0.83 0.84 0.85 0.85
0.83 0.85 0.86 0.88 0.88 0.89 0.89 0.89
0.97 0.98 0.98 0.99 0.99 0.99 0.99 0.99
0.80 0.81 0.83 0.84 0.84 0.85 0.85 0.86

10WL 11WL 12WL 13WL 14WL 15WL 16WL 17 WL

57161.07 63200.75 69284.63 75415.93 81596.48 87821.35 94094.59 100401.3
57161.07 63200.75 69284.63 75415.93 81596.48 87821.35 94094.59 100401.3
58590.10 64780.77 71016.75 77301.33 83636.39 90016.89 96446.95 102911.3
6012.25 6082.56 6108.24 6155.55 6206.37 6251.59 6288.22 6323.41
1.58 0.85 0.03 -0.29 -0.34 -0.38 -0.45 -0.47
6.19 5.71 5.24 4.83 4.46 4.15 3.87 3.62
5.13 5.65 6.16 6.68 7.19 7.71 8.23 8.75
484214.03 490510.21 495843.44 501763.95 508621.31 514755.20 520105.98 524918.82
8.47 7.76 7.16 6.65 6.23 5.86 5.53 5.23
13.61 13.41 13.32 13.33 13.43 13.57 13.76 13.98
17676851.63 18288119.47 18449813.93 18844310.23 19270936.35 19657921.97 19972241.25 20282200.55
17661764.50 18283705.66 18449806.90 18843788.83 19270209.99 19657029.35 19970968.46 20280805.77
308.98 289.30 266.29 249.86 236.16 223.83 212.24 202.00
314.12 294.94 272.45 256.54 243.36 231.54 220.47 210.75
61.63 62.35 62.61 63.09 63.62 64.08 64.45 64.81
878.80 909.75 918.01 937.62 958.83 978.08 993.70 1009.12
0.86 0.86 0.87 0.87 0.87 0.88 0.88 0.88
0.90 0.91 0.92 0.92 0.93 0.94 0.94 0.95
0.99 0.99 0.99 1.00 1.00 1.00 1.00 1.00
0.86 0.87 0.87 0.87 0.88 0.88 0.88 0.89

48
 18WL 19WL 20WL
106741.30 113109.23 119502.95
106741.30 113109.23 119502.95
109409.84 115936.96 122490.53
6278.29 6380.54 6406.05
0.54 -0.54 -0.57
3.40 3.21 3.03
9.27 9.79 10.31
516311.89 532438.15 535920.20
4.84 4.71 4.48
14.11 14.50 14.79
19996281.25 20799424.66 21033275.53
19994431.73 20797548.45 21031173.80
187.32 183.87 175.99
196.59 193.66 186.30
64.35 65.40 65.66
994.87 1034.83 1046.45
0.89 0.89 0.90
0.94 0.96 0.96
1.00 1.00 1.00
0.89 0.89 0.90

49
 CHAPTER-8
FINAL FREEBOARD CALCULATION AS PER LOAD LINE REGULATION

8.1. INTRODUCTION: 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.

8.2. Freeboard Calculation Procedure:

Sectional areas lifted at 85% of the least molded depth from bonjean curves
85% of molded depth =20.00  0.85=17 m

8.2.1. 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 (17 m) =

0.96(7.5+230+0.15) = 228.14 m
(Or)
length from fore end of stem to centerline of rudderstock on the same waterline

= 230+1.15 = 231.15 m

From the above two, whichever is greater, is taken as

freeboard length LL= 231.15 m

8.2.2. Freeboard breadth: 32.4 m

50
 Sectional areas lifted at 85% of the least molded depth from bonjean curves

Sectional Product
Simpson’s Product for
Station Areas in for Lever
Multipliers Moment
m2 Volume
0 75.75 0.25 18.9375 5.00 94.69
0.25 143.18 1.00 143.18 4.75 680.10
0.5 225.5 0.50 112.75 4.50 507.37
0.75 303.75 1.00 303.75 4.25 1290.94
1 375.24 0.75 281.43 4.00 1125.72
1.5 483.14 2.00 966.28 3.50 3381.98
2 529.15 1.00 529.15 3.00 1587.45
2.5 543.18 2.00 1086.36 2.50 2715.9
3 547.64 1.00 547.64 2.00 1095.28
3.5 548.69 2.00 1097.38 1.50 1646.07
4 549.22 1.50 823.83 1.00 823.86
5 548.77 4.00 2195.08 Sum M1 14949.33
6 548.73 1.50 823.095 1.00 823.095
6.5 548.63 2.00 1097.26 1.50 1645.89
7 548.58 1.00 548.58 2.00 1097.16
7.5 548.71 2.00 1097.42 2.50 2743.55
8 548.57 1.00 548.57 3.00 1645.71
8.5 545.93 2.00 1091.86 3.50 3821.51
9 520 0.75 390 4.00 1560
9.25 468.15 1.00 468.15 4.25 1989.64
9.5 376.09 0.50 188.045 4.50 846.20
9.75 243.73 1.00 243.73 4.75 1157.72
10 76.31 0.25 19.0775 5.00 95.39
Sum V 14621.555 Sum M2 17425.86

h 23
Volume of displacement ( ) =  V =  14621.555 = 112098.59 m3
3 3
( M 1  M 2 ) 230 (2476.53)
Position of LCB= h[ ]
V 10 14621.555
=3.89 m forward of midship
LCB = 3.89 m forward of midship

51
8.2.3. 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 =20.00+0.02 =20.02 m
(There is no wood sheathing on the deck)
8.2.4. Block coefficient Cb (calculated at 85% of moulded depth):

 112098.59
Cb = = = 0.88
L B T 231.15  32.4  17

TABULAR FREE BOARD: (For Type B ship)

Tabular freeboard for 231 m = 3750 mm

Tabular freeboard for 232m=3765mm

• Tabular freeboard for 231.15m = 3752.25mm

8.3. CORRECTIONS:
8.3.1. BLOCK COEFFICIENT (CB):
Where CB exceeds 0.68, the tabular freeboard shall be multiplied by the factor
C B  0.68
1.36

 0.88  0.68 
Corrected Freeboard = 3725.25  4304.05 mm
 1.36 
8.3.2. DEPTH CORRECTION:

 L
the freeboard shall be increased by  D   R mm
L
Where D exceeds
15  15 
Where R =250 L>120 m
Corrected Freeboard = 4304.05+ (20.02 – (231.15/15))*250
= 5456.55 mm
8.3.3. CORRECTION FOR SUPER STRUCTURE:

a) LENGTH OF SUPER STRUCTURE :

Superstructure length can be estimated by determining the distance
between aft peak bulkhead and Forward peak bulkhead.

52
 From the data collected from the register of ships, one of the ships which
approximately coincide with length, breadth and speed is of power 11900 KW. A low
speed engine is selected and its specifications are:
Type of the engine : Sulzer 6RTA 62 U
Power : 13320 KW
Speed : 113 rpm
Value of ‘A’ : 8012 mm
Value of ‘K’ : 302 mm
Therefore, length of the engine is, A+K=8012+302= 8314 mm
Length of engine casing = 8314+2000 = 10314 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.
Note: Bulkheads of cabins are inline with Deck beams in Fore and Aft direction i.e. its
length is a multiple of transverse framing (800 mm).
Length of superstructure, Ls= 10314 + (2*1000) + (2 * 4000) = 20314 mm
• FINAL LENGTH OF SUPERSTRUCTURE=21.6m

b) BREADTH OF SUPERSTRUCTURE:
Breadth of superstructure = Breadth of engine casing + (2* width of alleyway) +
(2* length of a cabin in transverse direction).
Breadth of engine = 2 * E
Where, E is the half breadth of the engine near turbo charger (maximum)
Breadth of engine casing = (2*5880) +2000=13760 mm.
Width of alleyway = 1000 mm.
Length of a cabin in transverse direction = 4000 mm.
Breadth of superstructure = 13760 + (2*1000) + (2 * 4000) = 23760 mm
• Breadth of superstructure = 24.4 meters (approx)

Where the effective length of superstructure is 1.0L, the deduction from the

freeboard shall be 350 mm at 24 m length of ship, 860 mm for ships whose length

is 85 m and 1070 mm at 122m and above. Deduction

53
 L= Length of the super structure=21.6 m (from General Arrangement plan)

B= breadth of the ship at middle of the super structure =32.4 m

b=breadth of the superstructure in between the bulkheads= 24.4 m

Effective length of super structure = LS  (b/B)

= 21.6  (24.4/32.4) =16.27 m.

effectivelength 16.27
% effectivelengthof length =   0.071%
L.B.P. 230

Length of forecastle deck = 7%L from forward perpendicular

Total effective length of super structure = (0.071+0.07) = 0.141 % of L

Percentage of deduction for Type ‘A’ ships

Total effective length of Superstructure
Percentage of 0 0.1L 0.2L 0.3L 0.4L 0.5L 0.6L 0.7L 0.8L 0.9L 1.0L
deduction for
all types of
0 7 14 21 31 41 52 63 75.3 87.7 100
Superstructures

12.7  6.3 0.141 0.1  8.92%

Correction for % deduction at 0.141L= 6.3 
0.2  0.1
1070 8.92
Deduction for 100% effective super structure =  95.444mm
100
Corrected Free Board = 5456.55 – 95.444 = 5361.11 mm
8.3.4. SHEER CORRECTION:

Since the ship is having standard sheer, no sheer correction is necessary.

• FINAL FREEBOARD = 5361.11 mm = 5.36 m

 Moulded draft = freeboard depth – freeboard

= 20.02-5.36 = 14.66 m

8.3.5. MOULDED DRAFT = 14.66 m

Length measured on summer load waterline (14.66 m) from centerline of rudderstock to

fore end of ship from lines plan = 237.15 m

54
 SECTIONAL AREAS LIFTED AT MOULDED DRAFT (=14.66 M)

Sectional Product Product

Areas in Simpson’s for for
Station m2 Multipliers Volume Lever Moment
0.00 42.34 0.25 10.58 5.00 52.9
0.25 96.60 1.00 96.60 4.75 458.85
0.50 168.09 0.50 84.04 4.50 378.18
0.75 238.57 1.00 238.57 4.25 1013.92
1.00 304.46 0.75 228.34 4.00 913.36
1.50 407.34 2.00 814.68 3.50 2851.38
2.00 453.33 1.00 453.33 3.00 1359.99
2.50 467.36 2.00 934.72 2.50 2336.80
3.00 471.43 1.00 471.43 2.00 942.86
3.50 472.87 2.00 945.74 1.50 1418.61
4.00 473.40 1.50 710.1 1.00 710.1
Sum
5.00 472.95 4.00 1891.8 M1 12436.95
6.00 472.91 1.50 709.365 1.00 709.365
6.50 472.814 2.00 945.62 1.50 1418.43
7.00 472.76 1.00 472.76 2.00 945.52
7.50 472.89 2.00 945.78 2.50 2364.45
8.00 472.75 1.00 472.75 3.00 1418.25
8.50 470.11 2.00 940.22 3.50 3290.77
9.00 444.25 0.75 333.19 4.00 1332.76
9.25 396.35 1.00 396.35 4.25 1684.49
9.50 316.85 0.50 158.42 4.50 712.84
9.75 208.15 1.00 208.15 4.75 988.71
10.00 74.614 0.25 18.65 5.00 93.25
Sum V Sum
12481.18 M1 14958.83

h 23
Volume of displacement ( ) =  V =  14958.83 = 95689.05 m3
3 3
 Actual Displacement (Δ) = 95689.05  1.025 = 98081.27 tonnes
( M 1  M 2 ) 230 (14958.83  12436.95)
Position of LCB= h[ ]  4.65m forward of
V 10 12481.18
midship
 95689.05
 CB    0.88
L  B  T 230  32.4  14.66

LCB = 4.65 m forward of midship
C B 0.88
 CM 
Am

472.95
 0.99  C PL    0.89
B  T 32.4  14.66 C M 0.99

55
 CALCULATION OF WATERPLANE
AREA AT DESIGNED LOAD WATERLINE(14.66 M)

HALF BREADTHS SIMPSONS PRODUCT FOR

STATION (m) MULTIPLIERS AREA
0.00 6.55 0.25 1.64
0.25 11.73 1.00 9.4
0.50 13.49 0.50 5.86
0.75 14.85 1.00 13.49
1.00 16.2 0.75 11.14
1.50 16.2 2.00 32.4
2.00 16.2 1.00 16.2
2.50 16.2 2.00 32.4
3.00 16.2 1.00 16.2
3.50 16.2 2.00 32.4
4.00 16.2 1.50 24.3
5.00 16.2 4.00 64.8
6.00 16.2 1.50 24.3
6.50 16.2 2.00 32.4
7.00 16.2 1.00 16.2
7.50 16.2 2.00 32.4
8.00 16.2 1.00 16.2
8.50 16.2 2.00 32.4
9.00 16.12 0.75 12.09
9.25 14.95 1.00 14.95
9.50 11.98 0.50 5.99
9.75 7.0 1.00 7
10.00 .1 0.25 .025
Sum A =454.585 M2

2 h A 2  23  454.585
Area of water plane = CW    6970.30m 2
3 3
AW 6970.30
 CW    0.93
L  B 230  32.4
C B 0.88
 C pv    0.95
C w 0.93

56
8.4. FINALISED PARTICULARS OF THE SHIP

1) LENGTH BETWEEN PARTICULARS -230 M

2) LENGTH OVERALL -245.37 M

3) BREADTH (MOULDED) -32.4 M

4) DEPTH (MOULDED) -20.00 M

5) DRAUGHT (MOULDED) -14.66 M

6) BLOCK COEFFICIENT OF FINENESS -0.88

7) MIDSHIP SECTION AREA COEFFICIENT -0.99

8) WATER PLANE AREA CO-EFFICIENT -0.93

9) VERTICAL PRISMATIC CO-EFFICIENT -0.95

10) LONGITUDINAL PRISMATIC CO-EFFICIENT -0.89

9) MOULDED VOLUME OF DISPLACEMENT

BETWEEN A.P. AND F.P. -95689.05 m3

10) MOULDED DISPLACEMENT

BETWEEN A.P. AND F.P. -98081.27 TONNES

11) SPEED -14.2 KNOTS

57
 CHAPTER-9

DEAD WEIGHT CHECK

(ESTIMATION OF PRELIMINARY POWER AND LIGHT SHIP WEIGHT USING
EMPERICAL FORMULAS)

9.1. ESTIMATION OF LIGHT SHIP WEIGHT:

9.1.1. STEEL WEIGHT:

For single hull obo ship:
WST = L  B  D  Cs
Cs = Cso +0.064  e–(0.54u+0.1u^2.45)
 98809.05
U = log10 ( ) = log10 ( ) =2.99 ; Cso = 0.0752
100 100
WST = L  B  D  Cs = 195  30  18  Cs
 WST =9885.50 tonnes
.

