Bulk Carrier Ship Project

PRELIMINARY DESIGN OF 30,000 TONNES DEADWEIGHT
BULK CARRIER OF SERVICE SPEED

18.0 KNOTS
INDEX
S.No ACTIVITY Pg No.
1. Fixing of Preliminary main dimensions, coefficients of form, 3

and other characteristics of Bulk carrier
2. Preliminary Freeboard Calculation Using L.B.P as 24

Freeboard Length As Per Load Line Regulations
3. Finalization of LINES PLAN of ship Using B.S.R.A. Results 30
4. Sectional Areas and Vertical Moments W.R.T. Baseline at 41

Ordinate Stations (Bonjean Curves)
5. Hydrostatic Characteristics of Ship. 44
6. Final Freeboard Calculation As Per Load Line Regulation 51
7. Tonnage measurement 62
8. Wetted surface area 66
9. Resistance calculations 70
10. Propeller design 80
1
11. Dead Weight Check : Estimation Of Preliminary Power 91
And Light Ship Weight Using Empirical Formulas
12. Estimation of Capacities of Double bottom and Holds including 94

LCG and VCG
13. General Arrangement 131
PRELIMINARY SHIP DESIGN
SHIP TYPE: BULK CARRIER
DEAD WEIGHT: 30000Tonnes
SERVICE SPEED: 18 KNOTS
2
ACTIVITY - 1
FIXING OF MAIN DIMENSIONS, COEFFICIENTS OF FORM AND

OTHER CHARACTERISTICS OF
BULK CARRIER
Basic Design of the Ship
The main dimensions of the ship influence many of the ships characteristics such as stability; hold
capacity, power requirements and its economic efficiency. So, they should be coordinated such that the
ship satisfies the design conditions as well as the characteristics desired by the shipping companies with
various combinations of dimensions. The economic factor is of prime importance in designing a ship. An
owner requires a ship, which will give him the best possible returns for his initial investment and running
costs. This means that the final design should be arrived at taking into account not only the present
economic considerations, but also those likely to develop within the life of the ship. Basic design includes
selection of ship dimensions, hull form, amount of power and type of engine, preliminary arrangement of
hull and machinery, and major structural arrangement. Proper selections assure the attainment of the
mission requirements such as cargo carrying capacity and dead weight. It includes checks and
modifications for achievement of required cargo capacity, subdivision and stability standards, free board
and tonnage measurement.
For the optimization of dimensions for economic efficiency, at the same time meeting the owners
requirements I have adopted the following procedure. I would have taken the parent ship having the
specified deadweight and speed. But to have an idea of dimensions for optimization I referred ‘Register
of Ships' compiled by classification society (Lloyds Register of Shipping, American Bureau of Shipping,
Det Norske Veritas( Norway) and Bureau veritas( France ), 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.
3
TABLE 1
SHIPS OF 27000 TONNES TO 33000 TONNES DWT WITH SPEED OF 16 TO 20 KNOTS
Moulded Moulded Moulded
S.No. DWT (tonnes) Speed (knots) LBP(m) Breadth B(m) Depth D(m) Draft d(m) Power(KW)
1 27199 16.75 217.02 22.86 11.89 8.16 6620
2 27305 17.0 164.90 22.81 14.61 10.586 8496
3 27348 16.0 163.40 26.31 13.59 9.722 8496
4 27434 17.5 167.80 22.84 14.71 10.669 8827
5 27494 16.0 168.70 22.96 14.60 10.454 8496
6 27499 16.0 163.02 26.31 13.62 9.805 8496
7 27536 17.25 167.01 22.86 14.71 10.921 8385
8 27751 16.5 168.03 22.86 14.71 10.542 8238
9 27791 16.5 164.40 24.80 14.48 10.37 7646
10 28192 16.75 167.21 23.11 14.76 10.61 5884
11 28317 15.75 163.00 25.40 14.41 10.408 9636
12 28347 16.5 168.21 25.01 13.80 10.27 8238
13 28500 15.5 176.03 23.11 14.30 10.402 6360
14 28551 16.0 158.40 24.81 15.02 10.669 7723
15 28600 16.5 179.81 23.11 14.51 10.651 8385
16 28645 17.9 192.31 22.86 14.00 8.551 8238
17 28676 16.5 192.31 22.86 14.00 10.41 8238
18 28793 15.75 173.77 24.71 14.36 10.403 8827
19 29112 15.75 160.00 27.61 14.81 10.67 9723
20 29155 16.0 170.01 23.11 14.51 10.667 7061
21 29586 15.5 160.00 27.21 14.10 10.211 8827
22 29662 15.75 182.02 22.80 15.19 10.80 8257
23 29685 15.75 181.03 22.93 14.51 10.808 8238
24 30502 16.75 178.01 22.81 14.61 10.651 8000
25 30812 15.5 167.19 26.80 14.69 10.662 6179
26 31214 15.5 166.76 26.00 14.50 12.0 7775
27 31354 17.6 167.21 26.80 14.71 10.60 8496
28 31364 16.0 172.22 25.66 15.19 10.929 9783
29 31915 16.0 174.02 25.61 14.91 10.693 8238
30 31928 16.75 185.02 24.41 15.09 10.64 8827
31 32280 16.0 173.13 26.37 14.43 10.70 11033
32 32646 17.5 170.03 27.01 15.22 10.796 8532
33 33041 17.0 172.00 26.60 15.00 10.76 8385
TABLE 2
SHIPS WITH CONSTANT DEAD WEIGHT (30000 ± 1500) TONNES AT VARYING SPEEDS
(18  2 KNOTS)
Moulded Moulded Moulded Draft Power
S.No. DWT (tonnes) Speed (knots) LBP(m) Breadth B(m) Depth D(m) d(m) (KW)
4
1 29155 16.00 170.01 23.11 14.51 10.667 7061
2 29586 15.50 160.00 27.21 14.10 10.211 8827
3 29662 15.75 182.02 22.80 15.19 10.800 8257
4 29685 15.75 181.03 22.93 14.51 10.808 8238
5 30502 16.75 178.01 22.81 14.61 10.651 8000
6 30812 15.50 167.19 26.80 14.69 10.662 6179
7 31214 15.50 166.76 26.00 14.50 12.000 7775
8 31354 17.60 167.21 26.80 14.71 10.600 8496
9 31364 16.00 172.22 25.66 15.19 10.929 9783
TABLE 3
SHIPS WITH CONSTANT SPEED (AROUND 18 KNOTS) AT VARYING DWT (30000  3000 TONNES)
1 27305 17.00 164.90 22.81 14.61 10.586 8496
2 27536 17.25 167.01 22.86 14.71 10.921 8385
3 27434 17.50 167.80 22.84 14.71 10.669 8827
4 28645 17.90 192.31 22.86 14.00 8.551 8238
5 31354 17.60 167.21 26.80 14.71 10.600 8496
6 32646 17.50 170.03 27.01 15.22 10.796 8532
7 33041 17.00 172.00 26.60 15.00 10.760 8385
TABLE 4
Table for L/B,B/D and L/D for the ships in Table 2 and Table 3
DWT SPEED POWER
S.NO. (tonnes) (knots) LBP(m) B(m) D(m) d(m) (kw) L/B B/D L/D
1 27305 17.00 164.90 22.81 14.61 10.586 8496 7.23 1.56 11.28
2 27434 17.50 167.80 22.84 14.71 10.669 8827 7.35 1.55 11.41
3 27536 17.25 167.01 22.86 14.71 10.921 8385 7.30 1.55 11.35
4 28645 17.90 192.31 22.86 14.00 8.551 8238 8.41 1.63 13.74
5 29155 16.00 170.01 23.11 14.51 10.667 7061 7.36 1.59 11.72
6 29586 15.50 160.00 27.21 14.10 10.211 8827 5.88 1.93 11.35
7 29662 15.75 182.02 22.80 15.19 10.800 8257 7.98 1.50 11.98
8 29685 15.75 181.03 22.93 14.51 10.808 8238 7.89 1.58 12.48
9 30502 16.75 178.01 22.81 14.61 10.651 8000 7.80 1.56 12.18
10 30812 15.50 167.19 26.80 14.69 10.662 6179 6.24 1.82 11.38
11 31214 15.50 166.76 26.00 14.50 12.000 7775 6.41 1.79 11.50
12 31354 17.60 167.21 26.80 14.71 10.600 8496 6.24 1.82 11.37
13 31364 16.00 172.22 25.66 15.19 10.929 9783 6.71 1.70 11.34
14 32646 17.50 170.03 27.01 15.22 10.796 8532 6.30 1.78 11.17
15 33041 17.00 172.00 26.60 15.00 10.760 8385 6.47 1.77 11.47
EMPIRICAL FORMULAE ON SPEED & DISPLACEMENT IN FINDING OUT THE BLOCK

COEFFICIENT OF FINENESS (CB)
5
Avg. CB = Average of near values of block coefficients obtained from the empirical relations.
The empirical relations are:
1). SCHNEEKLUTH'S FORMULA:
Cb1=
Where, FN = Froude number =
VS = Service speed in m/s
L = Length between Perpendiculars (m)
g = acceleration due to gravity (m/s2
L 
0.145   20 
2). CB2= *B 
Fn
26
Where, Fn = Froude number
B = Moulded Breadth (m)
3). JENSON FORMULA:
CB3 = -4.22 + 27.8 -39.1FN + 46.6
For 0.15< FN < 0.32
4). ALEXANDER'S FORMULA:
6
CB4 = 1.08 -
Where, Vt = Trail speed in knots = (service speed + 0.5 knots)
5). AYRE'S FORMULA:
CB5 = C – 1.68*FN
Where, C = 1.06
FN = Froude's number
7
TABLE 5
VALUES OF CD1 FOR SHIPS OF 27000TONNES TO 33000TONNES DWT WITH VARYING SPEEDS(TABLE 4), CONSIDERING BLOCK
COEFFICIENT OF FINENESS TO GET DISPLACEMENT
Dwt Speed Average Displacement
S.NO. (tonnes) (knots) LBP(m) B(m) D(m) d(m) CB1 CB2 CB3 CB4 CB5 CB ∆1 Cd1
1 27305 17.00 164.90 22.81 14.61 10.586 0.67 0.70 0.72 0.72 0.70 0.71 28977.44 0.94
2 27434 17.50 167.80 22.84 14.71 10.669 0.66 0.70 0.72 0.72 0.69 0.71 30343.34 0.91
3 27536 17.25 167.01 22.86 14.71 10.921 0.65 0.69 0.71 0.71 0.69 0.70 29338.21 0.94
4 28645 17.90 192.31 22.86 14.00 8.551 0.68 0.75 0.74 0.73 0.70 0.73 28128.19 1.02
5 29155 16.00 170.01 23.11 14.51 10.667 0.72 0.76 0.76 0.74 0.72 0.75 32218.24 0.90
6 29586 15.50 160.00 27.21 14.10 10.211 0.72 0.72 0.76 0.74 0.72 0.73 33263.16 0.89
7 29662 15.75 182.02 22.80 15.19 10.800 0.76 0.81 0.78 0.76 0.74 0.78 35834.07 0.83
8 29685 15.75 181.03 22.93 14.51 10.808 0.75 0.81 0.78 0.76 0.74 0.78 35868.93 0.83
9 30502 16.75 178.01 22.81 14.61 10.651 0.70 0.75 0.75 0.74 0.71 0.75 33246.44 0.92
10 30812 15.50 167.19 26.80 14.69 10.662 0.74 0.74 0.77 0.75 0.73 0.75 36725.60 0.84
11 31214 15.50 166.76 26.00 14.50 12.000 0.74 0.75 0.77 0.75 0.73 0.75 39997.40 0.78
12 31354 17.60 167.21 26.80 14.71 10.600 0.65 0.66 0.70 0.71 0.68 0.70 34082.00 0.92
13 31364 16.00 172.22 25.66 15.19 10.929 0.72 0.74 0.76 0.75 0.72 0.75 37128.36 0.84
14 32646 17.50 170.03 27.01 15.22 10.796 0.66 0.66 0.71 0.71 0.69 0.71 36082.38 0.90
15 33041 17.00 172.00 26.60 15.00 10.760 0.68 0.69 0.73 0.72 0.70 0.72 36331.11 0.91
8
EMPIRICAL FORMULAE FOR CALCULATION of CD:
· DISPLACEMENT (∆) = CB*L*B*d*1.025
Where, CB= Block Coefficient of Fineness
L= Length between perpendiculars (m)
B= Moulded Breadth (m)
d= Moulded Draft (m)
· STEEL WEIGHT (WS):
WS = 0.026
where, L= L.B.P (m)

B= Moulded Breadth (m)
D= Moulded Depth (m)
d= Moulded Draft (m)
CB= Block Coefficient of
Fineness
· MACHINERY WEIGHT (WM):
WM = 0.0646*P
Where P= Power in hp
· WOOD and OUTFIT WEIGHT(WO):
WO = (0.325+0.0006*L)*L*B
· LIGHT SHIP WEIGHT(WLS):
WLS= Steel weight + Machinery weight + Wood and Outfit weight
= W S + WM + WO
9
TABLE 6
VALUES OF CD2 FOR SHIPS OF 27000TONNES TO 33000 TONNES DWT WITH VARYING SPEED(TABLE 4)
CONSIDERING LIGHT SHIP WEIGHT USING EMPIRICAL FORMULAE TO GET THE TOTAL DISPLACEMENT
Wood &
Dwt Speed Steel Wt Machinery Light ship
S.NO. LBP(m) B(m) D(m) d(m) Outfit Wt Displacement ∆2 CD2
(tonnes) (knots) (tonnes) Wt (tonnes) wt (tonnes)
(tonnes)
1 27305 17.00 164.90 22.81 14.61 10.586 4773.14 746.13 1594.60 7113.87 34418.87 0.79
2 27434 17.50 167.80 22.84 14.71 10.669 4899.50 775.20 1631.44 7306.14 34740.14 0.79
3 27536 17.25 167.01 22.86 14.71 10.921 4910.57 736.44 1623.37 7270.38 34806.38 0.79
4 28645 17.90 192.31 22.86 14.00 8.551 6002.95 723.52 1936.03 8662.50 37307.50 0.77
5 29155 16.00 170.01 23.11 14.51 10.667 5181.63 620.16 1677.68 7479.47 36634.47 0.80
6 29586 15.50 160.00 27.21 14.10 10.211 5000.41 775.20 1832.86 7608.47 37194.47 0.79
7 29662 15.75 182.02 22.80 15.19 10.800 5971.68 725.14 1802.00 8498.82 38160.82 0.78
8 29685 15.75 181.03 22.93 14.51 10.808 5843.71 723.52 1799.96 8367.19 38052.19 0.78
9 30502 16.75 178.01 22.81 14.61 10.651 5563.00 702.59 1753.31 8018.90 38520.90 0.79
10 30812 15.50 167.19 26.80 14.69 10.662 5494.43 542.64 1905.70 7942.77 38754.77 0.79
11 31214 15.50 166.76 26.00 14.50 12.000 5433.62 682.82 1842.94 7959.38 39173.38 0.80
12 31354 17.60 167.21 26.80 14.71 10.600 5316.99 746.13 1905.98 7969.10 39323.10 0.80
13 31364 16.00 172.22 25.66 15.19 10.929 5707.42 859.18 1892.87 8459.47 39823.47 0.79
14 32646 17.50 170.03 27.01 15.22 10.796 5614.65 749.36 1965.37 8329.38 40975.38 0.80
15 33041 17.00 172.00 26.60 15.00 10.760 5665.42 736.38 1959.10 8360.90 41401.90 0.80
10
Taking average of near values of both CD1 and CD2, we get :
CD avg =(0.77+ 3*0.78 + 7*0.79 + 5*0.80 + 2*0.82 + 2*0.84)/20
=0.799 ≈ 0.80
Finalized Dead Weight coefficient CD = 0.80
Displacement (Δ) = Dead Wt./CD
= 30000/0.80
= 37500 tonnes
Vol. of Displacement = Displacement/1.025
= 37500/1.025
= 36585.36 m3
11
FIXING of MAIN DIMENSIONS of SHIP:
CALCULATION OF LENGTH BETWEEN PERPENDICULARS:

1) From the LBP vs SPEED graph:
i) At Speed = 18 knots,
ii) The value of LBP1=173.21 m.
2) From the LBP vs DWT graph:
i) At Deadweight = 30000 tonnes,
ii) The value of LBP2=171.75 m.
3) AYRE'S FORMULA:
L.B.P. V
(a)  3.33  1.67 ,
3
 L.B.P.
Where, V= Service speed in knots = 18 knots
L.B.P. = Length between perpendiculars (m)
=Volume of displacement = 36585.36m3
L.B.P 18
3
 3.33  1.67
36585.36 L.B.P
LBP3 = 184.098 m.
4) VOLKER'S FORMULA:
L V
 3 . 5  4 . 5
3
 1
g 3
Where, =Volume of displacement in m3=36585.36 m3
g=Acceleration due to gravity=9.81 m/s2
V=Service Speed =18 × 0. 5144= 9.26m/sec.
L.B.P 9.26
3
 3 .5  4 .5
36585.36 1
9.81  36585.36 3
12
LBP4 = 192.84 meters.
5) SCHNEEKLUTH'S FORMULA:
LBP=D0.3  V0.3  C
Where, LBP = Length between perpendiculars (M)
D = Displacement = 36585.36 × 1.025 = 37500 tonnes
V = Service speed = 18 knots
C = 3.02
LBP  36585.36 0..3  18 0..3  3.2
 LBP5 = 179.45 m.
6) POSDUNINE FORMULA:
LBP =
Where, V = Trail speed= service speed + 0.5 knots = 18.5 knots

C = 7.25 (for ships with trail speeds between 15.5 to 18.5 knots)
= Vol. of Displacement = 36585.36 m3
LBP =
LBP6 = 196.01 m
SUMMARY:
1. FROM L.B.P. Vs SPEED GRAPH LBP1 = 173.21m

2. FROM L.B.P. Vs DEADWEIGHT GRAPH LBP2 = 171.75m
3. AYRE'S FORMULA LBP3 = 184.098m
4. VOLKER'S FORMULA LBP4 = 192.84m
5. SCHNEEKLUTH'FORMULA LBP5 = 179.45m
6. POSDUNINE'S FORMULA LBP6 = 196.01m
13
As empirical formulas are not on scientific basis, average of close values is taken:
196.01  192.84  194.42 m
Average L.B.P =
2
Ø Finalized L.B.P = 194 m.
2). BREADTH
When choosing the Breadth, 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.:
a) Damaged ship, Heavy Derrick, Grain cargoes, liquid cargoes, deck cargoes etc. Breadth may be
restricted by Building dock width or channel clearance.
Increasing the Breadth by keeping the midship section constant results in
(a). Increased resistance and Higher power requirements since R T=f (B/T).
(b). Greater Initial stability.
FROM GRAPH:
1. From L/B ratio Vs LBP graph,

At LBP=194m (L/B =8.69)
14
L
194
BREADTH, B1 = L = = 22.32 m.
8.69
B
FROM EMPERICAL FORMULAS:
a) B=Ln (n=0.61 to 0.64) , and L =194m

B2= (194)0.61 = 24.86m
B3= (194)0.64 = 29.12m
b) BAWKWARSITES FORMULA:
L 194
B4=  3.5   3.5 =28.69m
7.7 7.7
c) ARKUBAIT'S FORMULA:
L
B5= + 3.66 = = 25.22m
9
d) WATSON FORMULA:
L
B6= + 4.27= 25.82m
9
 24.86  25.22  25.82  25.3m

· BREADTH =
3
Ø Finalized Breadth = 25m.

As per Classification Society rules, L/B ratio must be > 5
L/B = 194/25 = 7.76 > 5
15
3). 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:
B
1). From B Vs B/D ratio graph, at B=25m, =1.70
D
Depth, D=14.69m.
L
2) From LBP Vs L/D ratio graph, At L= 194m, =13.34
D
Depth, D=14.54m.
FROM EMPERICAL FORMULA:
1). For BULK CARRIERS:

D= = (25 – 3)/1.5
= 14.67m
Taking average of obtained values = = 14.63m
Ø Finalized DEPTH = 15.00m.
B
As per Classification Society rules < 2.5
D
16
B
= = 1.67, so satisfy Classification Society rules.
D
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 between perpendiculars, B is moulded breadth and T is moulded draft.
Reducing the Block coefficient of Fineness results in :
a). Decrease in regulation freeboard, required propulsive power, weight of the engine plant and
fuel consumption.
b). A slight increase in Hull steel weight, and
c). Better sea keeping and less added resistance in a seaway and slamming.
If the value of Block coefficient is decreased, Breadth must be increased to maintain stability.
Ship owner requirements can be met using a wide variety of C B values. The optimum choice is made on
the above.
CB FROM EMPIRICAL FORMULAE:
V 18 �.5144
Fn = Froude number Fn  =  0.21
gL 9.81�194
Where V = Service speed =18 × 0.5144 = 9.26 m/sec,
g =Acceleration due to gravity = 9.81m/sec2
17
L=Length between perpendiculars =194 m
(i). AYRE'S FORMULA:
CB=C - 1.68 Fn
Where C=1.06 for single screw ships.
V
Where Fn=Froude number = Fn  = 0.21
gL
V= Service speed 9.26m/sec,
g =Acceleration due to gravity=9.81m/sec2
L=Length between perpendiculars =194m
 CB1=1.06 - 1.68(0.21) = 0.70
(ii). SCHNEEKLUTH'S FORMULAE:
0.145 0.145
a). CB 2    0.68
Fn 0.21
�L � �194 �
�  20 � �  20 �
b). 0.145 �B � 0.145 �25 � 0.73
CB 3 
Fn 26 0.21 26
Vt 18.5
(iii) CB 4  1.08 -  1.08 -  0.72
3.652 � L 3.652 � 194
(iv) JENSON'S FORMULA:
CB 5  -4.22  27.8 Fn - (39.1�Fn )  46.6( Fn )3
CB 5  -4.22  27.8 .21 - (39.1�.21)  46.6(.21) 3
18
 CB5 = 0.73
(0.72+0.7+0.73+0.73)
From the above results, the finalized CB = = 0.72
4
(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 SHIPS WITHOUT RISE OF FLOOR:
(i). According to KERLON'S FORMULA:
CM 1  1.006 - 0.0056CB -3.56  1.006 - 0.0056(0.72) -3.56  .988
(ii) VAN LAMMERAN FORMULA:
CM3 = 0.9 + (0.1  CB) =0.972
(.972  .988)
Average CM =  .98
2
Ø Finalized CM = 0.98
(3). Longitudinal Prismatic Coefficient (CPL):
CB .72
(i). Longitudinal prismatic Coefficient, CPL=  =0.735
CM .98
(4). Water plane area Coefficient (CWP):
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
19
equal to the breadth at that waterline. The value of C W is largely a function of CB and sectional shape.
L L
Ships with high ratio may have either U or V sections. Ships with low ratio have extreme V forms.
B B
CW FROM EMPIRICAL FORMULAE:
(i). According to SCHNEEKLUTH,
For U-section form and no projecting stern form,
CWP1  0.95CPL  0.17 1 - CPL  (0.95 �0.735)  0.17 3 1 - 0.735  0.81
(ii). For V-section forms,
(a) CWP  CB - 0.025  0.82
(c) CWP = CB + 0.1 = 0.82
Taking average of the above results,
Ø Finalized CWP = 0.82
(5). Vertical Prismatic Coefficients (CPv):
CB 0.72
Vertical Prismatic Coefficient CPV =   0.88
CW 0.82
20
OTHER CHARACTERISTICS OF THE SHIP:
(1). SHEER:
STANDARD SHEER
STATION ORDINATE
( mm)
L
AFT A.P 25(  10) 1866.67
3
L
1/6 L from A.P 11 .1(  10) 828.8
3
L
1/3 L from A.P 2.8(  10) 209.07
3
AMIDSHIPS 0 0
L
FORWARD 1/3 L from F.P 5.6(  10) 418.13
3
L
1/6 L from F.P 22.2(  10) 1657.6
3
L
F.P 50(  10) 3733.33
3
(2). CAMBER :
B
Standard Camber= = 0.50 m
50
21
(3).BILGE RADIUS ( R ):
B.C K
R
L  2 ,
  4 C B
B 
Where B=breadth(m) = 25 m
L= Length between Perpendiculars (m) = 194m.
CK= Coefficient between 0.5 and 0.6
CB= Block coefficient of fineness = 0.72
25 �0.55
R   2.255
�194 � m
�  4�
2
�(0.72)
�25 �
4). RISE OF FLOOR : Nil.
5). TYPE OF BOW : BULBOUS BOW
6). TYPE OF STERN : TRANSOM STERN
7). POSITION OF ENGINE ROOM : AFT
8). SHEER : STANDARD SHEER
22
PRELIMINARY FREEBOARD CALCULATIONSS USING L.B.P AS
FREEBOARD LENGTH AS PER LOAD LINE REGULATIONS
Freeboard may be broadly defined as the height that the sides of a floating vessel
project above the water. The maximum waterline to which a ship can be loaded is governed by the
Plimsoll marks, which are permanently marked on the vessels sides at amidships. The freeboard deck
means the uppermost complete deck having permanent means of closing all opening in weather deck.
Freeboard rules are designed to ensure that the vessel when loaded to her marks has
sufficient reserve buoyancy in the portion of the hull above the waterline to ensure a satisfactory margin
of safety.
Freeboard Calculation Procedure:
1. L.B.P is taken as FREEBOARD LENGTH = 194 m

2. BREADTH = 25 m
3. FREEBOARD DEPTH:
Freeboard Depth is the moulded depth amidships plus the thickness of the
freeboard deck stringer plate + wood sheathing (if any)
DEPTH = Moulded depth + Assumed thickness of plating =15+ 0.02 (assumed) =15.02m (no
wood sheathing)
4. BLOCK COEFFICIENT of FINENESS (CB) = 0.72
5. LENGTH OF SUPER STRUCTURE:
The length of superstructure is calculated approximately. First, a ship is chosen from Table-2 (
DeadWt. constant at around 30000 tonnes) in such a way that the speed & dimensions of the chosen ship
match with the preliminary main dimensions of the ship. The corresponding power is noted from which
the type & power of the main engine is chosen for our ship.
23
From Table-2, the chosen ship is:
DeadWt.= 28645 tonnes, Speed= 17.9 knots, Power= 8238 KW
LBP= 192.31m, B= 22.86m, D= 14m
ENGINE PARTICULARS: SULZER RTA52
Main data:
Cylinder bore =520 mm
Piston stroke =1800 mm
Speed = 94-130 rpm
Mean effective pressure at R1 =17.1 bar
Piston speed =7.8 m/s
Fuel specification, Fuel oil = Heavy fuel oil
No. of cylinders =8
POWER = 8240 KW (11200 bhp) at 94 rpm
Principal engine dimensions (mm) & weight (tonnes):
A = 8365, B = 3030, C = 1150, D = 7480, E = 3281, F = 8745, G=1595, K = 480
Weight = 300 tonnes

a) Length of Engine = (A + k) mm
= (8365 +480) mm = 8.845m
b) Breadth of Engine = (B/2 + E) mm
= (3030/2 +3281) mm = 4.796m
c) Length of the Superstructure = Length of the Engine + (1+1)
m allowance + (1+1) m for alleyway + (4+4) m for accommodation.
= 20.845m ≈ 21m
d) Breadth of the Superstructure = Breadth of the Engine + (1+1) m allowance + (1+1) m
for alleyway + (4+4) m for cabins.
= 16.796m ≈ 17m
24
TABULAR FREE BOARD: (For Type-B ships)
The Tabular Freeboard (FO) from Freeboard Table for LBP =194m is FO = 3167 mm.
CORRECTIONS:
1. Block coefficient of fineness (CB):
C B  0.68
Where CB exceeds 0.68, the tabular freeboard shall be multiplied by the factor
1.36
�0.72  0.68 �
CORRECTED FREEBOARD = 3167 �  3258.84 mm
� 1.36 � �
2. Depth correction:
L  L
Where D exceeds the freeboard shall be increased by  D -  R mm
15  15 
Where R =250, L>120 m
CORRECTED FREEBOARD= 3258.84+ (15.02 – (194/15))  250
= 3781.34 mm
3. LENGTH OF SUPER STRUCTURE:
Superstructure length LS = 21m. (approx)
Full breadth of superstructure= 25m = B
Breadth of superstructure from side to side bulkhead ‘b'=17 m.
Effective length of super structure = LS  (b/B)
= 21  (17/25) = 14.28m.
effectivelength 14.28
% effectivelength of length =   7%of L
L.B.P. 194
Length of forecastle deck = 7%of L from forward perpendicular
25
Total effective length of super structure = (0.07+0.07) = 14 % of L
Correction of %reduction for Type-B ships
Total effective length of Superstructures and Trunks

(I) (II)
∑E/L Ships with Forecastle and without Ships with Forecastle and detached
detached Bridge percent Bridge percent
0.1 5 6.3
0.2 10 10.7
0.3 15 19
0.4 23.5 27.5
0.5 32 36
0.6 46 46
0.7 63 63
0.8 75.3 75.3
0.9 87.7 87.7
1.0 100 100
Percentage at intermediate lengths of Superstructure is to be obtained by Linear Interpolation
Correction for % deduction at 0.14L
 12.7 - 6.3 0.14 - 0.1  8.86