9.1.2. WOOD AND OUTFIT WEIGHT:

W outfit = (0.325+0.0006  L)  (B  L)
= (0.325+0.0006  230)  (32.4  230)
= 3450.28 Tonnes

9.1.3. MACHINERY WEIGHT:

PSHP 10872.39
WEP=  200   200  1139.88Tonnes
10 0.736  10
PSHP=power in horse power

TOTAL LIGHT SHIP WEIGHT,  LS  WST  WE  WO

 LS  9885.50  3450.28  1139.88  14475.66 Tonnes
Deadweight on summer load waterline= Displacements-Light ship weight

= 98809.05-14475.66 = 84333.39 tonnes

Deadweight = 84333.4 Tonnes

Actual Deadweight=79000 tonnes

Difference in Deadweight =84333.4-79000 = +5333.4 tonnes

58
9.2. ESTIMATION OF POWER:

9.2.1. USING ADMIRALITY COEFFICIENT:

2
 3V 3
AC 
P
Where  = Displacement in tonnes = 98809.05 tonnes
V = Service speed in knots = 14.2 knots
P = Power in Kw
L = Length between perpendiculars = 230 m

 150   150 
AC  26 L    26 230   672.48
 V   14.2 

 3 V 3 98809.05 3 14.2
2 2 3
POWER, P    8758.49 KW
AC 672.48

 SHAFT POWER = 8758.49 KW

9.2.2. WATSON’S FORMULA:

2
 3 V 3 [40  ( L / 200)  1.44  12C B ]
POWER , P   12986.83 KW
15000  NL0.5
Δ= Displacement in tonnes = 98809.05 Tonnes
V=service speed in knots= 14.2 Knots
N= no. of revolutions per minute= 100 rpm

(8758.49  12986.83)
Average power =  10872.39
2

 Power = 10872.39 KW

59
 CHAPTER - 10

RESISTANCE CALCULATIONS

(Using Guldhammer and Harvald method)

10.1. Introduction: When a ship is moving with velocity V, the effect of this forward

motion is to generate dynamic pressures on the hull which modify the original normal

static pressure and if the forces arising from this modified pressure system resolved in the

fore and aft direction 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.

60
The total resistance coefficient of the ship

CT = RT
1
S V 2

  Mass density of sea water at 30o۬c =1021 k.g / m3

V Velocity of ship (m/s)

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

RT Total resistance of the ship (KN)

Total resistance coefficient C T = CF + CR + C A

Where CF = Frictional resistance coefficient.

CR = Residual resistance coefficient

CA= Incremental resistance coefficient

10.2. Dimensions:

Length between perpendicular LBP = 230 m

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

LOS = 6.95(aft of A.P.) + 195(L.B.P.) + 0.4(forward of F.P.) = 237.05 m.

Speed of ship ‘V’ =14.2 knots = 14.2  0.5144 = 7.3045 m/s.

Breadth of ship = 32.4m

Draft = 14.66 m

Mid ship sectional are coefficient (β) = 0.99

mld  Moulded Volume of displacement between A.P. and F.P. = 95689.05 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 =

95689.05 + (1% of 95689.05) = 96645.94 m3

61
 S  Moulded wetted surface area of the ship 13009.55 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 =

((13009.55 +1%of (13009.55)) =13139.64 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.

10.3. FRICTIONAL RESISTANCE COEFFICIENT (CF):

ITTC FORMULA FOR FRICTIONAL RESISTANCE COEFFICIENT,

0.075 VL
CF = ; Where Rn = = Reynolds number
log10 Rn  2
2


V = Velocity in m/sec. = 14.2 x 0.5144 = 7.3045m/sec

Los = Length of submerged portion at design load water line = 237.05 m

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

VL 14.2  0.5144 237.05

REYNOLD’S NUMBER (Rn) =   2038.75  106
 0.84931 106

0.075
log 
FRICTIONAL RESISTANCE COEFFICIENT CF = 2
10 (2038.75  106 )  2

= 1.404  10-3

62
10.3.1. 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 =13139.64 m2

S – Wetted surface area of the hull. =13009.55 m2

3
S XCF 13139.64  1.404  10
CF = 1 = = 1.41  10-3
S 13009.55

Frictional resistance coefficient (alternative method):

This value is obtained from Fig 5.5.14 in RESISTANCE AND PROPULSION

OF SHIPS by S.A. HARVALD.

To use this graph Length should be altered,

1.188  Los 1.188  237.05

L1= = 6 = 312.83 m
10 
6
10  0.84931 106

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

CF = 1.405 x 10-3

10.4. RESIDUARY RESISTANCE COEFFICIENT (CR):

Length-displacement ratio is calculated taking displacement or from hydrostatic curves.

Prismatic coefficient is calculated by the formula


=
LBT 

Where β is mid ship sectional area coefficient

  Volumetric displacement of Ship = 96645.94 m3

Length, Los =237.05 m

Breadth =32.4m,
63
 Draft = 14.66 m

= 96645.94
= 0.850
237.05  32.4  14.66  0.99

L 237.05 237.05
SLENDERNESS RATIO,    5.16
()13
(96645.94)
1
3 45.89

V 14.2  0.5144
Fn    0.151
gL 9.81 237.05

FROM FIG.5.5.7& 5.5.8 (FROM THE CHARTS PUBLISHED BY GULDHAMMER &

HARVALD),

AT, SLENDERNESS RATIO =5, Fn = 0.15, =0.850

103 CR =1.0

AT, SLENDENESS RATIO = 5.5, Fn = 0.15, =0.7850

103 CR = 0.80

BY LINEAR INTERPOLATION,

AT, SLENDERNESS RATIO = 5.16, Fn = 0.15, =0.850

(0.80  1.0)
103 CR = 1.0+ (5.15  5)
(5.5  5)

103 CR = 0.94

10.4.1. CR Correction:

Because the charts are prepared for the standard forms, as the ships are different from the

standard form, the following corrections should be made to CR value:

10.4.2. B/T correction:

As the charts are prepared for breadth to draft ratio corresponding to 2.5,

B   32.4 
CORRECTION = 0.16  2.5 = 0.16  2.5 =0.16(2.210 - 2.5)
T  14.66 

= -0.046

64
10.4.3. L.C.B. correction: The dependence of the resistance on LCB is evident at higher

speeds. The standard LCB can be taken from the fig (5.5.15) where in the LCB position

is against Froude’s no. =2.69 % Los

= (2.69 x 237.05)/100 = 6.38 m forward of midship of Los

LCB actual = 4.65 m Forward of midship of LBP. (From hydrostatics)

Position of midship from F.P. [Link]. LBP= LBP/2= 230/2= 115 m

Position of midship from F.P. [Link]. Los = (Los/2) – .1 =118.425 m

Midship w.r.t. LBP is forward of midship w.r.t. Los =118.425-115=3.425m

LCB = 4.65+3.425 = 8.075 m Forward of midship (for Los=237.05m)

LCB standard =6.38 m Forward of midship of LOS (for Los = 237.05 m)

Deviation of LCB from standard LCB in percent of L

= ((LCB – LCB standard)  100) / 205.06 = ((8.075 – 6.38)  100) / 237.05

= 0.71 %

LCB is forward of the LCB standard, hence correction is to be done (always +Ve)

10.4.4. Correction:

This deviation of % LCB is multiplied by [( 103 CR) / ( LCB)]

At  =0.85, [( 103 CR) / ( LCB)] = 0.228

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

= [0.228  0.71]
Correction for 103 CR = .162

10.4.5. Correction of Shape of Sections and Bow:

10.4.6. Shape of section correction:

The resistance curves to a ship having a Standard form, in which

sections are either distinctly U or V shaped sections. So no correction of C R is to be

done for std shape of sections

65
10.4.7. Bow correction:

Abt
For a vessel with bulbous bow having  0.10 , correction is to be done.
Ax

Abt sec tionalareaofthebulbousbowatF.P.(uptomouldeddraft) 74.614

= = = 0.16
Ax areaofmidship sec tion 472.95

So no requirement of bow correction

10.4.8. Correction for bossing:

Bossing  for full ships add 3 to 5 % to CR value

Take 5% then 103CR = (5 × 0.94) /100 =0.05

Total 103CR = actual 103CR +103CR (B/T) + 103CR (L.C.B)

+ 103CR (Hull form) + 103CR (Bossing)

Total 103CR = 0.94 – 0.046 +0.162+ 0.05 = 1.11

10.4.8. 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.

L≤105 m 103CA= 0.4

L=150 m 103CA= 0.2
L=200 m 103CA= 0
L=250 m 103CA= -0.2
L≥300 m 103CA= -0.3

FOR VESSELS WITH L = 200 m, 103 CA = 0

L = 250 m , 103 CA = -0.2

103CA for 237.05 m length is linear interpolation from above table between 200m and

250m length. FOR L = 237.05,

 0.2
103 C A  (237.05  200)  0.15
(250  200)

66
10.4.9. 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 = (1.11+1.41-0.15+0.07+0.04)  10-3

CT =2.48  10-3

10.5. TOTAL RESISTANCE :( RT)

RT = CT ×  ×S ×V2 × 0.5

= (0.00248×1021 × 13139.64 × (7.3045) 2) × 0.5

RT = 887.59 KN

10.5.1. 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. ½  S V2

 Total Resistance = resistance at speed of 15 knots +15% allowance

887.59  15
RT = 887.59 + = 1020.73 KN
100

10.6. POWER: Effective power PE = RT X V = 1020.73  7.3045= 7455.91 KW

67
 RESISTANCE AT DIFFERENT SPEEDS

Service Speed (Knots) 15 16 14.2 17 18

Service Speed (m/s) 7.716 8.23 7.3045 8.74 9.26
Froude Number (V/ gL ) 0.16 0.17 0.15 0.18 0.19
Reynolds Number (VL / ν) 2153.6*106 2297*106 2038.75*10 2440*106
6
2584*106
FRICTIONAL RESISTANCE COEFFICIENT (CF)
3
10 CF Value (From ITTC
formulae) 1.39 1.38 1.40 1.37 1.36
Wetted Surface Corr to103 CF 1.40 1.39 1.41 1.38 1.37
3
Resultant 10 CF Value 1.40 1.39 1.41 1.38 1.37
RESIDUARY RESISTANCE COEFFICIENT (CR)
Slenderness Ratio (LOS /  1/3) 5.16 5.16 5.16 5.16 5.16
Standard 103 CR Value (from
graph) 1.08 1.19 .94 1.44 1.66
3
B / T Correction to (10 CR) std -0.046 -0.046 -0.046 -0.046 -0.046
Standard LCB Position (from
graph) 5.55 4.34 6.38 3.48 2.37
3
LCB Correction to Standard 10
CR 0.32 0.53 0.162 0.81 1.16
Section Shape Correction to Std No
103 CR No Correction No Correction No Correction No Correction Correction
3
Bow Correction to Standard 10 No
CR No Correction No Correction No Correction No Correction Correction
Bossing Correction to Standard
103 CR 0.055 0.06 0.05 0.07 0..08
3
Resultant 10 CR Value 1.41 1.73 1.11 2.27 2.85
INCREMENTAL RESISTANCE COEFFICIENT (CA)
Scale Factor Resistance
coefficient(CA1) -0.15 -0.15 -0.15 -0.15 v
Air Resistance coefficient (CAA) 0.070 0.070 0.07 0.070 0.070
Steering Resistance coefficient
(CAS) 0.040 0.040 0.04 0.040 0.040
TOTAL
RESISTANT 2.77*10-3 3.08*10-3 2.48*10-3 3.61*10-3 4.18*10-3
COEFFICIENT (CT)
Total Resistant (RT) (KN) 1140.09 1267.68 1020.73 1485.81 1720.42
Effective Power (PE= RT*V)
(KW) 8327.79 9259.77 7455.92 10853.10 12566.81

68
 CHAPTER-11

PROPELLER DESIGN

11.1. Introduction: 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.

11.2. Definitions:

11.2.1. 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.

11.2.2. 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.

11.2.3. 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

11.2.4. 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.

11.2.5. Propulsive Efficiency: The overall propulsive efficiency is measured as the ratio

of effective power to the engine power (Pe/Pi)

69
11.2.6. 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 Schaff ran, 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

aero foil 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.

11.3. QUASI PROPULSIVE EFFICIENCY: (D)

 PE   R T V 
QPC = D = H  R  O =   =  
 PD   PD 

11.4. HULL EFFICIENCY :(H)

 1 t 
Hull efficiency is combined effect of hull and propeller; H =  
1 w 

 VS  V A 
11.4.1. TAYLORS WAKE FRACTION: wT =  
 VS 

Where, wT = Taylor’s wake fraction;

Vs = service speed of ship = 7.3045 m/sec.

VA = Speed of advance in m/sec.

V A  VS 1  wT 

70
11.5. ESTIMATION OF WAKE FRACTION:

11.5.1. HECKSCHER FOR CARGO SHIPS

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

= (0.7 x 0.89) - 0.18 = 0.623-0.18 = 0.443

11.5.2. KRUGER (1976)

wT = 0.75 CB-0.24 where Cb=0.88 Block co-efficient of fineness

= (0.75  0.88)-0.24 = 0.66 – 0.24 = 0.42

11.5.3. TROUST FOR CARGO SHIPS

wT = 0.25 + 2.5 [CB-0.6] 2

= 0.25+2.5[0.88 – 0.6] 2 = 0.25+2.5(0.0784) = 0.446

From the above values wT = 0.436 (Chosen)

11.6. THRUST DEDUCTION FRACTION (t):

11.6.1. HECKSCHER FOR CARGO SHIPS

t = 0.5CPl - 0.12

= 0.5x(0.89) - 0.12 = 0.305

11.6.2. DANCKWARDT FOR CARGO SHIPS

t = 0.5CB – 0.15

= 0.5x(0.88) – 0.15 = 0.29

11.6.3. SSPA FOR CARGO SHIPS

Cb
t = wT (1.57 – 2.3 x +1.5 Cb)
Cwp

0.88
= 0.436 (1.57 – ( 2.3  ) + (1.5 x 0.88))
0.93

= 0.295

From the above values t =0.30 (Average of values from 2 & 3)

11.7. VELOCITY OF ADVANCE: VA = VS (1 - w)

VA = 7.3045 (1 - 0.436)
71
 = 4.12 m/s

RT 1020.73
THRUST REQUIRED = T = 
(1  t ) (1  0.30)

=1458.18 KN

1  t 
H =
1  WT 
HULL EFFICIENCY =

1  0.30
=
1  0.436 = 1.24

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

QUASI PROPULSIVE COEFFICIENT: (η D)

1) KELLER FORMULA ηD (for cargo ships)

ηD = 0.855 – (0.00012  N  LBP ) N = RPM = 113, LBP =230 m

= 0.855 – (0.00012  113  230 )= 0.649

2) DANCKWARDT FORMULA
1
η D = 0.836 - 0.000165  N   6

= 0.836 – (0.000165  113  (95689.05) ) 6

= 0.836 – (0.000165  113  6.763) = 0.709

From the above values η D = 0.68 (Average value)

72
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. = 113 rev/min. = 1.88 rev. /sec. (Chosen from preliminary selection

of Main Engine)

7455.92
DELIVERED POWER: PD = PE/ η D =  10964.59KW in sea water at 30oc
0.68

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

10964.59
PD =  10697.16KW , in fresh water at 30c
1.025

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

1
1 5  P N2  4
KQ 4 J 4
  D 5
 2VA 

Where PD is Delivered power = 10697.16 KW

N = revolution per second = 1.88

 = Water density 1.021 t / m3

VA = advanced velocity = 4.12 m/s

KQ = Torque coefficient

J = advanced coefficient

1
1 5
4J 4
 10697.16  1.882  4
KQ =  5
= 1.5
 2  1.021 4.12 

Space available for propeller at stern from the lines plan = y = 9300 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.