= 6.3   
 0.2 - 0.1
1070 � 8.86 
Deduction for 100% effective super structure =  94.8mm
100
CORRECTED FREE BOARD = (3781.34-94.8) mm = 3686.54 mm ≈ 3.69 m
SHEER CORRECTION:
As the ship is having standard sheer, no sheer correction is to be made.
FINAL FREEBOARD = 3.69m
26
PRELIMINARY DRAFT = FREEBOARD DEPTH-FINAL FREEBOARD
= 15.02-3.69
= 11.33m
PRELIMINARY DRAFT = 11.33 m
�
CB   0.72
L �B �T
Volume of displacement,
 = 0.72 × 194 × 25 × 11.33

= 39564.36m3
 Displacement, ∆=   ρ= 39564.36  1.025 = 40553.47tonnes.
Displacement as per Cd= 37500 tonnes.
Différence = 40553.47 - 37500 = +3053.47tonnes.
27
CHAPTER – 4
ESTIMATION OF PRELIMINARY POWER AND LIGHT SHIP WEIGHT

USING EMPERICAL FORMULAS
ESTIMATION OF POWER:
(1). USING ADMIRALITY COEFFICIENT:
2
D 3V 3
AC 
P
Where D = Displacement in tonnes = 40553.47tonnes
V = Service speed in knots = 18 knots

P = Power in KW
L = Length between perpendiculars = 194 m
� 150 � � 150 �
AC  26 � L  � 26 �194   578.80
� V � � 18 �
�
2
D 3V 3  40553.47  3  18 
2 3
POWER, P    11893.44 KW
AC 578.80
ESTIMATION OF LIGHT SHIP WEIGHT:
a) STEEL WEIGHT:
WS =
Where, L=LBP = 194m
B=Breadth Moulded = 25m
D=Depth Moulded = 15m
T=Draft Moulded = 11.33m
CB=Block coefficient of fineness = 0.72
WS=
= 6716.66tonnes
28
b) WOOD AND OUTFIT WEIGHT:
WO= (0.325+0.0006  L)  (B  L)
= 2140.79tonnes
c) MACHINERY WEIGHT:
WM = PSHP X 0.0646 = (SHAFT POWER IN KW/0.736)*0.0646 = (8240/0.736)* 0.0646
= 723.52tonnes
LIGHT SHIP WEIGHT, D LS  WS  WM  WO
D LS  6716.66  723.52  2140.79  9580.97 tonnes
Deadweight on summer load waterline= Displacement - Light ship weight
= 40553.47 – 9580.97= 30972.50tonnes
Actual Deadweight=30000tonnes
Difference in Deadweight = 30972.50 - 30000 = 972.50tonnes (excess)
29
ACTIVITY - 3
FINALIZATION OF HULL FORM USING B.S.R.A. RESULTS
While designing the merchant vessels, we should know about the main dimensions- length, breadth,
draught, block coefficient and the longitudinal position of centre of buoyancy. The lines have influence on
the following characteristics:
1. Resistance increase in seaway
2. Maneuverability
3. Course- keeping capability
4. Roll damping
5. Sea-keeping ability
6. Size of under deck volume
Length Between Perpendiculars is divided into 10 equal parts with ordinate stations A.P (0),
1/4,1/2,3/4,1,11/2,2,21/2,3,31/2,4,5,6,61/2,7,71/2,8,81/2,9,91/4,91/2,93/4,10(F.P). More stations are taken at the
ends to define the curvature of a ship more accurately. The sectional area up to moulded draft can be
drawn by taking the sectional areas on Y-axis and ordinate stations on X-axis. The ordinates for sectional
area curve are given as the ratio of sectional area to midship section area against the values of block
coefficient from 0.52 to 0.88. Sectional areas are calculated at various stations from ordinates lifted from
fig.54 of B.S.R.A. results at the CB of the ship under design.
BLOCK COEFFICIENT FOR THE SHIP UNDER DESIGN = 0.72
MIDSHIP SECTION AREA COEFFICIENT = 0.98
30
AM
We have, C M  , Where AM = midship section area (m2)
B T
B = breadth moulded = 25m
T = draft moulded = 11.33m
CM= midship section area coefficient = 0.98
 AM  C M  B  T  0.98x25x11.33 = 277.585m2.
31
TABLE – IV
SECTIONAL VOLUME
AREA SIMPSON PRODUCT
ORDINATE MOMENT PODUCT
Y (AM x Y) MULTIPLIER (Area x S.M.) LEVER (d)
STATION (V x d)
(S.M)
(m2) (∑V)
0 0.02 5.55 0.25 1.39 5 6.95
1/4 0.08 21.35 1 21.35 4.75 101.41
1/2 0.18 51.25 0.5 25.62 4.5 115.29
3/4 0.28 78.51 1 78.51 4.25 333.67
1 0.39 107.38 0.75 80.54 4 322.16
1 1/2 0.56 156.59 2 313.18 3.5 1096.13
2 0.72 198.98 1 198.98 3 596.94
2 1/2 0.84 233.17 2 466.34 2.5 1165.85
3 0.92 254.96 1 254.96 2 509.92
3 1/2 0.97 269.26 2 538.52 1.5 807.78
4 0.99 274.53 1.5 411.8 1 411.8
5 1.00 277.585 4 1110.34 0 0
∑M1=5467.9
6 1.00 277.585 1.5 416.38 1 416.38
6 1/2 0.99 274.53 2 549.06 1.5 823.59
7 0.96 267.04 1 267.04 2 534.08
7 1/2 0.92 254.96 2 509.92 2.5 1274.8
8 0.8 222.07 1 222.07 3 666.21
8 1/2 0.63 174.88 2 349.76 3.5 1224.16
9 0.41 114.73 0.75 86.04 4 344.16
9 1/4 0.32 87.37 1 87.37 4.25 371.32
9 1/2 0.22 59.86 0.5 29.93 4.5 134.68
32
SECTIONAL VOLUME
STATION (V x d)
(S.M)
(m2) (∑V)
0 0.02 5.55 0.25 1.39 5 6.95
1/4 0.08 21.35 1 21.35 4.75 101.41
1/2 0.18 51.25 0.5 25.62 4.5 115.29
3/4 0.28 78.51 1 78.51 4.25 333.67
1 0.39 107.38 0.75 80.54 4 322.16
1 1/2 0.56 156.59 2 313.18 3.5 1096.13
2 0.72 198.98 1 198.98 3 596.94
2 1/2 0.84 233.17 2 466.34 2.5 1165.85
3 0.92 254.96 1 254.96 2 509.92
3 1/2 0.97 269.26 2 538.52 1.5 807.78
4 0.99 274.53 1.5 411.8 1 411.8
5 1.00 277.585 4 1110.34 0 0
∑M1=5467.9
6 1.00 277.585 1.5 416.38 1 416.38
6 1/2 0.99 274.53 2 549.06 1.5 823.59
7 0.96 267.04 1 267.04 2 534.08
7 1/2 0.92 254.96 2 509.92 2.5 1274.8
8 0.8 222.07 1 222.07 3 666.21
8 1/2 0.63 174.88 2 349.76 3.5 1224.16
9 0.41 114.73 0.75 86.04 4 344.16
9 1/4 0.32 87.37 1 87.37 4.25 371.32
9 3/4 0.13 36.30 1 36.3 4.75 172.42
10 0.06 17.08 0.25 4.27 5 21.35
∑V =
6059.67 ∑M2= 5983.15
33
SECTIONAL VOLUME
STATION (V x d)
(S.M)
(m2) (∑V)
0 0.02 5.55 0.25 1.39 5 6.95
1/4 0.08 21.35 1 21.35 4.75 101.41
1/2 0.18 51.25 0.5 25.62 4.5 115.29
3/4 0.28 78.51 1 78.51 4.25 333.67
1 0.39 107.38 0.75 80.54 4 322.16
1 1/2 0.56 156.59 2 313.18 3.5 1096.13
2 0.72 198.98 1 198.98 3 596.94
2 1/2 0.84 233.17 2 466.34 2.5 1165.85
3 0.92 254.96 1 254.96 2 509.92
3 1/2 0.97 269.26 2 538.52 1.5 807.78
4 0.99 274.53 1.5 411.8 1 411.8
5 1.00 277.585 4 1110.34 0 0
∑M1=5467.9
6 1.00 277.585 1.5 416.38 1 416.38
6 1/2 0.99 274.53 2 549.06 1.5 823.59
7 0.96 267.04 1 267.04 2 534.08
7 1/2 0.92 254.96 2 509.92 2.5 1274.8
8 0.8 222.07 1 222.07 3 666.21
8 1/2 0.63 174.88 2 349.76 3.5 1224.16
9 0.41 114.73 0.75 86.04 4 344.16
9 1/4 0.32 87.37 1 87.37 4.25 371.32
h= spacing of ordinate stations= LBP/10 = 194/10= 19.4
1 1
Volume of Displacement (  ) =  h   V = �19.4 � 6059.67 = 39185.87 m3.
3 3
34
 Displacement (∆) =   1.025= 39185.87  1.025 = 40165.52tonnes
CHECK:
Displacement from preliminary free board calculations = 40553.47tonnes.
Difference = 40553.47 – 40165.52 = 387.95tonnes (less)
This is due to parallax error in lifting from the Charts.
Longitudinal Center of Buoyancy Position (LCB):
��M 1 : �M 2
� �5983.15 - 5467.9 �
L.C.B position from midship = h �� = 19.4 � �
� �V � � 6059.67 �
� �
= 1.65m forward of midship.
Standard L.C.B position from BSRA results at C B = 0.72 is 0.88% of LBP forward of midship.
0.88
i.e., L.C.B =  194 = 1.71m forward of midship
100
1.71 - 1.65
 The change in L.C.B is = �100 = 3.51%
1.71
Since the deviation is within the permissible limits NO shift of station is employed.
DRAWING OF LINES PLAN FROM B.S.R.A CHARTS
Length between perpendiculars is divided into 10 equal divisions to draw a section at

each of these divisions. The sections are numbered from A.P. (0) to F.P. (10). Quarter and half
stations are also taken at the ends to define the hull form more accurately. Following the
B.S.R.A. results as a guidelines, using the offset table obtained at C B = 0.80, a preliminary Half
breadth Plan is prepared. According to B.S.R.A. results, the water line heights above base line
are projected as %of moulded draft, which is obtained from the preliminary freeboard
calculations. By fairing the lines in the half breadth Plan, a preliminary Body Plan is prepared
based on B.S.R.A. water lines. A half transverse section only is drawn since the vessel is
35
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. 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.
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 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.
TABLE-V:
Waterline Heights above the Baseline and Outreaches to define the Shape of the Stem and
Stern profiles
Spacing of waterlines as percentage of draft:
HEIGHT ABOVE BASELINE as ACTUAL HEIGHT ABOVE

WATERLINE
%of DRAFT BASELINE(m)
A 7.69 0.87
B 15.38 1.74
C 23.08 2.62
D 38.46 4.36
E 53.85 6.10
F 69.23 7.84
G 84.62 9.59
H (LWL) 100 11.33
36
J 115.38 13.07
K 130.77 14.82
Stem Profile Offsets: (expressed as %of LBP relative to ordinate station 10)
WATERLINE % LBP DISTANCE FROM F.P(m)
A 1.06 2.06
B 1.265 2.45
C 1.265 2.45
D 0.95 1.84
E 0.484 0.94
F 0.168 0.33
G 0 0
H (LWL) 0 0
J 0.105 0.2
K 0.384 0.745
Stern Profile Offsets: (expressed as %of LBP relative to ordinate station 0)
WATERLINE % LBP DISTANCE FROM A.P (m)

A 1.87 3.63
B 2.20 4.27
C 2.27 4.40
D 2.27 4.40
E 2.27 4.40
F 2.00 3.88
G 0 0
H (LWL) -2.29 -4.44
J -3.00 -5.82
K -3.41 -6.62
37
TABLE-VI:
OFFSET TABLE
From B.S.R.A. results i.e., half breadths on Standard waterlines at Ordinate stations spaced
LBP/10 = 19.4m apart at CB =0.72
Ordinate
Stn/WL→ A B C D E F G H J K
↓
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 3.13 5.19 6.45
1/4 0.26 0.35 0.40 0.50 0.52 0.90 2.24 4.63 6.50 7.70
1/2 0.83 1.03 1.25 1.51 1.78 2.48 4.03 6.00 7.61 8.75
3/4 1.52 1.98 2.30 2.77 3.35 4.20 5.65 7.25 8.60 9.55
1 2.13 2.93 3.36 4.05 4.77 5.75 7.00 8.25 9.43 10.23
1 1/2 3.58 4.92 5.56 6.50 7.35 8.30 9.20 10.10 10.72 11.25
2 5.75 6.95 7.71 8.72 9.45 10.15 10.80 11.25 11.59 11.80
2 1/2 7.65 8.86 9.59 10.50 11.00 11.40 11.71 11.91 12.11 12.24
3 9.20 10.31 10.96 11.70 11.97 12.14 12.30 12.36 12.47 12.50
3 1/2 10.45 11.25 11.80 12.29 12.42 12.50 12.50 12.50 12.50 12.50
38
4 11.20 11.88 12.23 12.50 12.50 12.50 12.50 12.50 12.50 12.50
5 11.86 12.37 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.50
6 11.70 12.27 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.50
6 1/2 11.10 11.91 12.22 12.50 12.50 12.50 12.50 12.50 12.50 12.50
7 10.00 11.13 11.80 12.37 12.50 12.50 12.50 12.50 12.50 12.50
7 1/2 8.33 9.80 10.71 11.73 12.20 12.40 12.50 12.50 12.50 12.50
8 6.33 7.90 8.95 10.16 10.86 11.40 11.58 11.81 12.00 12.17
8 1/2 4.40 5.90 6.83 7.86 8.50 9.10 9.50 9.90 10.30 10.84
9 2.83 4.00 4.60 5.33 5.55 5.90 6.34 6.88 7.58 8.50
9 1/4 2.25 3.16 3.66 4.17 4.17 4.38 4.64 5.15 5.90 6.90
9 1/2 1.68 2.39 2.75 3.01 2.75 2.65 2.90 3.34 4.11 5.10
9 3/4 1.25 2.24 2.05 2.10 1.74 1.45 1.36 1.60 2.24 3.10
10 0.93 1.25 1.53 1.25 0.77 0.36 0.11 0.11 0.36 0.93
39
40
TABLE-VII:
OFFSET TABLE
From Lines Plan i.e., half breadths on 1 m waterlines at Ordinate stations spaced
LBP/10 = 19.4m apart at CB =0.72
41
STN→ 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
/WL↓
1 0.00 0.00 0.85 1.60 2.30 4.00 6.00 7.90 9.40 10.60 11.35 11.90 11.80 11.25 10.30 8.70 6.60 4.60 3.00 2.60 2.00 1
2 0.00 0.32 1.15 2.10 3.10 5.10 7.20 9.05 10.50 11.45 12.00 12.45 12.37 12.02 11.40 10.20 8.25 6.27 4.20 3.45 2.70 1
3 0.00 0.45 1.35 2.40 3.55 5.75 7.95 9.80 11.10 11.90 12.35 12.50 12.50 12.37 12.00 11.05 9.35 7.15 4.90 3.90 3.00 2
4 0.00 0.49 1.48 2.65 3.95 6.30 8.55 10.35 11.50 12.20 12.50 12.50 12.50 12.50 12.30 11.60 10.05 7.70 5.25 4.15 3.05 2
5 0.00 0.50 1.57 2.95 4.30 6.80 9.03 10.70 11.80 12.32 12.50 12.50 12.50 12.50 12.45 11.97 10.55 8.15 5.50 4.20 2.98 2
6 0.00 0.51 1.75 3.30 4.75 7.30 9.48 11.00 11.95 12.40 12.50 12.50 12.50 12.50 12.50 12.20 10.95 8.50 5.60 4.20 2.80 1
7 0.00 0.70 2.10 3.80 5.30 7.85 9.85 11.22 12.07 12.48 12.50 12.50 12.50 12.50 12.50 12.30 11.24 8.80 5.73 4.25 2.70 1
8 0.00 1.05 2.63 4.40 5.88 8.40 10.20 11.42 12.15 12.50 12.50 12.50 12.50 12.50 12.50 12.40 11.43 9.10 5.92 4.35 2.68 1
9 0.00 1.75 3.42 5.15 6.60 8.90 10.55 11.60 12.28 12.50 12.50 12.50 12.50 12.50 12.50 12.45 11.55 9.32 6.17 4.50 2.77 1
10 0.95 2.75 4.46 6.05 7.30 9.40 10.88 11.75 12.35 12.50 12.50 12.50 12.50 12.50 12.50 12.50 11.67 9.52 6.40 4.70 2.95 1
11 2.70 4.10 5.60 6.98 8.00 9.90 11.15 11.90 12.40 12.50 12.50 12.50 12.50 12.50 12.50 12.50 11.78 9.75 6.77 5.04 3.21 1
12 4.00 5.50 6.60 7.80 8.70 10.35 11.40 12.00 12.45 12.50 12.50 12.50 12.50 12.50 12.50 12.50 11.88 9.97 7.15 5.40 3.60 1
13 5.05 6.50 7.55 8.55 9.35 10.75 11.60 12.15 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.50 11.98 10.25 7.55 5.90 4.05 2
14 5.90 7.22 8.30 9.20 9.88 11.08 11.70 12.22 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.10 10.55 8.00 6.40 4.57 2
15 6.57 7.80 8.80 9.60 10.26 11.28 11.80 12.25 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.50 12.20 10.95 8.60 6.95 5.20 3
42
ACTIVITY - 4
SECTIONAL AREAS AND VERTICAL MOMENTS W.R.T. BASELINE AT

ORDINATE STATIONS :( BONJEAN CURVES)
One of the fundamental hull form characteristics required to prepare the hydrostatic
curves are the immersed sectional areas at ordinate stations. The cross-sectional area of each
ordinate station shown in the body plan up to the waterline in question is determined which is
input into the calculation of the volume of displacement; this set of curves is known as the
Bonjean curves. A typical plot of the Bonjean curves is shown in Figure. When plotted against
ship length, the immersed areas at the ordinate stations form a sectional area curve, whose shape
represents the "fullness" or "fineness" of the ship form, an important consideration in ship
resistance and powering.
The bonjean curves are used:
Ø 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.
Ø 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.
Ø In strength calculations to find out the buoyancy when the ship is floating in waves
Ø 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
43
SECTIONAL AREAS (m2) w.r.t BASELINE UPTO WATERLINES SPACED 1m APART AT ORDINATE STATIONS SPACED LBP/10 = 19.4m APA
STN→
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 93/4
WL↓
1 0.00 0.00 1.08 2.13 2.97 5.50 9.50 13.20 16.33 19.03 20.88 22.37 22.17 20.45 18.40 14.27 10.53 6.27 4.10 3.47 2.51 1.74
2 0.00 0.31 3.08 5.90 8.48 14.73 22.83 30.32 36.36 41.18 44.33 46.82 46.43 43.81 40.17 33.24 25.48 17.23 11.43 9.62 7.28 5.24
3 0.00 1.10 5.58 10.40 15.15 25.65 38.01 49.27 58.03 64.56 68.71 71.80 71.39 68.27 63.64 54.55 43.21 30.70 20.60 17.03 13.05 9.42
4 0.00 2.05 8.42 15.46 22.65 37.73 54.51 69.45 80.63 88.73 93.59 96.80 96.39 93.16 87.94 77.30 62.65 45.62 30.78 25.15 19.11 13.7
5 0.00 3.05 11.44 21.06 30.89 50.83 72.10 90.53 104.00 113.29 118.59 121.80 121.39 118.16 112.66 100.89 83.32 61.50 41.56 33.53 25.15 17.9
6 0.00 4.05 14.75 27.30 39.93 64.93 90.60 112.23 127.72 138.02 143.59 146.80 146.39 143.16 137.62 125.08 104.82 78.12 52.66 41.90 30.94 21.7
7 0.00 5.25 18.57 34.33 49.95 80.11 109.95 134.44 151.73 162.91 168.59 171.80 171.39 168.16 162.62 149.58 127.02 95.45 63.97 50.34 36.43 25.1
8 0.00 6.90 23.28 42.53 61.08 96.39 130.03 157.08 175.94 187.90 193.59 196.80 196.39 193.16 187.62 174.28 149.71 113.38 75.61 58.94 41.80 28.1
9 0.00 9.63 29.30 52.05 73.51 113.73 150.81 180.09 200.35 212.90 218.59 221.80 221.39 218.16 212.62 199.12 172.70 131.68 87.71 67.82 47.22 31.0
10 0.32 14.06 37.13 63.25 87.41 132.06 172.22 203.47 224.96 237.90 243.59 246.80 246.39 243.16 237.62 224.10 195.91 150.49 100.30 77.02 52.93 33.7
11 4.07 20.88 47.15 76.26 102.71 151.36 194.23 227.14 249.74 262.90 268.59 271.80 271.39 268.16 262.62 249.10 219.35 169.78 113.49 86.75 59.08 36.6
12 10.84 30.55 59.35 91.05 119.41 171.58 216.77 251.04 274.58 287.90 293.59 296.80 296.39 293.16 287.62 274.10 243.00 189.49 127.42 97.16 65.88 40.0
13 19.92 42.55 73.53 107.43 137.43 192.68 239.77 275.22 299.52 312.90 318.59 321.80 321.39 318.16 312.62 299.10 266.85 209.70 142.12 108.46 73.50 43.9
14 30.90 56.32 89.44 125.21 156.67 214.49 263.07 299.61 324.52 337.90 343.59 346.80 346.39 343.16 337.62 324.10 290.89 230.50 157.68 120.69 82.11 48.6
15 43.39 71.33 106.61 144.01 176.85 236.88 286.57 324.09 349.52 362.90 368.59 371.80 371.39 368.16 362.62 349.10 315.19 252.00 174.28 134.01 91.83 54.5
VERTICAL MOMENTS(m3) MEASURED w.r.t BASELINE UPTO WATER LINES SPACED 1m APART AT ORDINATE STATIONS SPACED LBP/10 =19.4m A
44
STN
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
/WL
0 0 0.68 1.33 1.87 3.3 5.3 7.17 8.73 10.03 10.88 11.53 11.43 10.68 9.67 7.83 5.87 3.73 2.47 2.13 1.59
1
2 0 0.51 3.73 7.06 10.26 17.33 25.5 33.04 38.96 43.4 46.16 48.3 47.91 45.84 42.5 36.53 28.57 20.44 13.67 11.5 8.86
3 0 2.51 10.01 18.36 27.01 44.75 63.58 80.54 93.23 101.93 107.18 110.77 110.32 107.06 101.27 89.95 73.09 54.27 36.7 30.1 23.33
4 0 5.85 19.96 36.1 53.33 87.13 121.43 151.27 172.4 186.56 194.3 198.27 197.82 194.2 186.37 169.67 141.25 106.59 72.4 58.57 44.54
5 0 10.34 33.55 61.35 90.48 146.16 200.68 246.2 277.6 297.1 306.8 310.77 310.32 306.7 297.62 275.89 234.33 178.14 120.97 96.3 71.69
6 0 15.86 51.77 95.75 140.29 223.79 302.52 365.6 408.07 433.15 444.3 448.27 447.82 444.2 434.89 408.97 352.65 269.59 182.04 142.35 103.52
7 0 23.71 76.64 141.55 205.49 322.57 428.36 509.98 564.13 594.97 606.8 610.77 610.32 606.7 597.39 568.24 496.98 382.26 255.58 197.24 139.17
8 0 36.14 112.05 203.15 289.04 444.79 579.04 679.81 745.69 782.42 794.3 798.27 797.82 794.2 784.89 753.51 667.19 516.76 342.94 261.76 179.42
9 0 59.49 163.32 284.17 394.79 592.26 755.76 875.4 953.2 994.92 1006.8 1010.77 1010.32 1006.7 997.39 964.69 862.65 672.35 445.8 337.29 225.48
10 3.17 101.77 237.85 390.72 526.96 766.45 959.21 1097.57 1187.01 1232.42 1244.3 1248.27 1247.82 1244.2 1234.89 1202.04 1083.13 851.11 565.44 424.72 279.72
11 42.84 173.57 343.25 527.48 687.73 969.18 1190.36 1346.13 1447.24 1494.92 1506.8 1510.77 1510.32 1506.7 1497.39 1464.54 1329.3 1053.69 704 526.91 344.3
12 120.87 284.97 483.72 697.74 879.9 1201.75 1449.65 1621 1732.95 1782.42 1794.3 1798.27 1797.82 1794.2 1784.89 1752.04 1601.25 1280.35 864.3 646.72 422.6
13 234.59 435.14 661.17 902.66 1105.22 1465.57 1737.18 1923.32 2044.75 2094.92 2106.8 2110.77 2110.32 2106.7 2097.39 2064.54 1899.35 1532.98 1048.12 788.05 517.88
14 383.01 621.2 876.08 1142.84 1365 1760.06 2051.75 2252.6 2382.25 2432.42 2444.3 2448.27 2447.82 2444.2 2434.89 2402.04 2223.91 1813.83 1258.21 953.28 634.16
15 564.23 838.89 1125.08 1415.51 1657.67 2084.7 2392.52 2607.52 2744.75 2794.92 2806.8 2810.77 2810.32 2806.7 2797.39 2764.54 2576.28 2125.65 1499.01 1146.46 775.25
45
ACTIVITY - 5
HYDROSTATIC CHARACTERISTICS OF SHIP
1. Introduction.
Hydrostatic Curves:
Throughout the life a ship changes its weight and disposition of cargo, its draft ,trim and
freeboard. The density of water in which ship floats varies. 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 are plotted against
drafts. Drafts are spaced equally generally one meter apart. These curves are shown on displacement
sheet. The following properties are plotted against draft to form hydrostatic curves.
Moulded volume of displacement:
It gives the volume of displacement of moulded lines of ship (i. e) without shell plating and
appendages,  x  gives the r in tonnes.
Where  density of water t/m3
Volume of displacement can be calculated by simpsonising the sectional area at ordinate stations of the
ship. Longitudinal center of buoyancy (LCB) is calculated by taking moments of product of volume with
reference to the mid ship.
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.
46
Extreme volume of displacement:
This gives the volume of displacement including contribution of shell plate thickness and
displacement due to appendages. The volume due to thickness of shell plating, volume due to appendages
such as bilge keel, rudder, propeller etc can be calculated separately and added to moulded volume of
displacement.
Water plane areas and center of floatation:
The water plane area at any draft is calculated by simpsonising the half breadths / breadths at
ordinate stations, Center of gravity of water plane is calculated by multiplying the product for
area by levers from midship section. Since there is no list the center of gravity of water plane
will be on the center line of the ship. The center of floatation of the water plane area depends on
the geometry of ship but not effected by density of water.
Transverse Metacentre above Keel (KB):
V.C.B. is calculated for each of water line. The distance between the center of buoyancy and
metacentre (Metacentre is a point of intersection of vertical through new center of buoyancy in the
inclined position to vertical through Centre of Buoyancy in the upright condition of ship). The value of
metacentre is given by BM = I/ where I is M.O.I of water plane about centre line plane, and  is the
volume of displacement. Transverse metacentre above Keel is KM = KB + BM. Similarly longitudinal
metacentre is calculated.
KMT: KMT = (KB + BMT)
KML: KML = (KB + BML)
Tonnes per Centimeter Immersion (TPC):
It is the weight, which must be added or removed from a ship in order to change the mean draft
by 1 cm.
47
TPC for sea water = Area of water plane in m2 x 0.01m x 1.025 (density of sea water)
TPC for fresh water = Area of water plane in sq.m x 0.01 m x 1.000 (density fresh water)
Moment to change trim / 1 cm (MCT):
MCT 1 cm = r.GML / 100L
Where L = length of ship in meters
r = displacement in tonnes
Since GML ≈ BML, BML is obtained as per IL/ 
MCT 1 cm =r. GML / 100L = r(IL/  ) / 100L
I L x1.025
=  (r =  ×1.025)
100xL
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, MLD breadth at designated WL, moulded draft of ship up to
designated water length. These are different from main dimensions of ship and vary with drafts.
CW (Water Plane Area Coefficient):
It shows the ratio of area of water plane to the circumscribing rectangular cross section having the
length of designated water line and maximum breadth at designated water line.
CM (Midship Area Coefficient):
It is ratio of the area of the midship section to the draft and breadth at the designated water line.
48
CPL (Longitudinal Prismatic Coefficient):
It shows the ratio of moulded volume of ship up to the designated water line to volume of prisms
having length equal to the waterline length between perpendiculars and cross section area equal to the
midship section area.
CPV (Vertical Prismatic Coefficient):
It shows the ration of moulded volume of ship up to 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.
49
HYDROSTATIC CALCULATIONS AT ZERO TRIM
HYDROSTATIC PROPERTIES UNITS 1WL 2WL 3W
Moulded Volume of Displacement, Ñmld =h/3*v metres3 2463.78 5505.93 8808
Displacement in fresh water, fw=Ñmld*1.000 tonnes 2463.78 5505.93 8808
Displacement in sea water, sw=Ñmld*1.025 tonnes 2525.38 5643.58 9028
Water Plane Area, Aw=(2h/3)*A metres2 2845.82 3201.19 3382
Longitudinal Centre of floatation from station 5, LCF=h(M2-M1)/A metres 2.79 3.41 3.5
Longitudinal Centre of buoyancy from station 5, LCB=h(M4-M3)/V metres 2.36 2.76 3.0
Vertical Centre of buoyancy above base, KB=(VM)/V metres 0.53 1.07 1.6
Transverse moment of inertia, IT=2h/9*IT metres4 93721 119463 1338
Transverse metacentre above centre of buoyancy, BMT=IT/Ñmld metres 38.04 21.70 15.
Transverse metacentre above base, KMT=KB+BMT metres 38.57 22.77 16.
Longitudinal moment of inertia about station 5, IL=(2h3/3)*IL metres4 4632409 5725414 6322
Longitudinal moment of inertia about LCF, ILCF=IL-(Aw*LCF2) metres4 4610193 5688261 6279
Longitudinal metacentre above centre of buoyancy, BML=ILcf/Ñmld metres 1871.18 1033.12 712
Longitudinal metacentre above base, KML=KB+BML metres 1871.72 1034.19 714
Tonnes per centimeter immersion, TPC=(Aw *1.025)/100 29.17 32.81 34.
Moment to change trim for 1 centimeter immersion, MCT=( ILCF*1.025)/(100L) tonne-m 243.58 300.54 331
Block coefficient of fineness, Cb=Ñmld/(L*B*T) 0.53 0.57 0.6
Water plane area coefficient, Cw=Aw/(L*B) 0.62 0.66 0.7
Immersed midship section area coefficient, Cm=Am/(B*T) 0.94 0.94 0.9
Prismatic coefficient, Cp=Ñmld/(Am*L) 0.57 0.61 0.6
Negative sign indicates aft of midship
50
Positive sign indicates forward of midship
HYDROSTSATIC CALCULATIONS AT ZERO TRIM