73
 Depth of
Top Space immersion of
Diameter Clearance Bottom available propeller shaft
(m) (m) Clearance (m) (m) (m) BAR
7.5 1.5 0.26 9.26 10.61 0.518697
7.505 1.501 0.26 9.27 10.61 0.518218
7.51 1.502 0.26 9.27 10.62 0.51774
7.515 1.503 0.26 9.28 10.62 0.517262
7.52 1.504 0.26 9.29 10.62 0.516786
7.525 1.505 0.26 9.29 10.63 0.516311
7.53 1.506 0.26 9.30 10.63 0.515836
7.535 1.507 0.26 9.31 10.63 0.515363
7.54 1.508 0.26 9.31 10.64 0.514891
7.545 1.509 0.26 9.32 10.64 0.514419
7.55 1.51 0.26 9.32 10.65 0.513949
7.555 1.511 0.26 9.33 10.65 0.513479
7.56 1.512 0.26 9.34 10.65 0.513011
7.565 1.513 0.26 9.34 10.66 0.512544
7.57 1.514 0.26 9.35 10.66 0.512077
7.575 1.515 0.27 9.36 10.66 0.511612
7.58 1.516 0.27 9.36 10.67 0.511147
7.5 1.5 0.26 9.26 10.61 0.518697

The space available from the lines plan is 9.3 m, hence diameter of the propeller is

selected initially as, DP = 7.53 m

DIAMETER OF THE PROPELLER :( DP)

Propeller diameter DP = Space available - Top clearance – Bottom clearance

= 9.3 – 1.506 – 0.26

= 7.53 m

AE
BLADE AREA RATIO: 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 = 1458.18 KN

PO = static pressure + atmospheric pressure at CL of shaft

= gh + PA
74
 DP = Propeller diameter (DP) =7.53m

h = Depth of Immersion of propeller shaft

= Draught - [DP /2 + Bottom clearance]

= 14.66 – [7.53+0.26] =10.63 m.

g = Acceleration due to gravity = 9.81 m/sec.2

 = Density of sea water at 30c = 1021 Kg/m3

PV = Vapour pressure of seawater at 30oc= 4242 N/m2

PA = Atmospheric pressure=101325 N/m2

 PO  PV  ((1021 9.81 10.63)  101325)  4242

= 203.55 KN/m2

K = 0.20 for high powered single screw ships

AE 1.3  0.34  1458.18

  0.20
B.A.R =
AO 203.55 (7.53) 2
= 0.51

1 5
DATA FROM CHARTS: for K Q 4 J 4
= 1.5

CHART B4.40 B4.55

B.A.R. 0.40 0.55

Advance Coefficient, J at optimum ‘D’

3.125 3.110

Corresponding Pitch Ration, P/D

0.625 0.633

Open water efficiency (O)

0.461 0.454

1. ADVANCE COEFFICIENT (1/J):

AT B.A.R. = 0.40, 1/J = 1/0.473=3.125

B.A.R. = 0.55, 1/J = 1/0.479=3.110

AT B.A.R. = 0.51,

75
 (3.110  3.125)
1/J = 3.125  0.51  0.40  3.114
0.55  0.40
NDP
  3.114  DP = 4.12  3.114 = 6.82m
VA 1.88

2. PITCH RATIO (P/D):

AT B.A.R. = 0.51

P
 0.625 
0.633  0.625 0.51  0.40
DP 0.55  0.40
= 0.631

 P = 0..631  6.82= 4.3 m

3. OPEN WATER EFFICIENCY (O):

AT B.A.R. = 0.51

0.454  0.461 0.51  0.40

O = 0.461+
0.55  0.40 = 0.456

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

=1.24  1.02  0.456=0.58

D = 0.58

 R T  V  1020.79  7.3045
Engine Deliver power PD =   = = 12855.04 KW
 D  0.58

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

(assumed value), there is a variation of 8 %. Therefore, 2ND Trail is done.

2NDTRIAL:

Assuming D = 0.58

7455.92
DELIVERED POWER: PD = PE/ η D =  12855.03KW in sea water at 30oc
0.58

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

76
 12855.03
PD =  12541.50KW , in fresh water at 30c
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. = 113 rev/min. = 1.88 rev. /sec.

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

1
1 5  P N2  4
KQ 4 J 4
  D 5
 2VA 

Where PD is Delivered power = 12541.50KW

N is revolution per second = 1.88

 is Water density = 1.021 t / m3

VA is advanced velocity = 4.12 m/s

KQ is Torque coefficient

J is advanced coefficient

1
1 5  12541.5  1.882  4
KQ 4 J 4
=  5
= 1.55
 2  1.021 4.12 

DIAMETER OF THE PROPELLER :( DP)

Propeller diameter DP = 7.53 m

AE
BLADE AREA RATIO:
AO

Where AE = Expanded blade area

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 = 1458.18 KN

77
 PO = static pressure + atmospheric pressure at CL of shaft

= gh + PA

DP = Propeller diameter (DP) =7.53m

h = Depth of Immersion of propeller shaft

= Draught - [DP /2 + Bottom clearance]

= 14.66 – [7.53+0.26] =10.63 m.

g = Acceleration due to gravity = 9.81 m/sec.2

 = Density of sea water at 30c = 1021 Kg/m3

PV = Vapour pressure of seawater at 30oc= 4242 N/m2

PA = Atmospheric pressure=101325 N/m2

 PO  PV  ((1021 9.81 10.63)  101325)  4242

= 203.55 KN/m2

K = 0.20 for high powered single screw ships

AE 1.3  0.34  1458.18

  0.20
B.A.R =
AO 203.55 (7.53) 2
= 0.51

1 5
DATA FROM CHARTS: for K Q 4 J 4
=1.55

CHART B4.40 B4.55

B.A.R. 0.40 0.55

Advance Coefficient,1/ J at optimum ‘D’

3.21 3.195

Corresponding Pitch Ration, P/D

0.62 0.625

Open water efficiency (O)

0.453 0.447

78
1. ADVANCE COEFFICIENT (1/J):

AT B.A.R. = 0.40, 1/J = 3.21

B.A.R. = 0.55, 1/J = 3.195

AT B.A.R. = 0.51,

3.195  3.1 0.51  0.40

1/J = 3.21 
0.55  0.40 =3.199

ND P
1/J =  23.199  DP = 4.12  3.199 = 7.01 m
VA 1.88

2. PITCH RATIO (P/D):

AT B.A.R. = 0.51

P
 0.62 
0.625  0.62 0.51  0.40
DP 0.55  0.40
= 0.624

 P = 0.624  7.01= 4.37 m

3. OPEN WATER EFFICIENCY (O):

AT B.A.R. = 0.51

0.447  0.453 0.51  0.40

O = 0.453+
0.55  0.40 = 0.449

O = 0.449

QUASI PROPULSIVE EFFICIENCY:

D = H  R  O = PE / PD = 1.24  1.02  0.449 = 0.569

D = 0.57

Which is less than 1% of variation from trail one. Hence further trail is not required

79
  R T V 
Delivered power (power reaching the propeller) PD =  
 D 

1020.73  7.3045
=
0.569

= 13129.05 KW

The shaft efficiency ηs depends on the alignment and lubrication of the shaft bearings,

and on the reduction gear, if installed. Shaft efficiency is equal to the ratio between the

power PD delivered to the propeller and the brake power PS delivered by the main engine,

i.e. Ps = (PD / ηs)

The shaft efficiency is normally around 0.985 but can vary between 0.96 and 0.995.

Since there is no reduction gearing shaft efficiency is considered as 0.99 Shaft

Delivered Power Ps = (PD / 0.99) = 13129.05 / 0.99 = 13261.67 KW

11.9. FINALIZED PARTICULARS:

1. DIAMETER (DP) 7.01 m

2. PITCH (P) = 4.37 m

3. BLADE AREA RATIO (B.A.R) = 0.51

 
DP  (7.01) 2 =38.57 m2
2
4. DISC AREA (A0) =
4 4

5. EXPANDED BLADE AREA (AE) = B.A.R  A0= 0.51  38.57= 19.67 m

6. PROPELLER R.P.M. (N) = 113 rev / min

7 NUMBER OF BLADES =4

80
11.10. MAIN ENGINE DATA: SULZER 6 RTA 62 U-B

1. POWER OF ENGINE (OUT PUT) = 13320 KW

2. LENGTH OF ENGINE = 8.3m

3. BREADTH OF ENGINE = 3.56 m

4. HEIGHT OF ENGINE = 10.1 m

5. NUMBER OF CYLINDERS = 6

6. CYLINDER BORE = 620 mm

7. PISTON STROKE = 2150 mm

8. SPEED = 113 R.P.M

9. MEAN EFFECTIVE PRESSURE = 18.40 bar

10. FUEL OIL = Heavy fuel oil

11. BRAKE SPECIFIC FUEL = 171 g/KWh.

81
 CHAPTER-12

TONNAGE MEASUREMENT

12.1. 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.

12.2. 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

(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.

82
(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=204.03 m

Calculation of volume below the upper deck:

1. The volume under the Tonnage deck is to be calculated in 3 parts where the length of
the foremost and aftermost parts shall be taken as 25% of the tonnage length.

2. each of the three parts of the tonnage length shall be divided into equal parts as shown
in the table

Tonnage length, TL in m Forward and aft 25% TL Centre 50% TL

<60 4 4
 60-120 6 6
>120 8 8

The following formula will be give an approximation to the gross tonnage of an ordinary
passenger or cargo ship with medium erections

LBD
GROSS TONNAGE=
3 .5
Where L= L.B.P. in m
B= moulded breadth in m
D = moulded depth in m

195  30  18
GROSS TONNAGE= =30085.71 Tons
3 .5

83
 TL

PART 3 PART 2 PART1

25% TL 50%TL 25%TL

NO OF DIVISIONS:
NO OF
DIVISIONS
PART 1 25% OF TL 8

PART 2 50 % 0F TL 8

PART 3 25% OF TL 8

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.

84
 Sectional areas obtained at intermediate levels from sectional area curve

Part 1

Sectional area in m2 from SM Product for volume

forward to aft

0.00 1.00 0.00

158.84 4.00 635.34
309.63 2.00 619.26
429.87 4.00 1719.48
508.34 2.00 1016.67
554.19 4.00 2216.76
575.79 2.00 1151.58
580.47 4.00 2321.88
576.65 1.00 576.65
∑V=10257.62 m3

Length of Part I = 51.01 m

Volume (V1) = h/3  (product for volume)

= [51.01/(8*3) ] * 10257.62

= 21801.72 m3

Where h = 25% of tonnage length/8 = 51.01/8

=6.38 m

85
 Part 2

Sectional area in m2 from SM Product for volume

forward to aft

576.65 1.00 576.65

566.81 4.00 2267.22
555.63 2.00 1111.26
551.09 4.00 2204.34
548.70 2.00 1097.40
549.78 4.00 2199.12
551.82 2.00 1103.64
548.43 4.00 2193.72
516.77 1.00 516.77
∑V=13270.11 m3

Length of Part II = 102.02 m

Volume (V2) = h/3  (product for volume)

= [102.02/(8*3)]  13270.11 = 56409.02 m3

Where h = 50% of tonnage length/ 8

=12.75 m

86
 Part 3

Sectional area in m2 from SM Product for volume

forward to aft

516.77 1.00 516.77

484.13 4.00 1936.50
437.13 2.00 874.26
381.50 4.00 1525.98
314.90 2.00 629.79
233.99 4.00 935.94
148.46 2.00 296.91
72.38 4.00 289.50
0.00 1.00 0.00
∑V=7005.65 m3

Length of Part III = 51.01 m

Volume (V3) = h/3  (product for volume)

= [51.01/ (8*3)] * 7005.65

= 14889.92 m3

Where h = 25% of tonnage length/8

= 51.01/8 = 6.38 m

Total volume up to the main deck = V1+V2+V3=21801.72 +56409.02 +14889.92

=93100.66 m3

Gross registered tonnage =K1 x V

K1 =0.2+ 0.02  Log 10V

K1 =0.2+ 0.02  4.9689 = 0.299

Gross registered tonnage up to main deck = 0.299  93100.66 = 27837.10 Tons

87
 CHAPTER-13

GENERAL ARRANGEMENT

13.1. Introduction:
The General arrangement of a ship can be defined as the assignment of spaces for all
required functions and equipment, properly coordinated for location and access. The
general arrangement represents a summary and integration of information from other
divisions and specialties in ship design, intended to provide for all the necessary
functions of the ship in the most efficient and economical way.

The efficient operation of a ship depends upon the proper arrangement of each separate
space and the most effective interrelationship among all spaces. It is important that the
general arrangement is functionally and economically developed with respect to factors
that affect both the construction and operation cost, especially the manpower required in
operating a ship. Many other subdivisions of ship design provide the feed in for the
general arrangement, such as structure, hull engineering, weights, stability, lines,
engineering and specifications.

The first step in solving the general arrangement problems of a cargo ship is locating the
main spaces and their boundaries within the ship hull and superstructure.

These spaces are:

1. Cargo 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

88
provided on the aft with decks like Main deck, 1st Super Structure Deck, 2nd Super
Structure Deck, 3rd Super Structure Deck and Navigation bridge deck.
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,
E.R & catering. The deck department under captain comprises of chief officer, 2nd, 3rd, 4th
and 5 Th officers, boatswain (to repair life boat) and seamen. The duties involved include
the navigation of ship, maintenance of hull, and the safe transport of the cargo, the
loading & unloading of cargo and ballasting of the ship. The Engine department under
the chief engineer consists of engineers (2nd, 3rd, 4th & 5th), 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 ship’s 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.
13.2. List of crew and officers are listed below:

OFFICERS PETTY OFFICERS CREW

Captain 1 - -
Engineers 5 3 9
Deck Officers 5 3 6
Electrical 1 - -
Catering - 1 4
Laundry - - 1
Cadets 2 - -
Total 14 7 20
Others
Owner. 01
Pilot 01
Suez canal crew 06
Total Crew 49

89
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 = 6.71 m; Beam = 2.21 m; 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.

13.3. INTERNAL SUBDIVISION AND FRAME SPACING

Basic hull framing:

The transverse framing is adopted in fore peak region, aft peak region and engine
room region. The longitudinal framing is adopted in cargo tank region. Web frame (ring
structure) spacing in cargo tank region is to be 3 to 4 frame spaces and not to be greater
than 3.6 m.

That is in cargo tank region bulk heads are to coincide with web frame spacing.
From IRS rules frame spacing
450+2L (mm) (transverse framing)
450+2x230 = 910 mm  900mm (Assumed value) ------- > (1)
For longitudinal framing
frame spacing = 550+2L = 550+2x230 = 1010mm.
 1000mm (Assumed value) ------- > (2)
Note: This is also taken as a equal division of moulded breadth i.e. 29 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.

90
13.4. DISPOSITION OF BULKHEADS:

13.4.1. BULKHEAD REQUIREMENTS:

All ships are to have a collision bulkhead, an aft peak bulkhead, generally enclosing the
stern tube in a water tight compartment and a watertight bulkhead at each end of the
machinery spaces.

Total number of bulkheads

Total number of bulkheads
Length L,m Machinery
Machinery aft
amidships

 65 4 3
>65  85 4 4
>85  90 5 4
>90  105 5 5
>105  115 6 5
>115  125 6 6
>125  145 7 6

>145  165 8 7

>165  190 9 8

>190 to be considered
individually

For the ship length L = 230m, machinery is located in the aft

Number of bulkheads = 8

13.4.2. Collision bulkhead:

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

91
13.4.3. COLLISION BULKHEAD POSITION
Distance of collision
bulkhead aft of Forward
Arrangement Length LL, m
perpendicular
minimum Maximum
LL  200 0.05 LL 0.08 LL
a)
LL > 200 10 0.08 LL
LL  200 0.05 LL – f1 0.08 LL - f1
b)
LL > 200 10- f2 0.08 LL - f2

LL = load line length is to be taken as 96% of the length on a waterline at 85% of the least
moulded depth measured from the top of the keel, or as the length from the foreside of
the stem to the axis of the rudder stock on that waterline , if that is greater. In ships
designed with a rake of keel, the water line on which this length is measured is to be
parallel to the designed waterline.
For my ship
LL = 230.75m
Where f1 =G/2 or 0.015 LL, whichever is less.
f2 = G/2 or 3 m, whichever is less
G = projection of bulbous bow forward of fore end of LL, in m
G= 4.2 m
Arrangement (a) A ship has no part of it’s under water body extending forward of the
fore end LL.
Arrangement (b) A ship with part of it’s under water body extending forward of the fore
end LL. (e.g. bulbous bow)
Arrangement (b)
LL =230.75 m
f1 = G/2 or 0.015 LL, whichever is less
= 4.2/2 or 2.86
= 2.1or 2.86
f1 = 2.1 m
92
Minimum = 0.05 LL - f1 =8.44 m;
Maximum = 0.08 LL - f1 = 14.16 m
Finalized distance between collision bulkhead and forward perpendicular is 10.8 m
13.4.4. 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=8.05 m
Distance from the A.P. to after peak bulkhead = 8.4 m
13.5. Double Bottom Height:
According to IRS,
Centre girder is to have a depth of not less than that given by:
DDB = 250+20B+50T
B = 32.4 m
T = 14.66 m
 DDB = 250+20(32.4) +50(14.66) =1631mm
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 2 m for satisfying the above rule requirement

13.6. 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 contour—the point of intersection of the outer shell
tangents. The clearances in Figure are adequate unless special conditions prevail.