4WL 5WL 6WL 7WL 8WL 9WL
12251.84 15784.66 19379.42 23032.04 26743.40 30515.99
12251.84 15784.66 19379.42 23032.04 26743.40 30515.99
12558.14 16179.28 19863.91 23607.84 27411.99 31278.89
3493.84 3566.37 3624.28 3681.05 3741.52 3808.12
3.33 3.01 2.50 1.82 1.12 0.24
3.16 3.16 3.09 2.94 2.74 2.48
2.14 2.67 3.20 3.72 4.24 4.77
143368 149600 154587 158793 162826 166724
11.70 9.48 7.98 6.89 6.09 5.46
13.84 12.15 11.18 10.61 10.33 10.23
6696434 6950464 7161085 7406314 7702723 8068388
6657590 6918226 7138479 7394174 7698036 8068162
543.39 438.29 368.35 321.04 287.85 264.39
545.54 440.96 371.55 324.76 292.09 269.16
35.81 36.56 37.15 37.73 38.35 39.03
351.75 365.52 377.16 390.67 406.73 426.28
0.63 0.65 0.67 0.68 0.69 0.70
0.72 0.74 0.75 0.76 0.77 0.79
0.97 0.97 0.98 0.98 0.98 0.99
0.65 0.67 0.68 0.69 0.70 0.71
Negative sign of midship Positive sign forward of midship
51
indicates aft indicates
10WL 11WL 12WL 13WL 14WL 15WL

34361.01 38290.46 42306.89 46408.10 50586.94 54836.02
34361.01 38290.46 42306.89 46408.10 50586.94 54836.02
35220.03 39247.72 43364.56 47568.30 51851.61 56206.92
3884.82 3973.86 4059.81 4142.58 4215.49 4281.77
-0.78 -1.82 -2.63 -3.13 -3.30 -3.10
2.18 1.84 1.47 1.12 0.79 0.52
5.30 5.83 6.37 6.91 7.46 8.00
170851 175473 180388 185956 191055 195839
4.97 4.58 4.26 4.01 3.78 3.57
10.27 10.41 10.63 10.92 11.23 11.57
8530861 9104093 9667720 10197362 10675089 11112116
8528489 9090994 9639619 10156747 10629295 11070917
248.20 237.42 227.85 218.86 210.12 201.89
253.50 243.26 234.22 225.77 217.58 209.89
39.82 40.73 41.61 42.46 43.21 43.89
450.60 480.32 509.31 536.63 561.60 584.93
0.71 0.72 0.73 0.74 0.75 0.75
0.80 0.82 0.84 0.85 0.87 0.88
0.99 0.99 0.99 0.99 0.99 0.99
0.72 0.73 0.73 0.74 0.75 0.76
52
Negative sign indicates aft of midship Positive sign indicates forward of midship
53
ACTIVITY - 6
FINAL FREEBOARD CALCULATION USING L.B.P AS FREEBOARD LENGTH AS
PER LOAD LINE REGULATION
Freeboard may be broadly defined as the height that the sides of a floating vessel project above
the water. The maximum waterline to which a ship can load is governed by the plimsoll marks, which are
permanently marked on the vessels sides at amidships. The freeboard deck means the uppermost complete
deck having permanent means of closing all opening in weather deck.
Freeboard rules are designed to ensure that the vessel when loaded to her marks has sufficient
reserve buoyancy in the portion of the hull and the erection above the waterline to ensure a satisfactory
margin of safety.
Freeboard Calculation Procedure:
Sectional areas lifted at 85% of the least moulded depth from bonjean curves
85% of moulded depth =15.0  0.85=12.75 m
54
Sectional areas lifted at 85% of the least moulded depth from bonjean curves
Ordinate Sectional Areas Simpson Product for Product for

Lever
Station in m2 Multipliers Volume Moment
0 17.00 0.25 4.25 5 21.25
1/4 40.00 1 40.00 4.75 190.00
1/2 72.50 0.5 36.25 4.5 163.13
3/4 107.00 1 107.00 4.25 454.75
1 134.00 0.75 100.50 4 402.00
1 1/2 187.50 2 375.00 3.5 1312.50
2 235.00 1 235.00 3 705.00
2 1/2 270.00 2 540.00 2.5 1350.00
3 292.50 1 292.50 2 585.00
3 1/2 306.50 2 613.00 1.5 919.50
4 312.50 1.5 468.75 1 468.75
5 317.50 4 1270.00 0 0.00
∑M1= 6571.88
6 317.50 1.5 476.25 1 476.25
6 1/2 313.00 2 626.00 1.5 939.00
7 306.50 1 306.50 2 613.00
7 1/2 292.50 2 585.00 2.5 1462.50
8 263.00 1 263.00 3 789.00
8 1/2 205.00 2 410.00 3.5 1435.00
9 137.50 0.75 103.13 4 412.50
9 1/4 107.00 1 107.00 4.25 454.75
9 1/2 71.50 0.5 35.75 4.5 160.88
9 3/4 42.50 1 42.50 4.75 201.88
10 17.50 0.25 4.38 5 21.88
∑V=7041.75 ∑M 2 =6966.63
55
h 19.4
Volume of displacement ( ) =  V = � 7041.75 = 45536.65 m3
3 3
Volume of displacement ( ) from hydrostatic curves = 45382.80 m3
LCB = = = 1.09m forward of midship
LCB from hydrostatics curves = 1.18m forward of midship
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 (12.75 m) = 0.96(4.65+194+0.16) = 190.86 m
(Or)
Length from fore end of stem to centerline of rudderstock on the same waterline
= 194+0.16 = 194.16m
From the above two, whichever is greater, is taken as freeboard length L= 194.16 m
2. FREEBOARD BREADTH: 25 m
3. FREEBOARD DEPTH:
Depth for freeboard is the moulded depth amidships plus the thickness of the
Freeboard deck stringer plate +wood sheathing
 DEPTH= Moulded depth + Assumed thickness of plating =15.0+. 02 =15.02m (There is no wood
sheathing on the deck)
4. BLOCK COEFFICIENT OF FINENESS (CB )
CB is calculated at 85% of moulded depth
 45536.65
CB= = = 0.7358 = 0.74
L  B  T 194.16 � 25 �12.75
56
TABULAR FREE BOARD:
The Tabular Freeboard (FO) from Freeboard Table for 194m length is FO = 3167 mm.
The Tabular Freeboard (FO) from Freeboard Table for 195m length is FO = 3185 mm.
3185 - 3167 �
�
Tabular freeboard for 194.16m = 3167  � � 194.16 - 194  = 3169.88 mm
�195 - 194 ��
CORRECTIONS:
1. BLOCK COEFFICIENT (CB):
C B  0.68
Where CB exceeds 0.68, the tabular freeboard shall be multiplied by the factor
1.36
0.74  0.68 �
�
Corrected Freeboard = 3169.88 ��  3309.35 mm
� 1.36 � �
2. DEPTH CORRECTION:
L  L
Where D exceeds the freeboard shall be increased by  D -  R mm
15  15 
Where R =250 at L>120 m
Corrected Freeboard = 3309.35+ (15.02 – (194.16/15)) × 250
= 3829.35 mm
1. CORRECTION FOR SUPER STRUCTURE:

Where the effective length of superstructure is 1.0L, the deduction from the freeboard shall be 350
mm at 24 m length of ship, 860 mm for ships whose length is 85 m and 1070 mm at 122m and
above. Deduction
L= Length of the super structure = 21m
B= breadth of the ship at middle of the super structure =25 m
b=breadth of the superstructure in between the bulkheads= 17 m
Effective length of super structure = L S  (b/B)
57
= 21  (17/25) = 14.28m.
effectivelength 14.28
% effectivelength of length =   0.07%
L.B.P. 194
Length of forecastle deck = 0.07%L from forward perpendicular
Total effective length of super structure = (0.07+0.07) = 0.14 % of L
Correction of %reduction for Type-B ships
Total effective length of Superstructures and Trunks

(I) (II)
∑E/L Ships with Forecastle and without Ships with Forecastle and detached
detached Bridge percent Bridge percent
0.1 5 6.3
0.2 10 10.7
0.3 15 19
0.4 23.5 27.5
0.5 32 36
0.6 46 46
0.7 63 63
0.8 75.3 75.3
0.9 87.7 87.7
1.0 100 100
 12.7 - 6.3 0.14 - 0.1  8.86%

Correction for % deduction at 0.14L= 6.3   
 0.2 - 0.1
1070 � 8.86 
Deduction for 100% effective super structure =  94.8mm
100
Corrected Freeboard = 3829.35 – 94.8 = 3734.55 mm
4. SHEER CORRECTION:
Since the ship is having sheer, no sheer correction is necessary.
FINAL FREEBOARD = 3734.55 mm = 3.73 m
58
 Moulded draft = freeboard depth – freeboard
= 15.02-3.73 = 11.29m
Ø MOULDED DRAFT = 11.29 m
Length measured on summer load waterline (11.29m) from centerline of rudderstock to fore end of ship
from lines plan = 194 m
59
SECTIONAL AREAS LIFTED AT MOULDED DRAFT (=11.29 m)
Ordinate Sectional Areas Simpsons Product for Product for

Lever
Station in m2 Multipliers Volume Moment
0 6.03 0.25 1.51 5 7.54
1/4 26.68 1 26.68 4.75 126.73
1/2 50.69 0.5 25.35 4.5 114.05
3/4 80.55 1 80.55 4.25 342.34
1 107.55 0.75 80.66 4 322.65
1 1/2 157.22 2 314.44 3.5 1100.54
2 200.77 1 200.77 3 602.31
2 1/2 234.07 2 468.14 2.5 1170.35
3 256.94 1 256.94 2 513.88
3 1/2 270.15 2 540.30 1.5 810.45
4 275.84 1.5 413.76 1 413.76
5 279.05 4 1116.20 0 0.00
∑M1 =5524.60
6 278.64 1.5 417.96 1 417.96
6 1/2 275.41 2 550.82 1.5 826.23
7 269.87 1 269.87 2 539.74
7 1/2 256.35 2 512.70 2.5 1281.75
8 226.21 1 226.21 3 678.63
8 1/2 175.50 2 351.00 3.5 1228.50
9 117.53 0.75 88.15 4 352.59
9 1/4 89.77 1 89.77 4.25 381.52
9 1/2 61.05 0.5 30.53 4.5 137.36
9 3/4 37.65 1 37.65 4.75 178.84
10 17.48 0.25 4.37 5 21.85
∑V=6104.32 ∑M2 =6044.97
60
h 19.4
Volume of displacement ( ) =  V = � 6104.32 = 39474.60 m3
3 3
Volume of displacement from hydrostatics ( ) = 39455.22 m3 (by interpolation)
Displacement (Δ) = 39474.60  1.025 = 40461.47 tonnes
Displacement (Δ) from hydrostatics = 39455.22 1.025 = 40441.60 tonnes
(� M 1 - � M 2 ) 194 (6045 - 5524.58)

Position of LCB= h[ ]  1.65m forward of midship
�V 10 6104.32
Position of LCB from hydrostatics = 1.73 m forward of midship
� 39474.60
 CB    0.72
L �B �T 194 �25 �11.29
Am 279.05
 CM    0.99
B �T 25 �11.29
CB .72
CPL    0.73
 CM .99
61
CALCULATION OF WATERPLANE AREA AT LOAD WATER LINE(11.29m)
ORDINATE HALF SIMPSONS PRODUCT FOR PRODUCT FOR

LEVER
STATION BREADTH (m) MULTIPLIERS AREA VOLUME
0 3.10 0.25 0.78 5 3.88
1/4 4.58 1 4.58 4.75 21.76
1/2 5.90 0.5 2.95 4.5 13.28
3/4 7.25 1 7.25 4.25 30.81
1 8.22 0.75 6.17 4 24.66
1 1/2 10.02 2 20.04 3.5 70.14
2 11.22 1 11.22 3 33.66
2 1/2 11.93 2 23.86 2.5 59.65
3 12.40 1 12.40 2 24.80
3 1/2 12.50 2 25.00 1.5 37.50
4 12.50 1.5 18.75 1 18.75
5 12.50 4 50.00 0 0.00
∑V1 =338.88
6 12.50 1.5 18.75 1 18.75
6 1/2 12.50 2 25.00 1.5 37.50
7 12.50 1 12.50 2 25.00
7 1/2 12.50 2 25.00 2.5 62.50
8 11.80 1 11.80 3 35.40
8 1/2 9.80 2 19.60 3.5 68.60
9 6.89 0.75 5.17 4 20.67
9 1/4 5.13 1 5.13 4.25 21.80
9 1/2 3.30 0.5 1.65 4.5 7.43
9 3/4 1.47 1 1.47 4.75 6.98
10 0.09 0.25 0.02 5 0.11
∑A=309.08 2
∑V =304.74
62
2 �h ��A 2 �19.4 �309.08
Area of water plane = AW    3997.44m 2
3 3
2
Area of water plane from hydrostatics curves = 3998.78 m (by interpolation)
AW 3997.44
 CW    0.82
L �B 194 �25
CB 0.72
 CPV    0.88
CW 0.82
Longitudinal centre of floatation (LCF) = =
= 2.14m aft of midship
Longitudinal centre of floatation (LCF) from hydrostatics curves = 2.06m aft of midship
(by interpolation)
63
FINALISED PARTICULARS OF THE SHIP
1) LENGTH BETWEEN PARTICULARS (LBP) -194 m
2) LENGTH OVERALL (LOA) -205.48m
3) MOULDED BREADTH (B) -25 m
4) MOULDED DEPTH (D) -15m
5) MOULDED DRAUGHT (d or T) -11.29m
6) BLOCK COEFFICIENT OF FINENESS (CB) -0.72
7) MIDSHIP SECTION AREA COEFFICIENT (CM) -0.99
8) VOLUME OF DISPLACEMENT (hydrostatics curves) -39455.22m3
9) DISPLACEMENT (Δ) -40441.60tonnes
10) SPEED -18 knots
64
CHAPTER-8
TONNAGE MEASUREMENT
Tonnage length: (TL)