93
Diameter of the propeller = 7.01 m
R=Radius of the propeller=7.01/2 =3.505m
At 0.7 R = 2.4535 m
a > 0.1 D ; a > 0.701
b > (0.35-0.02Z) D; b >1.89
c > (0.24-0.01Z) D; c>1.402
e > 0:035D; e>0.245
‘f’ should be as maximum as possible.

The bottom clearance is taken as, e = 0.245m

H = Height of the shaft from base line = R + 271 mm= 3.505 +0.245 = 3.75m
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)
= 3.75 -1.402 -.06-.05 m
= 2.238 m
Note: Selected Engine is 6RTA 62 U

TL  B   2 14.66  230   32.4   2

2 2

Rudder: Area of rudder, Ar= 1  25   m = 1  25  m

100   L   100   230  

= 50.44 m2

94
 Area of Rudder is considered as approximately 50.44 m2 (Length of
Rudder=4.3m; Height of Rudder=10.2m). Center line of Rudder stock is positioned at
After Perpendicular.

13.7. Anchor and Anchor Chain:

Anchor and anchor chain are determined according to equipment number, EN
EN= K. ENC
2

ENC =   (2  B  H )  (0.1 A)
3

2
= (96645.94)  (2  32.4 15.92)  (0.11160)
3

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

mld  Moulded Volume of displacement between A.P. and F.P. = 65878.34 m3

 Volumetric displacement of ship below Los or “Volume of displacement below Los

including the immersed volumes forward of FP and aft of AP and additional volume due

to shell plate thickness and due to appendages such as rudder, bilge keel, propeller”

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

96645.94 + (1% of 96645.94 ) = 97612.39 m3

 = Displacement of ship = 97612.39 *1.025=100052.69 Tonnes

Therefore, for EN =2740. From the IRS Structural rules,

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

95
 13.8. Chain Locker:
Volume of stowed chain = 0.313*L*D2
= 0.313*(623.5+1.8)*(0.092)2= 0.313*625.3*0.008464
= 1.66 m3
Where, L = length of chain cable + chain end connection allowance, in m;
D = diameter of chain cable, in m.
Locker linear dimensions:
Length and breadth, approximately = 24*D=24*0.092
Chain locker length = 2.4m;
Breadth = 2 m;
Height = 9.62
The details of framing are given below:

Number of Frame
Position Frame numbers Length(m)
frames spacing(mm)
[Link] after peak 0 to 14 8.4
14 600
bulkhead
After peak bulkhead to
forward engine room 14to 38 24 900 21.60
bulkhead
Hold no. 8 38 to 64 26 900 23.4
Hold no. 7 64 to 90 26 900 23.4
Hold no. 6 90 to 116 26 900 23.4
Hold no. 5 116 to 142 26 900 23.4
Hold no. 4 142 to 168 26 900 23.4
Hold no. 3 168 to 194 26 900 23.4
194 to 210 14 900 14.4
Hold no. 2
210 to 211 .8
1 800

12 700
211 to 223 8.4
Hold no.1 223 to 259 36 700 25.20

Collision bulkhead to 259 to 277 10.80

18 600
F.P.

Total length =230m

96
 13.9. Accommodation
Crew accommodation depends on Gross Registered Tonnage. GRT of the ship
upto upper deck is 27835.45 Tons. Accommodation has been provided on 5 tiers of decks
(each 2.4 m height) such that areas that are necessary as indicated below have been
provided. The below “RULE” values are minimum requirements. Sufficient allowances
and excess area are given.

UPPER DECK
AREA ( m2)
LENGTH BREADTH
[Link]. DESCRIPTION (m) (m) RULE ACTUAL LOCATION REMARKS
1 Meat Stores 4.80 4.54 17.69 Upper deck
2 Vegetable Stores 5.60 4.00 15.54 Upper deck
3 Fish Stores 4.80 2.00 9.60 Upper deck
4 Dairy Products 3.40 2.20 6.40 Upper deck
5 Dry provision Room 3.20 4.00 12.34 Upper deck
6 Handling Room 2.40 3.46 8.30 Upper deck
7 Linen Stores 4.00 2.00 8.00 Upper deck
8 Deck Store 4.00 2.00 4.80 Upper deck
9 Dispensary 4.00 4.00 10.14 Upper deck
10 Medical Cabinet 1.60 1.40 3.20 Upper deck
11 Crew Change Room 3.20 2.00 6.40 Upper deck
12 Laundry/Drying Room 3.20 4.15 11.43 Upper deck
13 Galley 4.00 8.00 29.60 Upper deck
14 Shore Connection Box 2.40 2.00 3.20 Upper deck
Water Closet & Wash
15 Accom. (Crew) 4.80 3.00 12.80 Upper deck
Petty Officers Mess & 1.0 per 19/1 (a),
16 recreation room 4.00 3.50 officer 14.12 Upper deck (b)
17 Petty Officers Pantry 4.00 1.47 6.00
Crew Mess & recreation 0.7 per 19/1 (a),
18 room 4.00 4.47 crew 18.00 Upper deck (b)
19 Crew Pantry 4.00 1.52 6.00
20 Engine Store 4.00 2.00 8.00 Upper deck
Acetylene/Oxygen Room
21 Bottle Room 3.20 2.00 5.60 Upper deck
Carbon Dioxide Bottle
22 Room 4.00 3.43 10.85
Suez Canal Crew - 6 3.75 per
23 Persons 4.00 5.00 rating 16.80 Upper deck
3.75 per 16 / 4 (a) /
24 Laundry crew - 1 Person 4.00 2.40 rating 4.80 Upper deck (iv)
Crew -(Engine side) -9 3.75 per 16 / 4 (a) /
25 Persons 4.00 2.40 rating 43.20 Upper deck (iv)
Crew - (Deck side) - 6 3.75 per 16 / 4 (a) /
26 Persons 4.00 2.40 rating 28.80 Upper deck (iv)
Catering Crew - 4 3.75 per 16 / 4 (a) /
27 Persons 4.00 2.00 rating 16.00 Upper deck (iv)
28 C / P Duct 1.60 2.00 3.60 Upper deck

97
 SUPER STRUCTURE DECK - 1
AREA ( m2)
LENGTH BREADTH
[Link]. DESCRIPTION (m) (m) RULE ACTUAL LOCATION REMARKS
29 Library 4.00 2.00 8.00 SS-1
Change room (petty
30 officers) 4.00 2.00 8.00 SS-1
31 Fourth Engineer 4.80 3.20 7.5 15.36 SS-1 16/4(b)/ (iii)
32 Fifth Engineer 4.80 3.20 7.5 15.36 SS-1 16/4(b)/ (iii)
33 Petty Officer - (Deck side)-3 4.00 3.00 7.5 12.00 SS-1 16/4(b)/ (iii)
Petty Officer -(Engine side)-
34 3 4.00 3.00 7.5 12.00 SS-1 16/4(b)/ (iii)
35 C/P Duct 1.60 2.00 3.60 SS-1
6.71*2.21*
36 Life Boat 6.71 2.21 11.58 SS-1 0.84
37 Refrigerating machinery 4.00 3.00 12.00 SS-1
38 Bond Stores 3.20 3.00 9.60 SS-1
39 Electrical Stores 3.20 3.00 9.60 SS-1
Emergency Generator
40 Room 4.00 3.00 12.00 SS-1
41 Swimming pool tank 3.20 4.00 12.80 SS-1
42 Gymnasium 4.00 4.00 12.80 SS-1
43 Engine office 4.00 2.00 8.00 SS-1
44 Deck office 3.20 2.00 6.40 SS-1
45 Fifth Officer 4.80 3.20 7.5 15.36 SS-1 16/4(b)/ (iii)
46 Third Engineer 4.80 3.20 7.5 15.36 SS-1 16/4(b)/ (iii)
47 Fourth Officer 4.80 3.20 7.5 15.36 SS-1 16/4(b)/ (iii)
48 Third Officer 4.80 3.20 7.5 15.36 SS-1 16/4(b)/ (iii)

SUPER STRUCTURE DECK - 2

AREA ( m2)
[Link]. DESCRIPTION LENGTH(m) BREADTH(m) RULE ACTUAL LOCATION REMARKS

49 Chief Officer’s Day Room 2.40 4.00 7.5 9.60 SS-2 16/4(b)/ (iii)
50 Chief Officer’s Bed Room 4.00 3.64 7.5 14.56 SS-2 16/4(b)/ (iii)
Second Engineer's Day
51 Room 2.40 4.00 7.5 9.60 SS-2 16/4(b)/ (iii)
Second Engineer's Bed
52 Room 4.00 3.64 7.5 14.56 SS-2 16/4(b)/ (iii)
53 Electrical Officer 4.80 3.00 7.5 14.40 SS-2 16/4(b)/ (iii)
54 C/P Duct 1.60 2.00 3.60 SS-2
Petty Officer - (Chief 7.5 per
55 Steward) 4.00 3.00 officer 12.00 SS-2 16/4(b)/ (iii)
Mess & recreation
room(Officers) 1.0 per 1.0 per
56 person 4.00 5.70 person 22.70 SS-2 16/1 (a)
57 Officers Pantry 4.00 2.00 8.00 SS-2
58 Hobby Cum Games Room 4.80 3.00 12.48 SS-2
59 Swimming pool 3.20 4.00 12.80 SS-2

98
 SUPER STRUCTURE DECK - 3
AREA ( m2)

[Link]. DESCRIPTION LENGTH(m) BREADTH(m) RULE ACTUAL LOCATION REMARKS

60 Captains Day Room 2.40 4.00 7.5 9.60 SS-3 16/4(b)/ (iii)
61 Captains Bed Room 4.00 3.64 7.5 14.56 SS-3 16/4(b)/ (iii)
62 Owner's Day Room 2.40 4.00 9.60 SS-3
63 Owner's Bed Room 4.00 3.64 14.56 SS-3
64 Cadets - 2 4.00 3.36 7.5 26.88 SS-3 16/4(b)/ (iii)
65 Second Officer 4.80 3.00 7.5 14.40 SS-3 16/4(b)/ (iii)
66 Fire Point 1.60 1.00 1.60 SS-3
67 C/P Duct 1.60 2.00 3.60 SS-3
68 Officers Change Room 4.00 2.00 9.60 SS-3
69 Chief Engineer's Day Room 4.00 2.36 7.5 9.44 SS-3 16/4(b)/ (iii)
70 Chief Engineer's Bed Room 4.00 3.64 7.5 14.56 SS-3 16/4(b)/ (iii)

NAVIGATION BRIDGE DECK

AREA ( m2)

[Link]. DESCRIPTION LENGTH(m) BREADTH(m) RULE ACTUAL LOCATION REMARKS

71 Wheel House 4.00 8.00 27.20 N B deck
72 Chart Room 4.80 3.00 14.40 N B deck
73 Battery Room 1.60 2.00 3.20 N B deck
74 Pilot cabin 4.80 3.00 14.40 N B deck
75 Toilet 1.60 1.00 1.60 N B deck

Doors All rooms- (0.6 x 2.0) m2

Windows All rooms- (0.6 x0.7) m2

99
 CHAPTER-14
ESTIMATION OF CAPACITIES OF DOUBLE BOTTOM AND
HOLDS INCLUDING L.C.G. AND V.C.G.

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

14.2. Moulded volume of double bottom tanks:

1. For double bottom 1 (frame no.223 to 259)
Frame spacing = 700 mm;
Length = 25.2m
Height of double bottom = 2.0m
h=Common interval length = 3.15 m

100
(Sectional areas are lifted from double bottom sectional area curve at equal intervals)

Sectional Product for Longitudinal

Simpsons Levers from
areas volume moment of
multipliers fr.203
(m2) From (m3) volume (m4)
aft to fwd
60.53 1 60.53 0 0
59.15 4 236.52 1 236.52
57.11 2 114.22 2 228.44
55.08 4 220.32 3 660.96
53.04 2 106.08 4 424.32
48.49 4 193.96 5 969.8
43.60 2 87.2 6 523.32
38.83 4 153.72 7 1076.04
33.11 1 33.11 8 264.88
V M 1
=1205.66 =4384.28

Vertical
moments at Simpsons Product for vertical
station w.r.t. multipliers moment of volume (m4)
baseline
62.63 1 62.63
61.52 4 246.08
59.68 2 119.36
57.84 4 231.36
56 2 112
51.62 4 206.48
46.78 2 93.56
40.15 4 160.6
33.01 1 33.01
M 2 = 1265.08

h2   M1 3.15 2 4384.28
M1 = = =14501.01 m4
3 3
h M2 3.15  1265.08
M2 = = = 1328.33 m4
3 3

101
 h  V 3.15 *1205.66
V = = = 1265.94 m3
3 3
M1 14501.01
L.C.G. = = =11.46 m from fr.223
V 1265.94
M 2 1328.33
V.C.G. = = = 1.49 m above base line.
V 1265.94
L.C.G. forward from midship = 11.46 +79 = 90.46 m

2. For double bottom 2 (frame no. 194 to 223)

Length = 23.6 m
Height of double bottom = 2m,
h=Common interval length = 2.95 m

Sectional
Longitudinal
areas (m2) Simpsons Product for Levers from
moment of
From aft to multipliers volume (m3) fr.171
volume (m4)
fwd
62.7 1 62.7 0 0
62.71 4 250.84 1 250.84
62.68 2 125.36 2 250.72
62.65 4 250.6 3 751.8
62.63 2 125.26 4 501.04
62.371 4 249.484 5 1247.42
61.76 2 123.52 6 741.12
61.14 4 244.56 7 1711.92
60.53 1 60.53 8 484.24
V M 1 =5939.1
=1492.854

Vertical moments at Simpsons Product for vertical moment of volume

station w.r.t. baseline multipliers (m4)

63.72 1 63.72
63.73 4 254.92
63.7 2 127.4
63.67 4 254.68
63.65 2 127.3
63.515 4 254.06
63.22 2 126.44
63.92 4 255.68

102
 62.63 1 62.63
M 2 = 1526.83

h2   M1 2.952  5939.1
M1 = = =17228.34 m4
3 3
h M2 2.95  1526.83
M2 = = = 1501.38m4
3 3

h  V 2.95  1492.854
V = = = 1467.97 m3
3 3
M 1 17228.34
L.C.G. = = =11.73 m from fr.194
V 1467.97
M 2 1501.38
V.C.G. = = = 1.02m
V 1467.97
L.C.G. forward from midship = 11.73+55.4= 67.13 m

3. For double bottom 3 (frame no. 168 to 194)

Frame spacing = 900 mm
Length = 23.4 m
Height of double bottom = 2m
h=Common interval length = 2.925 m

Sectional
Levers Longitudinal
areas (m2) Simpsons Product for
from moment of
From aft to multipliers volume (m3)
fr.140 volume (m4)
fwd
62.69 1 62.69 0 0
62.68 4 250.72 1 250.72
62.67 2 125.34 2 250.68
62.66 4 250.64 3 751.92
62.65 2 125.3 4 501.2
62.64 4 250.56 5 1252.8
62.66 2 125.32 6 751.92
62.68 4 250.72 7 1755.04
62.7 1 62.7 8 501.6
V M 1

103
 =1503.99 =6015.88

Vertical
moments at Simpsons Product for vertical
station w.r.t. multipliers moment of volume (m4)
baseline
63.48 1 63.48
63.4 4 253.6
63.46 2 126.92
63.53 4 254.12
63.6 2 127.2
63.65 4 254.6
63.68 2 127.36
63.7 4 254.8
63.72 1 63.72
M 2 = 1525.8

h2   M1 2.9252  6015.88
M1 = = =17156.53 m4
3 3
h M2 2.925  1525.8
M2 = = =1487.65 m4
3 3
h  V 2.925  1503.99
V = = =1466.39 m3
3 3
M1 17156.53
L.C.G. = = =11.70 m from fr.168
V 1466.39
M 2 1487.65
V.C.G. = = = 1.01 m
V 1466.39
L.C.G. forward from midship = 11.70+32 = 43.7 m

4. For double bottom 4 (frame no. 142 to 168)

Frame spacing = 900 mm
Length =23.4 m
Height of double bottom = 2m
h=Common interval length = 2.925 m

104
 Sectional
Longitudinal
areas (m2) Simpsons Product for Levers from
moment of
From aft to multipliers volume (m3) fr.109
volume (m4)
fwd
62.78 1 62.78 0 0
62.77 4 251.08 1 251.08
62.76 2 125.52 2 251.04
62.75 4 251 3 753
62.74 2 125.48 4 501.92
62.73 4 250.92 5 1254.6
62.72 2 125.44 6 752.64
62.71 4 250.84 7 1755.88
62.69 1 62.69 8 501.52
V =1505.75 M 1 =6021.68

Vertical moments at Simpsons Product for vertical moment of

station w.r.t. baseline multipliers volume (m4)
63.82 1.00 63.82
63.81 4.00 255.24
63.8 2.00 127.6
63.79 4.00 255.16
63.78 2.00 127.56
63.76 4.00 255.04
63.66 2.00 127.32
63.57 4.00 254.28
63.48 1.00 63.48
M 2 = 1529.5

h2   M1 2.9252  6021.68
M1 = = =17173.08 m4
3 3
h M2 2.925  1529.5
M2 = = = 1491.26 m4
3 3

h  V 2.925  1505.75
V = = = 1468.10 m3
3 3
M1 17173.08
L.C.G. = = = 11.70 m from fr.142
V 1468.10
M 2 1491.26
V.C.G. = = = 1.01
V 1468.10
L.C.G. forward from midship = 11.7 +8.6 = 20.3 m

105
5. For double bottom 5 (frame no. 116 to 142)
Frame spacing = 900 mm
Length =23.40 m
Height of double bottom = 2m
h=Common interval length = 2.925m

Sectional Longitudinal
Simpson Product for Levers from
areas (m2) moment of
multipliers volume (m3) fr.78
From aft to volume (m4)
fwd
63.07 1 63.07 0 0
63.02 4 252.08 1 252.08
62.96 2 125.92 2 251.84
62.91 4 251.64 3 754.92
62.86 2 125.72 4 502.88
62.8 4 251.2 5 1256
62.79 2 125.58 6 753.48
62.78 4 251.12 7 1757.84
62.77 1 62.77 8 502.16
V = M 1 =

1509.1 6013.2

Vertical
moments at Simpson Product for vertical
station w.r.t. multipliers moment of volume (m4)
baseline
64.09 1.00 64.09
64.04 4.00 256.16
63.7 2.00 127.4
63.95 4.00 255.8
63.9 2.00 127.8
63.85 4.00 255.4
63.84 2.00 127.68
63.83 4.00 255.32
63.82 1.00 63.82
M 2 = 1533.47

106
 h2   M1 2.9252  6013.2
M1 = = = 17148.89 m4
3 3
h M2 2.925  1533.47
M2 = = = 1495.13 m4
3 3
h  V 2.925  1509.1
V = = = 1471.37 m3
3 3
M1 17148.89
L.C.G. = = = 11.65 m from fr.116
V 1471.37
M2 1495.13
V.C.G. = = = 1.01
V 1471.37
L.C.G. from midship = 14.80-11.65=3.15 m

6. For double bottom 6 (frame no. 90 to 116)

Frame spacing = 900 mm
Length =23.4 m
Height of double bottom = 2.0m
h=Common interval length = 2.925 m

Sectional
Longitudinal
areas (m2) Simpson Product for Levers from
moment of
From aft to multipliers volume (m3) fr.52
volume (m4)
fwd
62.41 1 62.41 0 0
62.65 4 250.6 1 250.6
62.8 2 125.6 2 251.2
62.93 4 251.72 3 755.16
63.06 2 126.12 4 504.48
63.19 4 252.76 5 1263.8
63.18 2 126.36 6 758.16
63.12 4 252.48 7 1767.36
63.07 1 63.07 8 504.56
V = M 1

1511.12 m 3 =6055.32 m4

107
 Vertical
moments at Simpsons Product for vertical
station w.r.t. multipliers moment of volume (m4)
baseline
63.54 1 63.54
63.74 4 254.96
63.88 2 127.76
63.99 4 255.96
64.1 2 128.2
64.2 4 256.8
64.19 2 128.38
64.14 4 256.56
64.09 1 64.09
M 2 = 1536.25 m4

h2   M1 2.9252  6055.32
M1 = = = 17269.01 m4
3 3
h M2 2.925  1536.25
M2 = = = 1497.84 m4
3 3
h  V 2.925  1511.12
V = = = 1473.34 m3
3 3
M 1 17269.01
L.C.G. = = = 11.72 m from fr.90
V 1473.34
M2 1497.84
V.C.G. = = = 1.01 m above base line.
V 1473.34
L.C.G. aft from midship = 14.8+23.4-11.72=49.92 m

7. For double bottom 7 (frame no. 64 to 90)

Frame spacing = 900 mm
Length =23.4 m
Height of double bottom = 2.0m
h=Common interval length = 9.265m

108
 Sectional
Longitudinal
areas (m2) Simpson Product for Levers
moment of volume
From aft to multipliers volume (m3) from fr.47
(m4)
fwd
54.84 1 54.84 0 0
56.93 4 227.72 1 227.72
58.38 2 116.76 2 233.52
59.4 4 237.6 3 712.8
60.43 2 120.86 4 483.44
61.45 4 245.8 5 1229
61.95 2 123.9 6 743.4
62.18 4 248.72 7 1741.04
62.41 1 62.41 8 499.28
V = 1438.61
3
M 1 =5870.2 m4
m

Vertical
moments at Simpsons Product for vertical
station w.r.t. multipliers moment of volume (m4)
baseline
56.99 1 56.99
59.02 4 236.08
60.31 2 120.62
61.11 4 244.44
61.92 2 123.84
62.72 4 250.88
63.13 2 126.26
63.33 4 253.32
63.54 1 63.54
M 2 = 1412.43 m4

h2   M1 2.9252  5870.2
M1 = = = 16741.10 m4
3 3
h M2 2.925  1412.43
M2 = = = 1377.12 m4
3 3
h  V 2.925  1438.61
V = = = 1402.64 m3
3 3

109
 M 1 16741.10
L.C.G. = = = 11.93 m from fr.90
V 1402.64
M2 1412.43
V.C.G. = = = .98 m above base line.
V 1438.61
L.C.G. aft from midship = 14.8+23.4+23.4-11.93=49.67 m

8. For double bottom 8 (frame no. 38 to 64)

Frame spacing = 900 mm
Length =23.4 m
H= height of Double bottom = 2.0m
h=Common interval length = 2.925 m

Sectional
areas Levers Longitudinal
Simpson Product for
(m2) from moment of volume
multipliers volume (m3)
From aft fr.44 (m4)
to fwd
29.7 1.00 29.7 0.00 0
34.12 4.00 136.48 1.00 136.48
38.04 2.00 76.08 2.00 152.16
41.36 4.00 165.44 3.00 496.32
44.67 2.00 89.34 4.00 357.36
47.99 4.00 191.96 5.00 959.8
50.66 2.00 101.32 6.00 607.92
52.75 4.00 211 7.00 1477
54.84 1.00 54.84 8.00 438.72
V =1056.16
M 1 =4625.76 m4
m3

110
 Vertical
moments at Simpsons Product for vertical
station w.r.t. multipliers moment of volume (m4)
baseline
31.78 1.00 31.78
36.2 4.00 144.8
40.14 2.00 80.28
43.52 4.00 174.08
46.9 2.00 93.8
50.28 4.00 201.12
52.94 2.00 105.88
54.97 4.00 219.88
56.99 1.00 56.99
M 2 = 1108.6 m4

h2   M1 2.9252  4625.76
M1 = = = 13192.09 m4
3 3
h M2 2.925  1108.6
M2 = = = 1080.88 m4
3 3
h  V 2.925  1056.16
V = = = 1029.75 m3
3 3
M 1 13192.09
L.C.G. = = = 12.81 m from fr.38
V 1029.75
M2 1080.88
V.C.G. = = = 1.05 m above base line.
V 1029.75
L.C.G. aft from midship = 61.6+23.4-12.81=72.19 m

14.3. CAPACITIES OF HOLDS (including wing tanks)

1. HOLD NO.1 (frame no.223 to 259)

Frame spacing = 700 mm;
Length = 25.6 m
Height of double bottom = 2m
h=Common interval length = 3.15 m
(Sectional areas are lifted from double bottom sectional area curve at equal intervals)

111
 Sectional
Sectional
areas of Sectional Levers Longitudinal
areas (m2) Simpsons Product for
double area in from moment of
From aft to multipliers volume (m3)
bottom Hold fr.203 volume (m4)
fwd
(m2)
643.47 60.53 704 1 704 0 0
639.41 59.15 698.56 4 2794.24 1 2794.24
632.31 57.11 689.42 2 1378.84 2 2757.68
625.2 55.08 680.28 4 2721.12 3 8163.36
618.1 53.04 671.14 2 1342.28 4 5369.12
591.03 48.49 639.52 4 2558.08 5 12790.4
559.78 43.6 603.38 2 1206.76 6 7240.56
502.97 38.83 541.8 4 2167.2 7 15170.4
439.7 33.11 472.81 1 472.81 8 3782.48
V = M 1 =

15345.3 58068.2

Vertical Vertical Vertical

moments at moments of moment at Simpsons Product for vertical
station w.r.t. double station in multipliers moment of volume (m4)
baseline bottom hold
6476.99 62.63 6539.62 1 6539.62
6454.53 61.52 6516.05 4 26064.2
6412.12 59.68 6471.8 2 12943.6
6369.72 57.84 6427.56 4 25710.2
6327.31 56 6383.31 2 12766.6
6102.54 51.62 6154.16 4 24616.6
5835.96 46.78 5882.74 2 11765.5
5264 40.15 5304.15 4 21216.6
4612.41 33.01 4645.42 1 4645.42
M 2 = 146268

h2   M1 3.152  58068.2
M1 = = = 192060.57 m4
3 3
h M2 3.15  146268
M2 = = = 153581.4 m4
3 3

h  V 3.15  15345.3
V = = = 16112.56 m3
3 3

112
 M 1 192060.57
L.C.G. = = = 11.92 m from fr. 259
V 16112.56
M2 146268
V.C.G. = = = 9.08 m above base line.
V 16112.56
L.C.G. forward from midship = 11.92 +79 = 90.92 m

2. HOLD NO.2 (frame no. 194 to 223)

Frame spacing from 194 to 210 = 900 mm

Frame spacing from 210 to 211 = 800 mm
Frame spacing from 211 to 223 = 700 mm
Length = 23.6 m
Height of double bottom = 2m,
h = Common interval length = 2.95 mm

Sectional
Sectional
areas of Sectional Levers Longitudinal
areas (m2) Simpsons Product for
double area in from moment of
From aft to multipliers volume (m3)
bottom Hold fr.171 volume (m4)
fwd
(m2)
645.89 62.7 708.59 1 708.59 0 0
645.9 62.71 708.61 4 2834.44 1 2834.44
645.86 62.68 708.54 2 1417.08 2 2834.16
645.83 62.65 708.48 4 2833.92 3 8501.76
645.79 62.63 708.42 2 1416.84 4 5667.36
645.51 62.371 707.881 4 2831.52 5 14157.6
644.83 61.76 706.59 2 1413.18 6 8479.08
644.15 61.14 705.29 4 2821.16 7 19748.1
643.47 60.53 704 1 704 8 5632
V = M 1 =

12558.31 50503.48

113
 Vertical Vertical Vertical
moments at moments of moment at Simpsons Product for vertical
station w.r.t. double station in multipliers moment of volume (m4)
baseline bottom hold
6478.88 63.72 6542.6 1 6542.6
6478.91 63.73 6542.64 4 26170.6
6478.86 63.7 6542.56 2 13085.1
6478.81 63.67 6542.48 4 26169.9
6478.76 63.65 6542.41 2 13084.8
6478.53 63.515 6542.05 4 26168.2
6478.02 63.22 6541.24 2 13082.5
6477.51 63.92 6541.43 4 26165.7
6476.99 62.63 6539.62 1 6539.62
M 2 = 134238.56

h2   M1 2.952  67854.5
M1 = = = 196834.60 m4
3 3
h M2 2.95  157009
M2 = = = 154392.18 m4
3 3

h  V 2.95  16980.7
V = = = 16697.69 m3
3 3
M 1 196834.6
L.C.G. = = = 11.79 m from fr.194
V 16697.69
M2 154392.18
V.C.G. = = = 9.25 m above base line
V 16697.69

L.C.G. forward from midship = 11.79 + 55.4 = 67.19 m

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

Frame spacing = 900 mm
Length = 23.4 m
Height of double bottom = 2m
h=Common interval length = 2.925 m

114
 Sectional
Sectional
areas of sectional Levers Longitudinal
areas (m2) Simpsons Product for
double area in from moment of
From aft to multipliers volume (m3)
bottom Hold fr.140 volume (m4)
fwd
(m2)
645.85 62.69 708.54 1 708.54 0 0
645.83 62.68 708.51 4 2834.04 1 2834.04
645.81 62.67 708.48 2 1416.96 2 2833.92
645.8 62.66 708.46 4 2833.84 3 8501.52
645.79 62.65 708.44 2 1416.88 4 5667.52
645.79 62.64 708.43 4 2833.72 5 14168.6
645.82 62.66 708.48 2 1416.96 6 8501.76
645.85 62.68 708.53 4 2834.12 7 19838.8
645.89 62.7 708.59 1 708.59 8 5668.72
V = M 1 =

17003.7 68014.9

Vertical Vertical Vertical

moments at moments of moment at Simpsons Product for vertical
station w.r.t. double station in multipliers moment of volume (m4)
baseline bottom hold
6478.83 63.48 6542.31 1 6542.31
6478.79 63.4 6542.19 4 26168.8
6478.77 63.46 6542.23 2 13084.5
6478.75 63.53 6542.28 4 26169.1
6478.73 63.6 6542.33 2 13084.7
6478.72 63.65 6542.37 4 26169.5
6478.78 63.68 6542.46 2 13084.9
6478.83 63.7 6542.53 4 26170.1
6478.88 63.72 6542.6 1 6542.6
M 2 = 1570.16

h2   M1 2.9252  68014.9
M1 = = = 193969.10 m4
3 3
h M2 2.925*157016
M2 = = = 153090.6 m4
3 3

h  V 2.925  17003.7
V = = = 16578.60 m3
3 3

115
 M1 193969.10
L.C.G. = = = 11.7 m from fr.168
V 16578.6
M2 153090.6
V.C.G. = = = 9.23 m above base line.
V 16578.6

L.C.G forward from midship = 11.7 +32 = 43.7 m

4. HOLD NO.4 (frame no. 142 to 168)

Frame spacing = 900 mm
Length =23.4 m
Height of double bottom = 2m
h=Common interval length = 2.925 m