The length of the upper deck shall be measured in a straight line in the middle plane of the ship
between the points at the forward and after ends of the deck.
Tonnage length = 7.53(stern extension) +194 (LBP) +2.5(stem extension) = 204.03m
Gross registered tonnage: (GRT)

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 .
Calculation of volume below the Tonnage deck:
1. The volume under the tonnage deck is to be measured 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 (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= LBP (m)
B= moulded breadth (m)
65
D = moulded depth (m)
194 �25 �15

GROSS TONNAGE= =20785.71m3
3.5
TL
PART 3 PART 2 PART1
25% TL 50%TL 25%TL
NO. OF DIVISIONS:
Length of the part no. of divisions
PART 1 25% of TL 8
PART 2 50% of TL 8
PART 3 25% of TL 8
Sectional areas are lifted according to the above divisions from the GRT curve drawn from the above
sectional areas. Simpsonising the areas from the GRT curve the volume is obtained
66
Sectional areas obtained at intermediate levels from sectional area curve
Part1
Distance from the fore end of Sectional area in from forward

SM Product for volume
the tonnage length TL (m) to aft (m2)
0 0 1 0
6.38 75 4 300
12.75 138.5 2 277
19.13 200.4 4 801.6
25.5 254 2 508
31.88 298.5 4 1194
38.25 334 2 668
44.63 358.5 4 1434
51.01 370.8 1 370.8
∑V1 =5553.4
Length of part I= 25% of TL =51.0075m ≈ 51.01m
Where h= 25% of tonnage length/ 8= 51.01/8 = 6.38m
6.38 �5553.4
Volume (V1) = h/3  ∑V1 = = 11810.23m3
3
Part 2
67
Distance from the fore end of Sectional area in from forward
SM Product for volume
2
the tonnage length TL (m) to aft (m )
51.01 370.80 1 370.80
63.76 374.10 4 1496.40
76.51 374.10 2 748.20
89.26 373.00 4 1492.00
102.02 372.00 2 744.00
114.77 371.80 4 1487.20
127.52 368.50 2 737.00
140.27 353.50 4 1414.00
153.02 316.50 1 316.50
∑V2 =8806.10
Length of part II = 50% of TL =102.015m
Where h= 50% of tonnage length/ 8 =102.015/8 = 12.75m
12.75 �8806.10
Volume (V2) = h/3  ∑V2 = = 37425.92m3
3
Part 3
Distance from the fore end of Sectional area in from forward SM Product for volume
68
the tonnage length TL (m) to aft (m2)
153.02 316.50 1 316.50
159.40 290.00 4 1160.00
165.77 259.50 2 519.00
172.15 225.00 4 900.00
178.53 187.00 2 374.00
184.90 142.20 4 568.80
191.28 98.50 2 197.00
197.65 63.90 4 255.60
204.03 0.00 1 0.00
∑V3 =4290.90
Length of part III = 25% of TL = 51.01m
Where h= 25% of tonnage length/ 8 = 51.01/8 = 6.38m
6.38 �4290.9
Volume (V3)= h/3  ∑V3 = = 9125.31m3
3
Total volume up to the main deck = V1+V2+V3 = (11810.23+37425.92+9125.31) m3
= 58361.46m3
Gross registered tonnage =K1 *V
K1 =0.2+ (0.02  Log10V) = 0.2+ (0.02  Log10 58361.46) = 0.295
Gross registered tonnage up to main deck = 0.295  58361.46 = 17235.45 tons
WETTED SURFACE AREA
For a ship floating at the given waterline the total area of its outer surface in contact with the surrounding
water is known as Wetted Surface Area.
69
Uses of Wetted Surface area:
1) for estimating the frictional resistance to the motion of the ship
2) for estimating the amount of plate required for shell plating
3) for estimating the paint required to paint the shell
WETTED SURFACE AREA AT DRAFT=11.29 m
ORDINATE PRODUCT FOR

HALF GIRTH (m) SM
STATION AREA
0 3.93 0.25 0.98
1/4 11.96 1 11.96
1/2 13.27 0.5 6.64
3/4 13.85 1 13.85
1 14.49 0.75 10.87
1 1/2 16.21 2 32.42
2 17.95 1 17.95
2 1/2 19.49 2 38.98
3 20.70 1 20.70
3 1/2 21.59 2 43.18
4 22.16 1.5 33.24
5 22.62 4 90.48
6 22.54 1.5 33.81
6 1/2 22.12 2 44.24
7 21.51 1 21.51
7 1/2 20.52 2 41.04
8 18.97 1 18.97
8 1/2 16.80 2 33.60
9 14.56 0.75 10.92
9 1/4 13.69 1 13.69
9 1/2 12.93 0.5 6.47
9 3/4 12.35 1 12.35
70
10 12.07 0.25 3.02
∑A=560.87
2h
Wetted surface area =   A = (2×19.4)× 560.87 /3 = 7253.92m2
3
Adding 2% of Wetted Surface area to the value obtained above for thickness of shell plating and the
portion of ship forward of F.P and aft of A.P and the fore and aft curvature of the ship at forward and aft
end
 Finalized wetted surface area = 7253.92 + 2% of (7253.92)
=7253.92 + 145.08 = 7399m2
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.
Empirical Formulae for checking Wetted Surface area :
1.) Mumford formula :
S = 1.025 × LBP × (CB × B + 1.7 × T)
= 1.025 × 194 × (0.72 × 25 + 1.7 × 11.29)
= 7395.83 m2
2.) Denny's formula :
��
S =  1.7 �LBP �T   � �
�T �
71
�39455.22 �
=  1.7 �194 �11.29   � �
� 11.29 �
= 7218.15m2
CHAPTER – 11
RESISTANCE CALCULATIONS
(Using Guldhammer and Harvald method)
When a ship is moving with velocity V, the effect of this forward motion is to generate dynamic
pressures on the hull which modify the original normal static pressure and if the forces arising
from this modified pressure system resolved in the fore and aft direction it will be found that
there is now a resultant which opposes the motion of the ship through the water. If the forces are
resolved in the transverse direction the resultant is zero because of symmetry of the ship form.
72
When the ship has ahead motion, another set of forces also influence the motion of the ship.
Generally all fluids possess to a greater extent the property known as viscosity and therefore
when a surface such as the immersed surface of the ship moves through the water, tangential
forces are generated which when summed up produce a resultant opposing the motion of the
ship. The two sets of forces both normal and tangential produce resultants, which act in a
direction opposite to the motion of the ship. This total force is the resistance of the ship. The ship
is actually moving in two fluid medium with different densities. While the lower part of the hull
is moving in water, upper part is moving through air. Due to air also some resistances occur, and
this type of resistance is dependent only on speed. However the total resistance of the ship is split
into number of components and assigns various names to them. In the following resistance
calculations are made on the basis of Guldhammer and Harvald method.
Results of the models corresponding to ships up to 1960, with standard hull form (i.e.) standard
position of LCB, standard B/T of 2.5, normally shaped sections, moderate cruiser stern and raked
stem.
The total resistance coefficient of the ship
RT
CT = 1
S V 2
2
r ® Mass density of sea water at 30۬oc =1021 kg / m3
V ®Velocity of ship (m/s)
S ®Wetted surface of the ship upto designed load waterline (m2)
RT ®Total resistance of the ship (KN)
Total resistance coefficient C T = C F + CR + CA
Where CF = Frictional resistance coefficient.
73
CR = Residual resistance coefficient
CA= Incremental resistance coefficient
Dimension:
Length between perpendiculars LBP = 194 m
Length on the submerged portion of at designed load water line (LOS)
LOS = 4.3(aft of A.P.) + 194(L.B.P.) + 2.50(forward of F.P.) = 200.8 m.
Speed of ship ‘V' =18 knots = 18  0.5144 = 9.26 m/s.
Breadth of ship B = 25m
Draft d = 11.29 m
mld ® Moulded Volume of displacement below Los = 39455.22 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
= 39455.22 + (1% of 39455.22) = 39849.77 m3
S ® Moulded wetted surface area of the ship = 7399 m2
S1 ® Wetted surface area including thickness of shell plating, appendages of the ship ,
additional volume due to fore and aft curvature of the shell at the forward end and aft end of
the ship and Portion of ship aft of AP and Forward of FP = ((7399+1%of (7399)) =7472.99
m2
Mid ship sectional are coefficient (β) = 0.99
FRICTIONAL RESISTANCE COEFFICIENT (CF):
ITTC FORMULA FOR FRICTIONAL RESISTANCE COEFFICIENT,
74
0.075
CF =
 log10 Rn - 2 2
VL
Where Rn = = Reynolds number

V = Velocity in m/sec. = 18 x 0.5144 = 9.26 m/sec
Los = Length on the designed load waterline (submerged portion of ship) = 200.8 m
 = kinematic viscosity of water at 300c = 0.84931x10-6
VL 18 �0.5144 �200.8
REYNOLD'S NUMBER (Rn) =   2189.32 �106
 0.84931�10 -6
0.075
FRICTIONAL RESISTANCE COEFFICIENT CF =
 log (2189.32 �106 ) - 2 
2
10
= 1.39  10-3
Correction for additional wetted surface area:
The correction for increasing the preparations to makes CF for appendages Wetted surface area of
the appendages (i.e.)
CF= CF. (S1/S)
Where S1 – Wetted surface area of hull with appendages = 7472.99 m2
S – Wetted surface area of the hull. = 7399 m2
S1 XCF 7472.99 �1.39 �10 -3

CF = = = 1.40  10-3
S 7399
RESIDUARY RESISTANCE COEFFICIENT (CR):
Length-displacement ratio is calculated. Displacement is taken from the hydrostatic curves.
Prismatic coefficient is calculated by the formula:

=
LBT
75
Where β is midship section area coefficient =0.99
 ® Volume of displacement of Ship = 39849.77 m3
Length = 200.8 m
Breadth = 25m,
Draft = 11.29 m
= 39849.77
= 0.71
200.8 �25 �11.29 �0.99
L 200.8 200.8
SLENDERNESS RATIO, (�)1 3  1

34.16
 5.88
(39849.77 ) 3
V 18 �0.5144
Fn    0.21
gL 9.81�200.8
FROM FIG.5.5.8 & 5.5.9 (FROM THE CHARTS PUBLISHED BY GULDHAMMER &
HARVALD),
AT, SLENDERNESS RATIO =5.5, Fn = 0.21, =0.71(fig. 5.5.8)
103 CR =0.92
AT, SLENDENESS RATIO = 6.0, Fn = 0.21, =0.71
103 CR = 0.81
BY LINEAR INTERPOLATION,
AT, SLENDERNESS RATIO = 5.88, Fn = 0.21, =0.71
(0.81 - 0.92)
103 CR = 0.92+ (5.88 - 5.5)
(6 - 5.5)
103 CR = 0.84
CR CORRECTION:
76
Since the charts are prepared for the standard forms, and as the ship under design is different from the
standard form, the following corrections are to be made to C R value:
B/T correction:
As the charts are prepared for breadth to draft ratio corresponding to 2.5,
B 
B/T CORRECTION = 0.16 - 2.5 , where, (B=Moulded Breadth, T=Moulded Draft)
T 
� 25 �
= 0.16 � - 2.5�
11.29
� �
= -0.046
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
number = 0.143 % Los
= (0.143 x 200.8)/100 = 0.29 m forward of midship of Los
LCB actual = 1.73 m Forward of midship. (From hydrostatics)
Position of midship from F.P. w.r.t LBP= LBP/2= 194/2= 97 m
Position of midship from F.P. w.r.t Los = (Los/2) – 2.50 = (200.8/2)-2.50= 97.9 m
Midship w.r.t. LBP is forward of midship w.r.t. Los = 97.9-97=0.9 m
LCB = 1.73+0.9 = 2.63 m Forward of midship (for Los= 200.8 m)
LCB standard = 0.29 m Forward of midship (for Los= 200.8 m)
Deviation of LCB from standard LCB in percent of LOS
= ((LCB – LCB standard)  100) / 200.8 = ((2.63 – 0.29)  100) / 200.8 = 1.16%
LCB is forward of the LCB standard, hence correction is to be done (always +ve)
Correction:
This deviation of % LCB is multiplied by [(¶ 103 CR) / (¶ LCB)]
77
At  =0.70, [(¶ 103 CR) / (¶ LCB)] = 0.067
At  =0.75, [(¶ 103 CR) / (¶ LCB)] =0.16
�0.16 - 0.067 �
At  =0.71, [(¶ 103 CR) / (¶ LCB)] = 0.067  �  0.71 - 0.70 
�
�0.75 - 0.70 �
= 0.086 (by linear interpolation)
103 CR = [(¶ 103 CR) / (¶ LCB)]*[% deviation of LCB]
= [0.086  1.16]
103 CR = 0.09976 ≈ 0.10
Correction of Shape Of Sections And Bow:
Shape of section correction:
The resistance curves to a ship having a Standard form, in which sections are
either distinctly U or V shaped sections. So no correction of C R is to be done for std shape of
sections
Bow correction:
ABT
For a vessel with bulbous bow having �0.10 , correction is to be done.
Ax
ABT sec tionalarea ofthebulbousbowatF .P.(uptomouldeddraft ) 17.48

= = = 0.063
Ax areaofmids hip sec tion 279.05
At  =0.70 and Fn= 0.21, correction = 0 (fig. 5.5.21)
At  =0.80 and Fn= 0.21, correction = -0.2 (fig. 5.5.2
Bow correction for CR at  =0.71 and Fn= 0.21
78
( -0.2 - 0)
=0+ (0.71 - 0.7)  -0.02 (by linear interpolation)
(0.8 - 0.7)
Correction for bossing:
Bossing ® for full ships add 3 to 5 % to CR value
Taking 5%, then 103CR = (5 × 0.84) /100 =0.042
Total 103CR = actual 103CR +103CR (B/T) + 103CR (L.C.B)
+ 103CR (Hull form) + 103CR (Bossing)
= 0.84-0.046+0.10-0.02+0.042
Total 103CR = 0.916
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= 0.0
L=250 m 103CA= -0.2
L≥300 m 103CA= -0.3
For vessels with, L = 200 m, 103 CA = 0
79
L = 250 m, 103 CA = -0.2
103CA for 200.8 m length is obtained by linear interpolation from above table between 200m and
250m length.
FOR L = 200.8m,
-0.2
103 C A  (200.8 - 200)  -0.0032
(250 - 200)
Air and steering resistance:
Air resistance 10 3 CAA =0.07
Steering resistance 10 3 CAS =0.04
TOTAL RESISTANCE COEFFICIENT : CT = CR + CF + CA + CAA +CAS
CT = (0.916+1.4-0.0032+0.07+0.04)  10-3
CT =2.42  10-3
TOTAL RESISTANCE:( RT)
RT = CT × r ×S ×V2 × 1/2
= (0.00242 × 1021 × 7472.99 × (9.26)2 ) / 2
RT = 792.18 KN
Service Conditions: The resistance and effective power calculated by the use of diagrams given
by Guldhammer & Harvald correspond to the values for a ship in trail condition (i.e.) for ideal
conditions as regard to wind and waves, deep sheltered water and smooth hull. For the mean
service condition extra allowance has to be made for the resistance and effective power because
of wind, sea and fouling of hull etc. This extra allowance is called sea margin or service margin
on the calculated resistance or effective power are proposed:
North Atlantic route, eastward, (15-20%) in summer and winter, respectively.
80
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 r S V2
 Total Resistance = resistance at speed of 18 knots +15% allowance
792.18 �15
RT = 792.18 + = 911 KN
100
POWER: Effective power PE = RT X V = 911  9.26 = 8435.86 KW
RESISTANCE AT VARIOUS SPEEDS
Service speed(knots) 16 17 18 19 20
Service speed(m/s) 8.23 8.74 9.26 9.77 10.29
�VS �
Froude number �
� gL �
� 0.185 0.20 0.21 0.22 0.23
� �
81
�V L�
Reynold's number � S �
�u � 1945.80 2066.37 2189.32 2309.89 2432.84
�10 6
Frictional Resistance coefficient (CF)
103 CF 1.42 1.41 1.40 1.39 1.39
Residuary Resistance Coefficient (CR)
103 CR 0.77 0.80 0.916 1.06 1.31
Incremental Resistance Coefficient (CA)
Scale factor Resistance