Sectional
Sectional
areas of sectional Levers Longitudinal
areas (m2) Simpsons Product for
double area in from moment of
From aft to multipliers volume (m3)
bottom Hold fr.109 volume (m4)
fwd
(m2)
645.95 62.78 708.73 1 708.73 0 0
645.95 62.77 708.72 4 2834.88 1 2834.88
645.94 62.76 708.7 2 1417.4 2 2834.8
645.94 62.75 708.69 4 2834.76 3 8504.28
645.93 62.74 708.67 2 1417.34 4 5669.36
645.93 62.73 708.66 4 2834.64 5 14173.2
645.9 62.72 708.62 2 1417.24 6 8503.44
645.88 62.71 708.59 4 2834.36 7 19840.5
645.85 62.69 708.54 1 708.54 8 5668.32
V = M 1 =

11891.76 47594.72

116
 Vertical Vertical Vertical
moments at moments of moment at Simpsons Product for vertical
station w.r.t. double station in multipliers moment of volume (m4)
baseline bottom hold
6478.97 63.82 6542.79 1 6542.79
6478.97 63.81 6542.78 4 26171.1
6478.97 63.8 6542.77 2 13085.5
6478.96 63.79 6542.75 4 26171
6478.96 63.78 6542.74 2 13085.5
6478.95 63.76 6542.71 4 26170.8
6478.91 63.66 6542.57 2 13085.1
6478.87 63.57 6542.44 4 26169.8
6478.83 63.48 6542.31 1 6542.31
M 2 = 120840.76

h2   M1 2.9252  68028.8
M1 = = = 194009.63 m4
3 3
h M2 2.925  157024
M2 = = = 153098.4 m4
3 3
h  V 2.925  17007.9
V = = = 16582.70 m3
3 3
M1 194009.63
L.C.G. = = = 11.70 m from fr.142
V 16582.7
M2 153098.4
V.C.G. = = = 9.23 m above base line.
V 16582.7

L.C.G. forward from midship = 20 m

5. HOLD NO.5 (frame no. 116 to 142)

Frame spacing = 900 mm

Length = 23.4 m
Height of double bottom = 2m
h=Common interval length = 2.925 m

117
 Sectional
Sectional
areas of Sectional Levers Longitudinal
areas (m2) Simpsons Product for
double area in from moment of
From aft to multipliers volume (m3)
bottom Hold fr.78 volume (m4)
fwd
(m2)
646.26 63.07 709.33 1 709.33 0 0
646.2 63.02 709.22 4 2836.88 1 2836.88
646.14 62.96 709.1 2 1418.2 2 2836.4
646.09 62.91 709 4 2836 3 8508
646.03 62.86 708.89 2 1417.78 4 5671.12
645.97 62.8 708.77 4 2835.08 5 14175.4
645.96 62.79 708.75 2 1417.5 6 8505
645.96 62.78 708.74 4 2834.96 7 19844.7
645.45 62.77 708.22 1 708.22 8 5665.76
V = M 1 =

17014 68043.3

Vertical Vertical Vertical

moments at moments of moment at Simpsons Product for vertical
station w.r.t. double station in multipliers moment of volume (m4)
baseline bottom hold
6479.27 64.09 5198.72 1 6543.36
6479.21 64.04 5170.68 4 26173
6479.15 63.7 5139.15 2 13085.7
6479.1 63.95 5111.70 4 26172.2
6479.04 63.9 5091.79 2 13085.9
6478.98 63.85 5077.08 4 26171.3
6478.98 63.84 5064.54 2 13085.6
6478.97 63.83 5052.28 4 26171.2
6478.97 63.82 5040.90 1 6542.79
M 2 = 157031

h2   M1 2.9252  68043.3
M1 = = = 194050.97 m4
3 3
h M2 2.925 157031
M2 = = = 153105.22 m4
3 3

h  V 2.925 17014
V = = = 16588.65 m3
3 3

118
 M 1 194050.97
L.C.G. = = = 11.70 m from fr.116
V 16588.65
M 2 153105.22
V.C.G. = = = 9.23 m above base line.
V 16588.65

L.C.G. aft from midship = 3.1 m (aft)

6. HOLD NO.6 (frame no. 90 to 116)

Frame spacing = 900 mm

Length =23.4 m
Height of double bottom = 2m
h=Common interval length = 2.925 m
Sectional Sectional Lever
Sectional Longitudinal
areas (m2) areas of Simpsons Product for s
area in moment of
From aft to double multipliers volume (m3) from
2
Hold volume (m4)
fwd bottom (m ) fr.52
645.55 62.41 707.96 1 707.96 0 0
645.82 62.65 708.47 4 2833.88 1 2833.88
645.99 62.8 708.79 2 1417.58 2 2835.16
646.12 62.93 709.05 4 2836.2 3 8508.6
646.26 63.06 709.32 2 1418.64 4 5674.56
646.39 63.19 709.58 4 2838.32 5 14191.6
646.37 63.18 709.55 2 1419.1 6 8514.6
646.32 63.12 709.44 4 2837.76 7 19864.3
646.26 63.07 709.33 1 709.33 8 5674.64
V =
 M = 68097.9
1

17018.8

119
 Vertical Vertical Vertical
moments at moments of moment at Simpsons Product for vertical
station w.r.t. double station in multipliers moment of volume (m4)
baseline bottom hold
6478.59 63.54 6542.13 1 6542.13
6478.87 63.74 6542.61 4 26170.4
6479.04 63.88 6542.92 2 13085.8
6479.16 63.99 6543.15 4 26172.6
6479.28 64.1 6543.38 2 13086.8
6479.81 64.2 6544.01 4 26176
6479.38 64.19 6543.57 2 13087.1
6479.33 64.14 6543.47 4 26173.9
6479.27 64.09 6543.36 1 6543.36
M 2 = 157038

h2   M1 2.9252  68097.9
M1 = = = 194206.7 m4
3 3
h M2 2.925  157038
M2 = = = 153112.05 m4
3 3
h  V 2.925  11018.8
V = = = 16593.33 m3
3 3
M 1 194206.7
L.C.G. = = = 11.70 m from fr.90
V 16593.33
M2 153112.05
V.C.G. = = = 9.23 m above base line
V 16593.33
L.C.G. aft from midship = 26.5 m
7. HOLD NO.7 (frame no. 64 to 90)
Frame spacing = 900 mm
Length =23.4 m
Height of double bottom = 2m
h is common interval length = 2.925 m

120
Sectional Sectional Lever
Sectional Longitudinal
areas (m2) areas of Simpsons Product for s
area in moment of volume
From aft to double multipliers volume (m3) from
2
Hold (m4)
fwd bottom (m ) fr.47
635.38 54.84 690.22 1.00 690.22 0.00 0
638.95 56.93 695.88 4.00 2783.52 1.00 2783.52
640.99 58.38 699.37 2.00 1398.74 2.00 2797.48
642.14 59.4 701.54 4.00 2806.16 3.00 8418.48
643.3 60.43 703.73 2.00 1407.46 4.00 5629.84
644.45 61.45 705.9 4.00 2823.6 5.00 14118
645.02 61.95 706.97 2.00 1413.94 6.00 8483.64
645.28 62.18 707.46 4.00 2829.84 7.00 19808.9
645.55 62.41 707.96 1.00 707.96 8.00 5663.68
V =
 M = 43631.36
1

16861.4

Vertical Vertical Vertical

moments at moments of moment at Simpsons Product for vertical
station w.r.t. double station in multipliers moment of volume (m4)
baseline bottom hold
5966.15 56.99 6023.14 1.00 6023.14
6156.09 59.02 6215.11 4.00 24860.4
6280.61 60.31 6340.92 2.00 12681.8
6328.8 61.11 6389.91 4.00 25559.6
6376.99 61.92 6438.91 2.00 12877.8
6425.18 62.72 6487.9 4.00 25951.6
6451.28 63.13 6514.41 2.00 13028.8
6457.78 63.33 6521.11 4.00 26084.4
6464.28 63.54 6527.82 1.00 6527.82
M 2 = 153596

h2   M1 2.9252  67703.5
M1 = = = 193081.92 m4
3 3
h M2 2.925  153596
M2 = = = 149756.1 m4
3 3

h  V 2.925  16861.4
V = = = 16439.86 m3
3 3
M 1 193081.92
L.C.G. = = = 11.74 m from fr.64
V 16439.86
M2 149756.1
V.C.G. = = = 9.11 m above base line.
V 16439.86
121
 L.C.G. aft from midship = 49.86m

8. HOLD NO.8: (From Fr .38 to Fr 64 )

Frame spacing = 900 mm
Length = 23.4 m
Height of double bottom =2m
h=Common interval length = 2.925 m

Sectional Sectional
Sectional Levers Longitudinal
areas (m2) areas of Simpsons Product for
area in from moment of volume
From aft to double multipliers volume (m3)
2
Hold fr.44 (m4)
fwd bottom (m )
537.05 29.7 566.75 1.00 566.75 0.00 0
565.19 34.12 599.31 4.00 2397.24 1.00 2397.24
585.74 38.04 623.78 2.00 1247.56 2.00 2495.12
597.44 41.36 638.8 4.00 2555.2 3.00 7665.6
609.15 44.67 653.82 2.00 1307.64 4.00 5230.56
620.85 47.99 668.84 4.00 2675.36 5.00 13376.8
628.24 50.66 678.9 2.00 1357.8 6.00 8146.8
631.81 52.75 684.56 4.00 2738.24 7.00 19167.7
635.38 54.84 690.22 1.00 690.22 8.00 5521.76
V 15536
=  M1 =64001.6

Vertical Vertical Vertical

moments at moments of moment at Simpsons Product for vertical
station w.r.t. double station in multipliers moment of volume (m4)
baseline bottom hold
5966.15 31.78 5997.93 1.00 5997.93
6156.09 36.2 6192.29 4.00 24769.2
6280.61 40.14 6320.75 2.00 12641.5
6328.8 43.52 6372.32 4.00 25489.3
6376.99 46.9 6423.89 2.00 12847.8
6425.18 50.28 6475.46 4.00 25901.8
6451.28 52.94 6504.22 2.00 13008.4
6457.78 54.97 6512.75 4.00 26051
6464.28 56.99 6521.27 1.00 6521.27
M 2 = 153228

h2   M1 2.9252  64001.6
M1 = = = 182524.56 m4
3 3
122
 h M2 2.925  153228
M2 = = = 149397.3m4
3 3

h  V 2.925 15536
V = = = 15147.6 m3
3 3
M 1 182524.56
L.C.G. = = = 12.05 m from fr.38
V 15147.6
M2 149397.3
V.C.G. = = = 9.86 m above base line.
V 15147.6
L.C.G. aft from midship = 85-12.05=72.95 m

14.4. Capacities of fore peak tank.

Frame spacing = 600 mm
Length = 10.8 m
Height of Fore Peak tank =14.66 m
h=Common interval length = 1.35 m

Sectional
Areas
forward of Lever Longitudinal
Volume
Fore Peak S.M. from moment of
Product
F.P. volume
From aft to
fwd
42.341 1 42.341 0 0
55.08 4 220.32 1 220.32
67.81 2 135.62 2 271.24
80.55 4 322.2 3 966.6
93.29 2 186.58 4 746.32
109.02 4 436.08 5 2180.4
125.81 2 251.62 6 1509.72
142.6 4 570.4 7 3992.8
159.38 1 159.38 8 1275.04
V 2324.54 M 1 11162.4

123
 Vertical Product of
Moments Vertical
w.r.t. base Moment of
line S.M. Volume
539.28 1 539.28
665.66 4 2662.64
792.04 2 1584.08
918.41 4 3673.64
1044.79 2 2089.58
1178.59 4 4714.36
1314.98 2 2629.96
1451.37 4 5805.48
1587.76 1 1587.76
M 2 25286.8

h2   M1 1.352  11162.4
M1 = = = 6781.15 m4
3 3
h M2 1.35  25286.8
M2 = = = 11379.06 m4
3 3
h  V 1.35  2324.54
V = = = 1046.04 m3
3 3
M1 6781.15
L.C.G. = = = 6.48 m forward of Frame: 259
V 1046.04
M 2 11379.06
V.C.G. = = = 10.88 m above base line.
V 1046.04
L.C.G. forward from midship = 108.52 m

14.5. Capacities of aft peak tank.

Frame spacing = 600 mm
Length = 8.4 m
Height of Aft Peak tank =14.66 m
h=Common interval length = 1.05 m

124
 Sectional
Areas from aft Lever
end of aft from aft Longitudinal
Volume
peak tank S.M. end of moment of
Product
aft peak volume
from aft to
tank
fwd
42.341 1 42.341 0 0
52.25 4 209 1 209
62.15 2 124.3 2 248.6
72.06 4 288.24 3 864.72
81.97 2 163.94 4 655.76
91.87 4 367.48 5 1837.4
103.43 2 206.86 6 1241.16
116.48 4 465.92 7 3261.44
129.54 1 129.54 8 1036.32
V 1997.62 M 1 9354.4

Vertical Product of
Moments Vertical
w.r.t. base Moment of
line S.M. Volume
539.28 1 539.28
637.57 4 2550.28
735.87 2 1471.74
834.16 4 3336.64
932.45 2 1864.9
1030.75 4 4123
1133.12 2 2266.24
1239.2 4 4956.8
1345.28 1 1345.28
M 2 22454.2

h2   M1 1.052  9354.4
M1 = = = 3437.74 m4
3 3
h M2 1.05  22454.2
M2 = = = 7858.97 m4
3 3
h  V 1.05  1997.62
V = = = 699.16 m3
3 3

M1 3437.74
L.C.G. = = = 4.91 m forward of Aft of aft peak tank
V 699.16
M 2 7858.97
V.C.G. = = =11.24 m above base line.
V 699.16

125
L.C.G. aft from midship = 112.09m

14.6. Capacity of Engine Room Double bottom tank. Frame 12 to frame 44

Frame spacing = 900 mm
Length of engine room = 21.6 m
Height of E.R. double bottom tank =2 m
h=Common interval =2.7 m

Sectional Lever Longitudinal

Volume
Areas From S.M. from Fr moment of
Product
aft to fwd 12 volume
3.41 1.00 3.41 0.00 0
5.43 4.00 21.72 1.00 21.72
8.17 2.00 16.34 2.00 32.68
11.03 4.00 44.12 3.00 132.36
14.29 2.00 28.58 4.00 114.32
17.71 4.00 70.84 5.00 354.2
21.52 2.00 43.04 6.00 258.24
25.61 4.00 102.44 7.00 717.08
29.7 1.00 29.7 8.00 237.6
V 360.19 M 1 1868.2

Vertical Product of
Moments Vertical
w.r.t. base Moment of
line S.M. Volume
3.9 1.00 3.9
6.15 4.00 24.6
9.16 2.00 18.32
12.3 4.00 49.2
15.89 2.00 31.78
19.66 4.00 78.64
23.62 2.00 47.24
27.7 4.00 110.8
31.78 1.00 31.78
M 2 396.26

h2   M1 2.7 2  1868.2
M1 = = = 4539.72 m4
3 3
h M2 2.7  396.26
M2 = = = 356.63 m4
3 3

126
 h  V 2.7  360.19
V = = = 324.17 m3
3 3
M1 4539.72
L.C.G. = = = 14.004 m forward of Fr 14 (i.e. Aft peak Bulk head).
V 324.17
M 2 356.63
V.C.G. = = =1.10 m above base line.
V 324.17
L.C.G. aft from midship = 94.6 m

(h): Engine room: Frame 14 to frame 38

Frame spacing = 900 mm
Length of engine room = 21.6 m
Height of E.R. double bottom tank =2 m
h=Common interval =2.7 m

Sectional Sectional
Sectional Levers Longitudinal
areas (m2) areas of Simpsons Product for
area in from moment of
From aft to double multipliers volume (m3)
Hold fr.12 volume (m4)
fwd bottom (m2)
254.37 3.41 257.78 1.00 257.78 0.00 0
299.26 5.43 304.69 4.00 1218.76 1.00 1218.76
340.65 8.17 348.82 2.00 697.64 2.00 1395.28
381.42 11.03 392.45 4.00 1569.8 3.00 4709.4
418.85 14.29 433.14 2.00 866.28 4.00 3465.12
454.99 17.71 472.7 4.00 1890.8 5.00 9454
485.11 21.52 506.63 2.00 1013.26 6.00 6079.56
511.08 25.61 536.69 4.00 2146.76 7.00 15027.3
537.05 29.7 566.75 1.00 566.75 8.00 4534
10227.8 45883.4

127
Vertical Vertical Vertical
moments at moments of moment at Simpsons Product for vertical
station w.r.t. double station in multipliers moment of volume (m4)
baseline bottom hold
3517.71 3.9 3521.61 1.00 3521.61
3985.96 6.15 3992.11 4.00 15968.4
4379.17 9.16 4388.33 2.00 8776.66
4759.33 12.3 4771.63 4.00 19086.5
5084.23 15.89 5100.12 2.00 10200.2
5387.87 19.66 5407.53 4.00 21630.1
5615.48 23.62 5639.1 2.00 11278.2
5790.81 27.7 5818.51 4.00 23274
5966.15 31.78 5997.93 1.00 5997.93
119734
h   M1
2
2.7  45883.4
2

M1 = = = 111496.66 m4
3 3
h M2 2.7  119734
M2 = = = 107760.6 m4
3 3

h  V 2.7  10227.8
V = = = 9205.02 m3
3 3
M 1 111496.66
L.C.G. = = = 12.11 m from fr.14
V 9205.02
M2 107760.6
V.C.G. = = = 11.71 m above base line.
V 9205.02
L.C.G. aft from midship = 96.49 m

128
 CHAPTER-15
SCANTLING CALCULATIONS
- According to IRS Part 3 and Part 5; July 2003
15.1. Definitions:

15.1.1 The forward perpendicular, F.P., is the perpendicular drawn at the intersection
of the summer load water line with the fore side of the stem.