-0.0032 -0.0032 -0.0032 -0.0032 -0.0032
Coefficient(103 CA1)
Air Resistance
0.07 0.07 0.07 0.07 0.07
Coefficient(103 CAA)
Steering Resistance
0.04 0.04 0.04 0.04 0.04
Coefficient(103 CAS)
TOTAL RESISTANCE
2.30 2.32 2.42 2.56 2.81
COEFFICIENT(103 CT)
TOTAL
683.93 778.03 911.00 932.86 1306.24
RESISTANCE,RT(KN)
EFFECTIVE
POWER(KW) 5628.74 6800.00 8435.86 10481.15 13441.21
PE= RT �VS
CHAPTER-12
PROPELLER DESIGN
A ship experiences resisting forces from the water and air which must be overcome by a thrust
supplied by some thrust producing mechanism. Internal combustion engines are used for
propulsion of the ship. In selecting propelling machinery for a given vessel , many factors must
82
be taken into consideration, such as the weight, the space occupied, cost, reliability, flexibility
and cost of fuel consumed etc. for selecting the main propulsion engine, power required is
calculated as below.
Definitions:
Indicated power: It is measured in cylinders by means of an instrument indicator, which can
record continuously the steam, or gas pressure throughout the length of the piston travel.
Indicated power is for steam engines.
Break power: break power is the power measured at the crankshaft of main engine by means of
a mechanical, hydraulic or electrical brake. Break power is for internal combustion engines.
Shaft power: Shaft power is the power transmitted to the shaft at coupling. It is usually
measured aboard ship as close to the propeller as possible by means of a torsion meter. This
instrument measures the angle of twist between two sections of the shaft, which is directly
proportional to the torque transmitted
Delivered power: There is some power loss in stern tube bearing and in any shaft stools bearings
between the stern tube and the site of the torsion meter. The power actually delivered to the
propeller is therefore less than that measured by torsion meter. This is known as delivered power.
Propulsive Efficiency : The overall propulsive efficiency is measured as the ratio of effective
power to the indicated power (Pe/Pi)
Quasi- propulsive coefficient: This is defined as the ratio of the useful power obtained, Pe, to the
power actually delivered to the propeller, Pd.
83
Propeller design is generally done from the results of open water tests of series of
model propellers. Well known propeller series are those developed from 1934 or so by Schaffran,
Taylor, Gawn, B-series Marine research Netherlands. The results of open water tests of series are
given in the form of charts. These charts can be used to design a propeller, which confirms to the
characteristics of any particular series.
A4- 40, B4-40 means 4-blade propeller with blade area ratio of 0.40 for A
series or B series. B4- 40 series have wider blade tips; circular blade sections near the tips and
aerofoil sections near the hubs were tested. Because of its great popularity these series were
directly extended to other blade numbers and blade area ratios.
Quasi propulsive coefficient is one, which is very useful in calculation of delivered power of
main engine, by the use of effective power required to overcome resistance of ship with required
thrust developed by the propeller at design speed of ship.
QUASI PROPULSIVE EFFICIENCY: (h D)
 PE   R T V 
QPC = hD = hH  hR  hO =   =  
 PD   PD 
HULL EFFICIENCY:(h H)
Hull efficiency is combined effect of hull and propeller
 1- t 
hH =  
1- w 
 VS - V A 
WAKE FRACTION: (w) wT =  
 VS 
Where, wT = Taylor's wake fraction;
84
Vs = service speed of ship = 18 knots=18*.5144 m/s=9.26 m/s
VA = Speed of advance in m/sec.
V A  V S 1 - wT 
ESTIMATION OF WAKE FRACTION:
1. HECKSCHER FOR CARGO SHIPS
wT = 0.7 CPL - 0.18 where , CPL =Longitudinal prismatic co-efficient=0.73
= (0.7 x 0.73) - 0.18 = 0.511-0.18 = 0.331
2. KRUGER (1976)
wT = 0.75 CB-0.24 where , CB=0.72 (Block co-efficient of fineness)
= (0.75  0.72) - 0.24 = 0.54 – 0.24 = 0.30
3. TROUST FOR CARGO SHIPS
wT = 0.25 + 2.5 [CB-0.6] 2
= 0.25+2.5[0.72 – 0.6] 2 = 0.25+2.5(0.0144) = 0.286
4. TAYLOR DATA (MODEL TESTS)
CB=0.72; wT = 0.295
From the above values wT = 0.294 (average)
THRUST DEDUCTION FRACTION (t):
1. HECKSCHER FOR CARGO SHIPS
t = 0.5CPl - 0.12
= 0.5 x (0.73) - 0.12 = 0.245
2. DANCKWARDT FOR CARGO SHIPS
t = 0.5CB – 0.15
85
= 0.5 x (0.72) – 0.15 = 0.21
3. SSPA FOR CARGO SHIPS
CB
t = wT (1.57 – 2.3 x +1.5 CB)
CWP
= 0.294*(1.57 - 2.3*(0.72/ 0.82) + 1.5*0.72 )
= 0.185
From the above values t =0.198 (average)
VELOCITY OF ADVANCE: VA = VS (1 – wT)
VA= 9.26 �(1 – 0.294)
= 6.54 m/s
THRUST REQUIRED: T = Rt /(1-t) = 911/( 1 – 0.198 )
=1135.91 KN
1 - t 
HULL EFFICIENCY : hH =
1 - WT 
= (1- 0.198)/(1- 0.294 ) = 1.136
RELATIVE ROTATIVE EFFICIENCY: (h 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 = 99, LBP =194 m
= 0.855 – (0.00012  99  194^0.5) = 0.69
86
2) DANCKWARDT FORMULA
1
η D = 0.836 - 0.000165  N   6
= 0.836 – (0.000165  99  (39849.77)1/6)
= 0.836 – (0.000165  99  5.835) = 0.740
From the above values η D = 0.715 (average)
DELIVERED POWER: PD = PE/ η D
= 8435.86 / 0.715 = 11798.41 KW in sea water at 30oc
TO USE BP - d CHARTS are prepared at open water test (Fresh water),
PD = (11798.41/1.025) = 11510.64 KW, in fresh water at 30°c
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. = 99rev/min. = 1.65 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V A 
Where PD is Delivered power = 11510.64 KW
N = revolution per second = 1.65
 = Water density 1.021 t / m3
87
VA = Velocity of advance of water into propeller = 6.54 m/s
KQ = Torque coefficient
J = advanced coefficient
1
1 -5
 11510.64 1.65 2  4
KQ 4  J 4 =   =0.799
 2 1.021 6.54 5 
 
Space available for propeller at stern from the lines plan = y = 8800 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 the radius of the propeller.
Bottom
Clearance Space Depth of immersion
Diameter Top Clearance available of propeller shaft Po-Pv
(m) (m) (m) (m) (m) KN/ Sq. m BAR
7.100 1.420 0.249 8.769 7.492 172.118 0.527
7.105 1.421 0.249 8.775 7.489 172.091 0.527
7.110 1.422 0.249 8.781 7.486 172.064 0.526
7.115 1.423 0.249 8.787 7.483 172.038 0.526
7.120 1.424 0.249 8.793 7.481 172.011 0.526
7.125 1.425 0.249 8.799 7.478 171.984 0.525
7.130 1.426 0.250 8.806 7.475 171.957 0.525
7.135 1.427 0.250 8.812 7.473 171.930 0.524
7.140 1.428 0.250 8.818 7.470 171.904 0.524
88
7.145 1.429 0.250 8.824 7.467 171.877 0.524
7.150 1.430 0.250 8.830 7.465 171.850 0.523
7.155 1.431 0.250 8.836 7.462 171.823 0.523
7.160 1.432 0.251 8.843 7.459 171.796 0.522
7.165 1.433 0.251 8.849 7.457 171.770 0.522
7.170 1.434 0.251 8.855 7.454 171.743 0.522
7.175 1.435 0.251 8.861 7.451 171.716 0.521
7.180 1.436 0.251 8.867 7.449 171.689 0.521
7.185 1.437 0.251 8.873 7.446 171.662 0.520
DIAMETER OF THE PROPELLER :(DP)
Propeller diameter DP = 8.80 – 0.249 – 1.425
= 7.126 m = 7.13 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 required = 1135.91 KN
PO = static pressure + atmospheric pressure at CL of shaft
= gh + PA
DP = Propeller diameter (DP) = 7.13 m
h = Depth of Immersion of propeller shaft
= Draught - [DP /2 + Bottom clearance]
89
= 11.29 – [3.565+0.249] = 7.476 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  7.476)  101325) - 4242
= 171.96 KN/m2
K = 0.20 for high powered single screw ships
AE 1.3  0.3 4   1135.91

B.A.R =   0.20
AO 171.96  (7.13) 2
= 0.525
DATA FROM CHARTS:
CHART B4.40 B4.55

B.A.R. 0.40 0.55
1/J at optimum ‘D' 1.805 1.792
Corresponding P/D 0.794 0.811
Open water efficiency (hO) 0.616 0.611
1. ADVANCE COEFFICIENT (1/J):
AT B.A.R. = 0.40, 1/J = 1.805
B.A.R. = 0.55, 1/J = 1.792
AT B.A.R. = 0.525,
(1.792 - 1.805)
1/J = 1.805   0.525 - 0.40  1.794
 0.55 - 0.40
90
ND P 6.54  1.794
  1.794  DP = = 7.11 m
VA 1.65
2. PITCH RATIO (P/D):
AT B.A.R.= 0.525
P
 0.794 
 0.811 - 0.794  0.525 - 0.40
DP  0.55 - 0.40
= 0.808  P = 0.808  7.11= 5.745 m
3. OPEN WATER EFFICIENCY (hO):
AT B.A.R.= 0.525
 0.611 - 0.616  0.525 - 0.40

hO = 0.616 + = 0.612
 0.55 - 0.40
QUASI PROPULSIVE EFFICIENCY: hD = hH  hR  hO = PE / PD
=1.136  1.02  0.612=0.709
h D = 0.709
 R V  911 .0  9.26
Engine Deliver power PD =  T  = = 11898.25 KW
 hD  0.709
On comparison of hD obtained from the B4-42 with hD obtained from empirical formulas, there is
a variation of 0.84%. Therefore, 2ND Trail is not required.
FINALIZED PARTICULARS:
1. DIAMETER (DP) = 7.11 m
2. PITCH (P) = 5.745 m
3. BLADE AREA RATIO (B.A.R) = 0.525
91
 2 
4. DISC AREA (A0) = D P  (7.11) 2 =39.70m2
4 4
5. EXPANDED BLADE AREA (AE) = B.A.R  A0 =0.525  39.70= 20.84 m2
6. PROPELLER R.P.M. (N) = 99 rev / min
7 NUMBER OF BLADES =4
MAIN ENGINE DATA: SULZER RTA48T
1. POWER OF ENGINE (OUT PUT) = 8720 KW
2. LENGTH OF ENGINE = 7.82m
3. BREADTH OF ENGINE = 4.91 m
4. HEIGHT OF ENGINE = 9.03 m
5. NUMBER OF CYLINDERS = 8
6. CYLINDER BORE = 480 mm
7. PISTON STROKE = 2000 mm
8. SPEED = 99-124 R.P.M
9. MEAN EFFECTIVE PRESSURE = 18.3 bar
10. FUEL OIL = Heavy fuel oil
11. BRAKE SPECIFIC FUEL = 171 g/KWh
92
CHAPTER 13
ESTIMATION OF CAPACITIES OF FRESH WATER, FUEL OIL ,CREW AND THEIR
EFFECTS AND DEAD WEIGHT CHECK
Maximum voyage taken is 30 days for arrival at the requirement of fuel oil, freshwater and
provisions .The required capacities of fuel oil are based on specific fuel oil consumption per kilowatt per
hour at ambient temperature and pressure at calorific value of fuel oil .
Heavy fuel oil :
Power input (PB) = 8720 kw
Specific fuel consumption (s.f.c) = 171g/kwh
At calorific value 42.7MJ/kg
No of days of voyage = 30
Required capacity of fuel oil = s.f.c*PB*No of hours at sea
= 171*8720*30*24 grams
=1073.61 tonnes
93
Diesel oil:
3 Diesel alternators of PA=650 kw each
s.f.c= 150gr/kwh
Required diesel oil= 150*650*30*24=70.2 tonnes
Lubricating Oil :
Lubricating oil= 3 % of (Heavy fuel oil + Diesel Oil)
= 0.03*(1073.61)= 32.21 tonnes
Fresh water :
Intake per person per day= 50 lit.
No of Crew = 45
No of voyage days = 30
Required fresh water =50* 45* 30 =67.50 tonnes
Crew and their effects :
150 Kg per person
Total crew effect for 45 persons =150*45=6.75 tonnes
Provisions
7Kg per person per day
Total provisions =7*45*30= 9.45 tonnes
Total capacity of fuel oil + diesel oil +lubricating oil +crew and effects+ fresh water +
Provisions = 1073.61+70.20+32.21+67.50+6.75+9.45 = 1259.72 tonnes
PRELIMINARY ESTIMATION OF LIGHT SHIP WEIGHT FROM EMPERICAL FORMULAS:
A) STEEL WEIGHT:
94
For general cargo ship:
WST =
 WST =6713.72 tonnes
B) WOOD AND OUTFIT:
Woutfit = ( .325+.0006  L)  (B  L)
= 2140.79 tonnes
C) MACHINERY WEIGHT:
WEP = P bhp* 0.0646 = 11840*0.0646 = 764.86 tonnes
PBHP= power in horse power (11840 bhp)
TOTAL LIGHT SHIP WEIGHT, D LS  WST  WE  WO
D LS  6713.72  2140.79  764.86  9619.37 tonnes
Dead Weight check:
Displacement up to load water line = volume of displacement  1.025
=39455.22  1.025
= 40441.60 tonnes
95
Dead Weight = Displacement – Light ship weight
= 40441.60 – 9619.37
= 30822.23 tonnes
Net amount of cargo excluding fuel oil, fresh water, provisions and other components of dead
weight= 30822.23 1259.72= 29562.51tonnes
CARGO WEIGHT = 29562.51 TONNES
CHAPTER- 14
ESTIMATION OF CAPACITIES OF DOUBLE BOTTOM AND HOLDS