15.1.2. The after perpendicular, A.P., is the perpendicular drawn at the intersection of
the summer load waterline with the after side of the rudder post or the
centerline of the rudder stock if there is no rudder post.

15.1.3. Rule length, L, is the distance, (m), between the forward and after
perpendiculars. However L is to be not less than 96 per cent, and need not be
greater than 97 per cent of the extreme length on the summer load waterline.
L=230.00 m

15.2. "Midship" is at O.5L aft of the F.P.

15.3. Breadth, B=32.4 m, is the greatest moulded breadth (m).

15.4. Depth, D = 20 m, is the moulded depth (m), measured at midship from top of the
keel to the moulded deck line of the uppermost continuous deck at side. When a
rounded gunwale is arranged the depth is to be measured to the continuation of
the moulded deck line.
15.5. Draught, T = 14.66 m, is the moulded draught at summer load waterline, (m).

15.6. The block co-efficient, Cb, is the moulded block co-efficient calculated as follows
:-
 95689.05
Cb = = =0.88
LBT 230  32.4  14.66

15.7. Load line length, is to be taken as 96 per cent of the total length (m), on a
waterline at 85 per cent of the least moulded depth measured from the top of the
keel, or as the length from the fore side of the stem to the axis of the rudder stock
on that waterline, if that is greater. In ships designed with a rake of keel, the
waterline on which this length is measured is to be parallel to the designed
waterline. Accordingly LL=231.15 m
129
15.8. Speed, V=14.2 Knots, is the maximum service speed in knots on draught T.

15.9. Material factor, k=1, for ordinary hull structural steel (i.e. ship building quality
steel) with minimum yield stress of 235 N/mm2 and a tensile strength generally in
the range of 400-490 N/mm2.

Note: Since the spacing of stiffners is preliminary, it some times results a higher
thicknesses. In such case the spacing of stiffeners may be decreased or high
tensile steels are being used. The detailed calculations will be done later.

15.10. Design Loads: The scantlings of various hull members are based on the design
values of ship motions, accelerations, lateral pressures and forces defined below.

15.11. General parameters:

g0 = Standard acceleration due to gravity = 9.81 m/s2

 = density of liquid cargo= 0.9 t/m3.

p = design pressure [N/mm2]

Cw = 10.75 - [(300-L)/100]3/2 for 90 < L < 300 [m]
= 10.75 - [(300-230)/100]3/2 = 10.75 - [(70)/100]3/2=10.75 - [.7]3/2
= 10.16
CV = 0.2 for L≥100m
ao = Common acceleration parameter
3CW CV V 3 * 10.16 0.2 * 14.2
=  = 
L L 230 230
= 0.319
RS = 1.0; for unrestricted service, i.e. across the oceans in the world.
15.12. Ship motions and accelerations:
Roll and Pitch angles:
the roll angle, The values of single amplitudes of roll and pitch angles
(corresponding to their periods Tr and Tp respectively), are normally to be
taken as:
50c
 radians
B  75
where, c = (1.25 - 0.025 Tr) d
130
 d = 1.2 for ships without bilge keel
= 1.0 for ships with bilge keel having area
equal to 2.5% of L*B (=186.3 m2)
For other percentages of bilge keel areas’ is to be interpolated.
Tr is not to be taken greater than 30 [s]

2k r
Tr= ; kr = 0.39 B = 0.39*32.4 = 12.64and GM = 0.07
GM
B = 0.07*32.4 = 2.27
2 * 1264
Tr = = 16.78 s; Tr should be less than 30 s
2.27
C= [1.25-0.025(16.78)] 1.25 = 1.038

50 * 1.038
 radians= 0.483
32.4  75
a0 0.319
Pitch angle,   0.25 = 0.25 =0.091 radians
Cb 0.88

[Link] components:
The design values of various acceleration components are normally to be
taken as - the surge acceleration, ax = 0.2 g0 ao .Cb0.5 [m/s2]
= 0.2*9.81*0.319*(0.880.5) =0.587 m/s2
- the combined sway/yaw acceleration ay = 0.3 go ao [m/s2]
= 0.3*9.81*0.319=.94 m/s2

15.12.3. Combined accelerations:

The combined accelerations in the ship's vertical. Transverse andlongitudinal
directions are to be taken as the combined vertical acceleration (combined effect
of heave, pitch and roll; excluding gravity), which can be approximated as:

where, kV = 1.3 aft of AP.

= 0.7 between 0.3L and 0.6L from AP.
= 1.5 forward of F.P.

131
 k v g 0 a 0 0.7 * 9.81 * 0.319
The combined acceleration (at midship), av= = = 2.49 m/s2
Cb 0.88
kv= 0.7 at midship

.2 * g *0 a 0
Surge acceleration, ax= =.59 m/s2
C b ^.5

. 7 * g *0 a 0
Heave acceleration, az= =2.33 m/s2
C b ^.5

Combined sway or yaw acceleration, ay= .3 * g *0 * a 0 =.94 m/s2

15.12.4. Design Pressures and Forces:
External Sea Pressure: The pressure ‘p’ acting on ships side, bottom, and
weather decks is to be taken as:
for load point below water line: p = 0.01ho + (ks – (1.5ho/T))CWRS.10-3 N/mm2
for load point above summer load water line: p = [Link].(CW – 0.8ho). 10-3 N/mm2
Where, ho=vertical height in m, from load point to summer load waterline
KS= 6 aft of Ap
= 3.5 between 0.2 L and 0.7 L from AP
= 8/Cb=10 forward of FP
Elsewhere, interpolation is applied.

Ks=3.5 for 0.4 L amidships

‘p’ is not to be taken less than; 0.01 N/mm2 for ship sideshell, 0.015 N/mm2 for
weather decks forward of 0.15 L from FP, 0.005 N/mm2 for weather decks elsewhere.
The design pressure on inner bottom flooded is to be taken as,
p =0.01 T N/mm2 = 0.01*14.66 = 0.146 N/mm2
Where, T = Moulded Draft [m] = 14.66 m
The external sea pressure ‘p’ at ballast draft which may be deducted from
internal pressures acting on side shell panels is not to be less than
p = 0.01 (Tb- z) + (ks - 1.5) Cw. Rs. 10.3 [N/mm2] for open sea conditions;
p = 0.01(Tb - z) [N/mm2] for harbor conditions.
P is not to be taken as less than zero.

132
 Where,
Tb = lowest design ballast draught amidships (m). For preliminary purposes Tb may
be taken as 0.35 T for cargo vessels and (2 + 0.02L) for tankers. Tb=5.13 m
z = vertical distance [m] from the baseline to the load point.

15.12.5. Hull Section Modulus: Section modulus requirement. At any transverse section,
the hull section modulus Z, about the transverse neutral axis for the still water
bending moments Ms given and wave bending moments Mw is not to be less
than:

Where,
 L = permissible bending stress

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

= 125/k [N/mm2] within 0.1 L from A.P. and F.P.
Between the specified regions  L is to be obtained by linear interpolation.
1210382 1676720
Z= *103=16497726 Cm3
175
For 0.1 L from A.P. and F.P.  L =125
181557 291749
At frame 20; Z=  103 = 3786448 Cm3
125
181557 424210
At frame 229; Z=  103 = 4846136 Cm3
125

15.12.6. Moment of inertia requirement: The moment of inertia In of the hull section
about the transverse neutral axis, at midship, is not to be less than:

= 3*9.67*(2303)*32.4*(0.88+0.7)*1 Cm4
=9679748569 Cm4

133
 CHAPTER-16
SCANTLING CALCULATIONS for 0.4 L AMIDSHIPS

16.1. HULL STRUCTURE:

16.1.1. Double Bottom Structure:
Tb = lowest design ballast draught amidships, [m]. For preliminary purposes, Tb
may be taken as O.35T for cargo vessels and (2+0.02L) for tankers.
s = spacing of longitudinal, [mm] = 900 mm
1 = span of longitudinal, [m] = 2.4 m
b = spacing of girders, [m] = 3 mm
S = span of girders, [m] = 2.4 m
Values of fB and fz are assumed to be equal to 1.
For 0.4 L amidships, fa=correction factor for aspect ratio of plate field (however

not to be more than 1)= 1.10  0.5(s / 1000l ) 2 = 1.10  0.5(900 / 1000* 2.4) 2

=1.014
Therefore fa=1
Correction factor for curvature perpendicular to the stiffeners= fr= (1-0.5s/r)
For 0.4 L amidships there is no curvature and hence r is infinity
Hence, fr=1
16.2. Design Loads:
A) Bottom shell:
The design pressure 'p' on outer bottom is to be taken as
p = 0.01T + (ks - 1.5) Cw Rs.10-3 [N/mm2] = 0.16 [N/mm2]
In way of tanks, the design pressure is not to be taken less than net internal
pressure 'pi given below:

Hence P = 0.17 N/mm2 for bottom shell

B)Watertight floors and girders:

The design pressure 'p' on watertight floors and girders in double bottom
tanks is to be taken as the greater of:
p = 6.7 hp.10-3 [N/mm2] = 0.119 N/mm2
p = 0.01 hs + Po [N/mm2] =0.043 N/mm2
p = 0.01 Df [N/mm2] =0.17 N/mm2
134
 where,
hp = vertical distance [m], from load point to the top of air pipe.
= 17 +0.8 m =17.8 m
Df = depth to freeboard deck [m]. = 17 m
C)Inner bottom:
The design pressure 'p' on the inner bottom is to be taken as the greater of
that given ‘p’for watertight floors and girders and the following:
In way of cargo holds, the design pressure 'p' is not to be taken as less than

Where,  = cargo density [t/m3] normally not to be taken as less than0.7 t/m3 = 1.025
t/m3
H = height [m], to tween deck or top of hatchway coaming.
P = 1.025*16.7*(1+0.5*(0.7*0.364/0.8))*10 -2 N/mm2
= 0.198 N/mm2

D)Keel plate:
The width of the plate keel is not to be less than (800+5L) [mm], nor greater than
1800 [mm]. The thickness is to be 2 [mm] greater than that required for the
adjacent bottom plating.
Minimum width = 1775 mm; width of keel plate considered is 1800 mm

E) Bottom, bilge and inner bottom plating:

1. Minimum thickness for bottom plating is t= (t0+0.04L)k1/2 +tc mm
= (5 + 0.04*230) + 0.15 tn mm
= 14.2+ 2.13 = 16.33 mm
Minimum thickness for inner bottom plating is t= (t0+0.03L)k1/2 +tc mm
= (5 + 0.03*230) + 0.15 tn mm
= 11.9+ 1.785 = 13.685 mm

2. Thickness of bottom shell plating is to be greater than;

S p
t = fa fr  t c mm
2 

135
 900 0.198
=  0.15t n mm = 23.93+0.15*23.93 mm
2 70
= 27.519 mm = 27.50 mm
3. Thickness of inner bottom plating is to be greater than;

S p
t = fa fr  t c mm
2 

900 0.198
=  0.15t n mm = 18.28+0.15*18.28 mm
2 120
= 21.02 mm = 21.00 mm

Note: Center girder is continuous and it divides the Double Bottom tank
into tanks (Port side and Starboard side) to reduce free surface effect on the
transverse stability.
Watertight floors are fitted under the bulkheads dividing the length of the
ship into Double Bottom tanks.
Plate floors are stiffened with vertical stiffeners at every longitudinal i.e.
the vertical stiffeners are lapped on to bottom shell and innerbottom longitudinals.
Verticals are fitted connecting longitudinals between the solid floors.

F) Bottom Girders:
Depth of girder = 1900 mm,
1. Thickness of bottom girders and floors is not to be less than
center girder, t= (0.008d + 4) k1/2 mm
= 0.008*1900 + 4 = 19.2 mm=19.00 mm
Side girders and plate floors, t= (0.008d + 4) k1/2 mm
=0.008*1900+ 1 mm = 16.2 mm=16.00mm

Thickness of girders and floors forming boundaries of Double bottom

tanks is not to be less than above thicknesses and

S p 900 0.198
t=  t c mm =  0.1t n mm = 20.02+0.1 tn mm = 23.02 mm
2  2 100
=23.00 mm
(For longitudinally stiffened girders)

136
 900 0.198 900 0.198
=  0.1t n mm =  0.1t n mm = 26.32 mm
2 70 2 70
= 26.50 mm
(For vertically stiffened girders)
Section Modulus: The section modulus 'Z' of the bottom longitudinal is not to be less than

s  p  l 2  103 900  0.198  2.4 2  103

Z=  Z c=  Z c =1140.48+Zc cm3
12 12  75
Section selected is:; Z=1200 cm3

s  p  l 2  103
For inner bottom longitudinal: Z=  Zc =
12
900  0.198  2.4 2  103
 Z c =1710.72+Zc cm3
12  50
Fabricated sections are to be used as the required section modulus is not available in
standard sections. Fabricated sections generally have web of lesser thickness and a
face plate of higher thickness.
Where, p = applicable design pressure for bottom longitudinal and inner bottom
longitudinal respectively;
l = Span of longitudinal [m], measured between the plate floors
σ = (210 - 135 [Link])/k [N/mm2], max. 160/k [N/mm2],
within O.4L amidships generally
= (185 - 135 [Link]/k [N/mm], max. 160/k [N/mm]
within O.4L amidships, for inner bottom longitudinal in way of holds/tanks intended for
ballast/cargo oil;

The longitudinal are stopped at watertight floors and bracketed to water tight floors

16.3. Position of side girders and plate floors:

Side girders are spaced less than 5.0 m apart.
Final Spacing of side girders in 3.00 m apart

137
 16.4. Summary of Double Bottom Structure

Description Thickness Longitudinals

mm b mm x t mm (Z cm3)
Bottom Shell 27.50 mm 1200mm

Keel Plate 29.50 mm 1800mm

Center Girder 19.00 mm

Side Girder 16.00 mm

Solid Floor 16.00 mm

Water Tight/Oil tight floor 16.00 mm

Brackted floor 16.00 mm

Inner Bottom 21.00 mm

16.5. SIDE STRUCTURE

Spacing of longitudinals is 900 mm apart within side shell.
Design Loads: The design pressure 'p' on side shell is to be taken as:
for load point below water line: p = 0.01ho + (ks – (1.5ho/T))CWRS. 10-3 N/mm2
for load point above summer load water line: p = [Link].(CW – 0.8ho). 10-3 N/mm2
p is not be taken less than 0.01 N/mm2
Internal tank pressure: Where the side shell forms a boundary of a tank, the design
pressure 'p' is to be taken as the greater of external sea pressure given by 2.4 and
the net internal tank pressure 'Pi' given by 2.5.
The net internal tank pressure 'pi' is to be taken as:
Pi = Internal pressure due to liquid cargo in tanks Less the applicable external sea
pressure at lowest design ballast draught 'T b=5.9 m'
For side shell above draught Tb, Pi may be taken as the greater of:
Pi = 0.01 hs + Po [N/mm2], or
= 6.7 (hs +  fb) .10-3 [N/mm2].
or = 6.7 hp .10-3 [N/mm2 ]

138
 Where, hs, b = the vertical and athwart ship distance [m], respectively, from the load
point to the tank corner at the top of tank which is furthermost away.
hp = vertical distance [m]. from the load point to the top of air pipe.
Po = 0.024 for L > 90 [m]
Minimum thickness of plates is:
Correc
net ted Thickness
Depth Ho T Ks Pbelow Pabove σ t thickn (mm)
thickness
ess
0.00 14.66 14.66 3.50 0.16 0.00 85.00 21.70 23.87 26.26 26.50
1.00 13.66 14.66 3.50 0.15 0.00 91.11 20.37 22.40 24.64 24.50
2.00 12.66 14.66 3.50 0.14 0.00 97.22 19.12 21.12 23.12 23.00
3.00 11.66 14.66 3.50 0.13 0.00 103.33 17.95 19.95 21.95 22.00
4.00 10.66 14.66 3.50 0.12 0.00 109.44 16.85 18.85 20.85 21.00
5.00 9.66 14.66 3.50 0.12 0.00 115.56 15.79 17.79 19.79 20.00
6.00 8.66 14.66 3.50 0.11 0.00 121.67 14.78 16.78 18.78 19.00
7.00 7.66 14.66 3.50 0.10 0.00 127.78 13.80 15.80 17.80 18.00
8.00 6.66 14.66 3.50 0.09 0.00 133.89 12.85 14.85 16.85 17.00
9.00 5.66 14.66 3.50 0.08 0.01 140.00 11.91 13.91 14.80 15.00
10.00 4.66 14.66 3.50 0.07 0.01 133.89 11.47 13.47 14.80 15.00
11.00 3.66 14.66 3.50 0.06 0.01 127.78 10.97 12.97 14.80 15.00
12.00 2.66 14.66 3.50 0.05 0.01 121.67 10.39 12.39 14.80 15.00
13.00 1.66 14.66 3.50 0.04 0.01 115.55 9.70 11.70 14.80 15.00
14.00 0.66 14.66 3.50 0.03 0.01 109.44 8.89 10.89 14.80 15.00
15.00 0.34 14.66 3.50 0.04 0.01 103.33 4.65 6.65 14.80 15.00
16.00 1.34 14.66 3.50 0.05 0.01 97.22 4.57 6.57 14.80 15.00
17.00 2.34 14.66 3.50 0.06 0.01 91.11 4.49 6.49 14.80 15.00
18.00 3.34 14.66 3.50 0.07 0.01 85.00 4.38 6.38 14.80 15.00
The corrections made are according to:
Minimum thickness of side shell plating is,t = (5.0 + 0.04L)k0.5 + tc mm
= (5 + 9.2) + 0.1 tn mm = 16.33 mm
Len load point
gth f from base P P net Corrected
strake (m) a fr line Ho T Ks below above σ thickness t thickness
K 1.8 1 1 0.00 14.08 14.08 3.5 0.16 0.00 70 23.92 27.50 29.50
A 3.0 1 1 0.00 14.08 14.08 3.5 0.16 0.00 70 23.92 27.50 27.50
B 3.0 1 1 0.00 14.08 14.08 3.5 0.16 0.00 70 23.92 27.50 27.50
C 3.0 1 1 0.00 14.08 14.08 3.5 0.16 0.00 70 23.92 27.50 27.50
D 3.6 1 1 0.00 14.08 14.08 3.5 0.16 0.00 70 23.92 27.50 27.50
E 3.0 1 0.81 0.20 13.88 14.08 3.5 0.16 0.00 84 17.65 19.65 27.50
F 3.6 1 1 2.50 11.58 14.08 3.5 0.14 0.00 100 18.56 20.56 20.50
G 3.6 1 1 6.00 8.08 14.08 3.5 0.11 0.00 121 14.82 16.82 18.00
H 3.6 1 1 9.60 4.48 14.08 3.5 0.07 0.00 136 11.67 14.67 17.10
J 2.4 1 1 13.20 0.88 14.08 3.5 0.04 0.00 115 10.53 13.53 16.89
L 2.4 1 1 15.60 1.52 14.08 3.5 0.05 0.01 101 9.57 12.57 16.55

139
 The section modulus 'Z' of side longitudinals is not to be less than:

s  p  l 2  103
Z=  Z c [cm3]
12

Where, p = applicable design pressure at midpoint of the span [N/mm2]

σ = (215 - 135 [Link])/k [N/mm2], max. 160/k [N/mm2],

= 80 N/mm2 for side longitudinal up to depth D within O.4L amidships

16.6. Side Transverses:

The side transverses are spaced 2400mm apart.

The minimum thickness is, t = 6+ 0.025L [mm]

= 6+ (0.025*230) mm= 11.75 mm = 12 mm

b  p  S 2  106
Minimum section modulus requirement; Z=  Z c [cm3]
1600

3  0.16  2.4 2  106

=  Z c [cm3]
1600

= 1728 + Zc cm3

The section modulus requirement for the longitudinal is given in the table below

Section
long. no Depth Ho T Ks Pbelow Pabove modulus Selected section
(cm3) B T Z
mm mm Cm3
0 0 14.66 14.66 3.50 0.16 0.00 1457.53 400 15 1495
1-8 0 14.66 14.66 3.50 0.16 0.00 1457.53 400 15 1492
9 0.52 14.14 14.66 3.50 0.16 0.00 1457.53 400 15 1492
10 1.20 13.46 14.66 3.50 0.15 0.00 1400.40 400 13 1415
11 2.16 12.5 14.66 3.50 0.14 0.00 1319.67 400 13 1415
12 3.14 11.52 14.66 3.50 0.13 0.00 1237.26 370 16 1250
13 4.14 10.52 14.66 3.50 0.12 0.00 1153.17 370 14 1177
14 6.14 8.52 14.66 3.50 0.11 0.00 984.00 340 15 984
15 7.14 7.52 14.66 3.50 0.10 0.00 900.90 340 13 920
16 9.14 5.52 14.66 3.50 0.08 0.00 732.71 320 11.5 747
17 10.14 4.52 14.66 3.50 0.07 0.00 648.00 300 12 648
18 12.14 2.52 14.66 3.50 0.05 0.00 480.44 280 10.5 507
19 13.14 1.52 14.66 3.50 0.04 0.00 396.34 260 10 414
20 15.14 .48 14.66 3.50 0.04 0.01 82.71 140 6.5 85
21 16.14 1.48 14.66 3.50 0.05 0.01 75.21 120 8 76

140
NOTE: When outer side shell in breached, inner side shell will form a boundary between
oil tanks and sea water. The inner side shell will have to bear all the hydrostatic
pressure. Hence, the scantlings of plating and correspondig longitudinal stiffeners
are same for both outer side shell and inner side shell.

Summary of Side shell Structure

Description Thickness Longitudinals

mm b mm x t mm (Z cm3)
Side Shell; Strake F 20.50 mm 400 mm x 15 mm (1452 )

Side Shell; Strake G 18.00 mm 400 mm x 13 mm (1415)

Side Shell; Strake H 17.10 mm 370 mm x 14 mm (1177)

Side Shell; Strake J 16.89 mm 340mm x 13 mm (920)

Side Shell; Strake L 16.55 mm 280 mm x 10.5 mm (507)

Sheer strake 18.00 mm 140 mm x 6.5 mm (85)

Side Transverse 23.50 mm Fabricated section (2970)

16.7. DECK STRUCTURE:

s = spacing of longitudinals, [mm] = 900 mm
l = span of longitudinals, [m] = 2400 mm
b = spacing of girders. [m]
S = span of girders. [m]

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

Where, q = 1.6 [t/m2] for platform decks in machinery spaces

= 0.35 [t/m2] for accommodation decks.
H = tween deck height or height measured upto top of hatchway coaming, [m].
p = cargo density [t/m3], not to be taken as less than 0.7 [t/m3] = 0.9 t/m3
The design pressure 'p' for decks forming the crown of a tank may be
taken as the greater of the following:
p = 6.7 hp.10-3 [N/mm2] = 0.0054 N/mm2
141
 p = 0.01( hs) +  b [N/mm2]=0.055 N/mm2
p = 0.01 hs + Po [N/mm2] =0.03 N/mm2

Thickness of plating:

S p 900 0.055
Deck plating at midship: t=  t c mm =  0.15t n mm
2  2 85
= 11.45+0.15*11.45
=13.16 mm = 13.10 mm
Stinger plate thickness at midship: 20% in addition to adjacent deck plate
thickness. T= 13.10 + 0.2*13.10 mm = 15.72 mm = 15.80 mm

Section modulus:
The section modulus Z of the longitudinal is not to be less than;

s  p  l 2  103 1000 0.055 2.42  103

Z=  Z c [cm ] =
3  Z c [cm3]=515.63+Zc cm3
12 12  80

Where, p = applicable design pressure [N/mm2]

σ = (215 - 135 [Link])/k [N/mm2], max. 160/k [N/mm2], =80 N/mm2

for longitudinals for strength deck within O.4L amidships

The section modulus of longitudinal deck girders is not to be less than;

b  p  s 2  106
Z=  Z c [cm3]
m
where, p = applicable design pressure [N/mm2]
m = 12 for continuous longitudinal girders
σ = ([Link])/k, max. 160/k [N/mm2) for continuous longitudinal girders
within O.4L amidships. = 55 N/mm2

The section modulus of longitudinal deck girders is not to be less than;

b  p  s 2  106 2.4  0.055  132  106

Z=  Z 3
c [cm ] =  Z c =13942 + Zc cm3
m 1600
where, p = applicable design pressure [N/mm2]
m = 10 for deck transverses
σ = 160/k [N/mm2] for deck transverses.

142
The minimum section modulus from the above formula is
Girder number Distance form center Min section modulus
line(m) Z cm3
1 1 10500
2 4 8250
3 7 6000
4 10 3750

Summary of Deck Structure

Description Thickness Longitudinals

mm b mm x t mm (Z cm3)
Deck Plating 13.10 mm 280 mm x 10.5 mm (540 )

Stinger Plate 15.80 mm 280 mm x 10.5 mm (540 )

Longitudinl Deck Girders Fabricated Fabricated (above table)

Deck Transverses Fabricated Fabricated (13942)

16.8. BULK HEAD PLATING:

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

= 0.01*(1+(0.5*0.7*0.319/0.88)*14.6 = 0.158 N/mm2

p=6.7 hp .10-3 [N/mm2] = 6.7*15.4/1000 = 0.096 N/mm2

p=0.01 hs + Po [N/mm2] = 0.01*14.6 + 0.024 = 0.16 N/mm2

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

143
hs = vertical distance [m] from the load point to the top of the tank or hatchway.
=13.6 m

Po = 0.024 [N/mm2] for L>90 [m]

S p 3000 0.16
Minimum thickness of bulkhead plating =  t c mm =  0.1t n mm
2  2 160
= 47.43+0.1*47.43 = 47.43 + 4.73
2.0  tc  3.00
=47.43 + 3 = 50.43 mm = 50.50mm

Note: Since the spacing of stiffners is preliminary, it sometimes results a higher

thickness. In such case the spacing of stiffeners may be decreased or high tensile
steels are being used. The detailed calculations will be done later.
Section modulus: the minimum section modulus for the corrugated bulkhead is given by:

s  p  l 2  103
Z=  Z c [cm3]
m
S = span of the corrugated bulkhead=3000 mm
P =design pressure = 0.16 N/mm2
m =12
σ =(225-135fsfz)/k [N/mm2] for watertight bulkheads within 0.4L amidships

3  0.16  122  106

Z=  Z c [cm3] =64000+Zc cm2
12  90

(B) LONGITUDINAL BULKHEADS:

For longitudinal bulkheads in way of wide tanks, the design pressure is normally given
by the greater of 'p'
p = 6.7 (hs +  b).10-3 [N/mm2]
= 6.7*(13.6+0.504*13)/1000 N/mm2
= 0.135 N/mm2 ; this value is less than the design pressure 'p' for
tank bulkheads(0.16 N/mm2)
Where, b = athwart ship distance [m] from the load point to the tank corner at tank top

144
 which is situated furthest from the load point. = 13 m
 = roll angle =0.504 radians;
• Hence, P = 0.16 N/mm2

S p 3000 0.16
Minimum thickness of bulkhead plating =  t c mm =  0.1t n mm
2  2 160
= 47.43+0.1*47.43 = 47.43 + 4.73
2.0  tc  3.00
=47.43 + 3 = 50.43 mm = 50.50mm

Note: Since the spacing of stiffeners is preliminary, it sometimes results a higher

thicknesses. In such case the spacing of stiffeners may be decreased or high tensile
steels are being used. The detailed calculations will be done later.

Section modulus: the minimum section modulus for the corrugated bulkhead is given by:

s  p  l 2  103
Z=  Z c [cm3]
m
s = span of the corrugated bulkhead=3000 mm
p =design pressure = 0.16 N/mm2
m =12
σ =(225-135fsfz)/k [N/mm2] for watertight bulkheads within 0.4L amidships

3  0.16  242  106

Z=  Z c [cm3] = 256000+Zc cm2
12  90
Engine Room forward bulkhead and After Peak Bulk head:
Plane bulk head with vertical stiffeners spaced 1000 mm apart are used.
S p 1000 0.16
Minimum thickness of bulkhead plating =  t c mm =  0.1t n mm
2  2 160
= 47.43+0.1*47.43 = 47.43 + 4.73
2.0  tc  3.00
=15.81 + 3 = 17.81 mm = 18 mm
Section modulus of bulkhead vertical stiffeners is not to be less than,

s pl2 1000 0.16  16.322

Z=  Z 3
c cm =  Z c cm3 = 24.12 + Zc cm3
m 8 * 220

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 Note: the side plating and stiffeners of lower stool and upper stool are same as the
transverse plane bulk head plating and stiffeners.

Summary of Bulk Head Structure

Description Thickness Stiffeners

mm b mm x t mm (Z cm3)
Transverse corrugated

Bulkhead plating 50.50 mm

Longitudinal corrugated

Bulkhead plating 50.50 mm

After Peak Plain Bulkhead 18.00 mm 120 mm x 6 mm (87)

Engine Room Forward

Bulkhead 18.00 mm 120 mm x 6 mm (87)

Lower stool plating 19.00 mm 120 mm x 6 mm (87)

Upper stool plating 16.00 mm 120 mm x 6 mm (87)

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REFERENCES

SHIP DESIGN FOR EFFICIENCY AND ECONOMY

- SCHNEEKLUTH’S

PRINCIPLES OF NAVAL ARCHITECTURE

- EDWARD LEWIS

PRINCIPLES OF NAVAL ARCHITECTURE

-RAWSON AND TUPPER

IRS, ABS, LRS, SOLAS, ILLC, IMO & MARPOL

REGISTRY OF SHIPS OF LRS, IRS, BV & ABS

MUCKLES NAVAL ARCHITECTURE

- W. MUCKLE & D.A. TAYLOR

SHIP DESIGN AND CONSTRUCTION

- ROBERT TAGGART

RESISTANCE AND PROPULSION OF SHIPS

- S.A. HARVALD

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