INCLUDING L.C.G. AND V.C.G.
The weight depends on the stowage rate (i.e.) m 3 / tonnes. The capacity of container ship is
moulded volume of spaces excluding allowance for structures such as frames, beams, girders,
pillars, ventilators etc. normally the reduction for structural is 1 % of moulded volume of the
ship.
The volume of double bottom tanks, cargo holds and other tanks is calculated from the
sectional area curves drawn from the bonjean curves up to the tank top level and deck at side. 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
96
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 are calculated by symphonizing sectional area and
multiplying the product for volume by lever, LCB and VCB of the holds are also calculated
A) Capacities of double bottom:
1) For double bottom 1 (frame no.208 to 237)
Length = 20.3m
h=Common interval=length/8= 2.54m
Frame spacing = 700mm
Height of double bottom =1.8m
Longitudinal
Sectional Simpsons Product for Levers from
moment of volume
areas multipliers volume (m3) fr.208
(m4)
(m2)
16.47(From
frame 208) 1 16.47 0 0.00
14.76 4 59.04 1 59.04
97
13.32 2 26.64 2 53.28
11.88 4 47.52 3 142.56
10.71 2 21.42 4 85.68
9.72 4 38.88 5 194.40
8.91 2 17.82 6 106.92
7.83 4 31.32 7 219.24
6.66 1 6.66 8 53.28
 V =224.8 M 1 =1962.58
98
Vertical moments at
Simpsons multipliers Product for vertical moment of volume (m4)
station w.r.t. baseline
18.00 1 18.00
16.50 4 66.00
15.75 2 31.50
15.00 4 60.00
12.75 2 25.50
10.50 4 42.00
9.75 2 19.50
9.00 4 36.00
8.25 1 8.25
M 2 = 259.46
h2   M1 2.542 �914.46
M1 = = =1962.58 m4
3 3
h M2 2.54 �306.75

M2 = = =259.46 m4
3 3
h  V 2.54 �265.77
V = = =224.8 m3
3 3
M1 1962.58
L.C.G. = = =8.73 m from fr.208
V 224.8
M 2 259.46
V.C.G. = = = 1.15 m
V 224.8
L.C.G. from midship= 8.73+65.9 = 74.63 m(frd of midship)
99
2) For double bottom 2 (frame no. 180 to 208)
Length = 21.3 m
h=Common interval=length/8= 2.67 m
Frame spacing from 180 to 197 = 800 mm
Frame spacing from 197 to 208 = 700 mm
Height of double bottom = 1.8m
Sectional Simpsons Product for Levers from Longitudinal moment

areas (m2) multipliers volume (m3) fr.180 of volume (m4)
32.40(from
frame 180) 1 32.40 0 0.00
30.51 4 122.04 1 122.04
28.62 2 57.24 2 114.48
26.73 4 106.92 3 320.76
24.75 2 49.50 4 198.00
22.59 4 90.36 5 451.80
20.79 2 41.58 6 249.48
18.45 4 73.80 7 516.60
16.47 1 16.47 8 131.76
 V =590.31 M 1 =2104.92
100
Vertical moments at
33.00 1 33.00
30.75 4 123.00
30.00 2 60.00
29.25 4 117.00
26.25 2 52.50
23.25 4 93.00
21.75 2 43.50
19.50 4 78.00
18.00 1 18.00
M 2 = 618
h2   M1 2.67 2 �2104.92
M1 = = =4973.86 m4
3 3
h M2 2.67 �618

M2 = = =548.48m4
3 3
h  V 2.67 �590.31
V = = =523.9m3
3 3
M 1 4973.86
L.C.G. = = =9.49 m from fr.180
V 523.9
M 2 548.48
V.C.G. = = = 1.05 m
V 523.9
L.C.G. from midship = 44.6+9.49= 54.09m (frd of midship)
3. For double bottom 3 (frame no. 153 to 180)
101
Length = 21.6 m
Frame spacing = 800 mm

40.50(from
frame 153) 1 40.50 0 0.00
39.87 4 159.48 1 159.48
39.15 2 78.30 2 156.60
38.52 4 154.08 3 462.24
37.62 2 75.24 4 300.96
36.63 4 146.52 5 732.60
35.46 2 70.92 6 425.52
34.02 4 136.08 7 952.56
32.40 1 32.40 8 259.20
 V =893.52 M 1 =3449.16
Vertical moments at
39.75 1 39.75
39.75 4 159.00
39.00 2 78.00
102
38.25 4 153.00
37.50 2 75.00
37.50 4 150.00
36.75 2 73.50
35.25 4 141.00
33.00 1 33.00
M 2 = 902.25
h2   M1 2.7 2 �3449.16
M1 = = =8381.46 m4
3 3
h M2 2.7 �902.25

M2 = = =812.03 m4
3 3
h  V 2.7 �893.52
V = = =804.17 m3
3 3
M1 8381.46
L.C.G. = = =10.42 m from fr.165
V 804.17
M 2 812.03
V.C.G. = = =1.01 m
V 804.17
L.C.G. from midship = 23+10.42 = 33.42 m (frd of midship)
4. For double bottom 4 (frame no. 126 to 153)
Length= 21.6m
103

41.94(from
frame 126) 1 41.94 0 0.00
41.85 4 167.40 1 167.40
41.67 2 83.34 2 166.68
41.58 4 166.32 3 498.96
41.49 2 82.98 4 331.92
41.40 4 165.60 5 828.00
41.31 2 82.62 6 495.72
41.13 4 164.52 7 1151.64
40.50 1 40.50 8 324.00
 V =995.22 M 1 =3964.32
104
Vertical moments at station
w.r.t. baseline
41.25 1 41.25
41.25 4 165.00
41.25 2 82.50
41.25 4 165.00
40.50 2 81.00
40.50 4 162.00
40.50 2 81.00
39.75 4 159.00
39.75 1 39.75
M 2 = 976.50
h2   M1 2.7 2 �3964.32
M1 = = =9633.30 m4
3 3
h M2 2.7 �976.5

M2 = = = 878.85 m4
3 3
h  V 2.7 �995.22
V = = = 895.70 m3
3 3
M1 9633.30
L.C.G. = = = 10.76 m from fr.126
V 895.70
M 2 878.85
V.C.G. = = = 0.98 m
V 895.70
L.C.G. from midship= 1.4+10.76 = 12.16 m (frd of midship)
5. For double bottom 5 (frame no.99 to 126)
Length =21.6 m
105
Sectional Simpson Product for volume Levers from Longitudinal moment

areas (m2) multipliers (m3) fr.99 of volume (m4)
39.15(from
frame 99) 1 39.15 0 0.00
39.60 4 158.40 1 158.40
40.05 2 80.10 2 160.20
40.50 4 162.00 3 486.00
40.77 2 81.54 4 326.16
40.95 4 163.80 5 819.00
41.40 2 82.80 6 496.80
41.85 4 167.40 7 1171.80
41.94 1 41.94 8 335.52
 V =977.13 M 1 =3953.88
106
Simpson multipliers Product for vertical moment of volume (m4)
w.r.t. baseline
37.50 1 37.50
39.00 4 156.00
39.75 2 79.50
39.75 4 159.00
39.75 2 79.50
40.50 4 162.00
40.50 2 81.00
41.25 4 165.00
41.25 1 41.25
M 2 = 960.75
h2   M1 2.7 2 �3953.88
M1 = = = 9607.93 m4
3 3
h M2 2.7 �960.75

M2 = = = 864.68 m4
3 3
h  V 2.7 �977.13
V = = = 879.42 m3
3 3
M1 9607.93
L.C.G. = = = 10.93 m from fr. 99
V 879.42
M2 864.68
V.C.G. = = = 0.98 m
V 879.68
L.C.G. from midship = 97-(76.8+10.93) = 9.27m (aft of midship)
107
Length =21.6 m
Sectional Simpson Product for volume Levers from Longitudinal moment of

areas (m2) multipliers (m3) fr.72 volume (m4)
30.15(from
frame 72) 1 30.15 0 0.00
32.22 4 128.88 1 128.88
33.57 2 67.14 2 134.28
34.92 4 139.68 3 419.04
36.00 2 72.00 4 288.00
37.08 4 148.32 5 741.60
37.98 2 75.96 6 455.76
38.70 4 154.80 7 1083.60
39.15 1 39.15 8 313.20
 V =856.08m 3
M 1 =3564.36m4
108
w.r.t. baseline
31.50 1 31.50
32.25 4 129.00
33.75 2 67.50
36.00 4 144.00
36.75 2 73.50
37.50 4 150.00
37.50 2 75.00
37.50 4 150.00
37.50 1 37.50
M 2 = 858.00 m4
h2   M1 2.7 2 �3564.36
M1 = = = 8661.39 m4
3 3
h M2 2.7 �858.00

M2 = = = 772.20 m4
3 3
h  V 2.7 �856.08
V = = = 770.47 m3
3 3
M 1 8661.39
L.C.G. = = = 11.24 m from fr.72
V 770.47
M2 772.20
V.C.G. = = = 1.00 m
V 770.47
L.C.G. from midship = 97-(55.2+11.24) = 30.56 m (aft of midship)
Length =21.6 m
109
Sectional Simpson Product for volume Levers from Longitudinal moment of

areas (m2) multipliers (m3) fr.45 volume (m4)
16.20(from
frame 45) 1 16.20 0 0.00
18.18 4 72.72 1 72.72
20.25 2 40.50 2 81.00
22.32 4 89.28 3 267.84
24.30 2 48.60 4 194.40
26.10 4 104.40 5 522.00
27.90 2 55.80 6 334.80
29.52 4 118.08 7 826.56
30.87 1 30.87 8 246.96
 V =576.45m 3
M 1 =2546.28m4
110
w.r.t. baseline
18.75 1 18.75
20.25 4 81.00
21.75 2 43.50
23.25 4 93.00
24.75 2 49.50
26.25 4 105.00
28.50 2 57.00
30.00 4 120.00
31.50 1 31.50
M 2 = 599.25 m4
h2   M1 2.7 2 �2546.28
M1 = = = 6187.46 m4
3 3
h M2 2.7 �599.25

M2 = = = 539.33 m4
3 3
h  V 2.7 �576.45
V = = = 518.81 m3
3 3
M 1 6187.46
L.C.G. = = = 11.93 m from fr.45
V 518.81
M2 539.33
V.C.G. = = = 1.04 m
V 518.81
B) Capacities of holds
1. HOLD NO.1 (frame no.208 to 234)

Length of hold = 20.3m
111
Longitudinal
Sectional area Simpson Product for Levers from
moment of
in Hold (m2) multipliers volume (m3) fr.208
volume (m4)
295.92 (from
1 295.92 0 0.00
frame 208)
284.04 4 1136.16 1 1136.16
272.16 2 544.32 2 1088.64
259.38 4 1037.52 3 3112.56
246.15 2 492.30 4 1969.20
232.29 4 929.16 5 4645.80
217.71 2 435.42 6 2612.52
201.06 4 804.24 7 5629.68
181.89 1 181.89 8 1455.12
∑V= 5896.93 ∑M1 = 21649.68
112
Vertical moment at station in hold Simpsons multipliers Product for vertical moment of
volume (m4)
2955.00 1 2955.00
2913.00 4 11652.00
2871.00 2 5742.00
2823.75 4 11295.00
2775.00 2 5550.00
2715.75 4 10863.00
2639.25 2 5278.50
2533.50 4 10134.00
2389.50 1 2389.50
M 2 = 65859.00
h2   M1 2.542 �21649.68
M1 = = = 46466.75 m4
3 3
h M2 2.54 �65859

M2 = = = 55705.74 m4
3 3
h  V 2.54 �5896.93
V = = = 4953.99 m3
3 3
M 1 46466.75
L.C.G. = = = 9.38 m from fr.208
V 4953.99
M2 76679.21
V.C.G. = = = 11.24 m
V 6146.45
L.C.G. from midship = 65.9+9.38 = 75.28 m (frd of midship)
113
Length of hold =21.3 m
Frame spacing from frame 180 to 197= 800 mm
Frame spacing from frame 197 to 208= 700 mm
Longitudinal
Sectional area in Simpsons Product for
Levers from fr.180 moment of volume
Hold (m2) multipliers volume (m3)
(m4)
342.09 1 342.09 0 0.00
342.00 4 1368.00 1 1368.00
340.74 2 681.48 2 1362.96
337.50 4 1350.00 3 4050.00
332.73 2 665.46 4 2661.84
325.71 4 1302.84 5 6514.20
316.98 2 633.96 6 3803.76
306.90 4 1227.60 7 8593.20
295.92 1 295.92 8 2367.36
∑V = 7867.35 ∑M1 = 21649.68
114
Product for vertical moment o
Vertical moment at station in hold Simpsons multipliers
volume (m4)
3046.50 1 3046.50
3074.25 4 12297.00
3090.00 2 6180.00
3090.75 4 12363.00
3084.75 2 6169.50
3063.75 4 12255.00
3033.00 2 6066.00
2997.00 4 11988.00
2955.00 1 2955.00
M 2 = 73320.00
h2   M1 2.67 2 �30721.32
M1 = = = 72593.52 m4
3 3
h M2 2.67 �73320.0

M2 = = = 65071.50 m4
3 3
h  V 2.67 �7867.35
V = = = 6982.27 m3
3 3
M 1 72593.52
L.C.G. = = = 10.40 m from fr.180
V 6982.27
M2 65071.50
V.C.G. = = = 9.32 m
V 6982.27
L.C.G. from midship = 44.6+10.40 = 55.0 m (frd of midship)
115
3. HOLD NO.3 (frame no. 153 to 180)
Longitudinal
sectional area Simpsons Product for Lever from
moment of
in Hold(m2) multipliers volume (m3) fr.153
volume (m4)
333.90 1 333.90 0 0.00
334.62 4 1338.48 1 1338.48
335.52 2 671.04 2 1342.08
336.33 4 1345.32 3 4035.96
337.41 2 674.82 4 2699.28
338.58 4 1354.32 5 6771.60
339.84 2 679.68 6 4078.08
341.01 4 1364.04 7 9548.28
342.09 1 342.09 8 2736.72
Vertical moment at Simpsons

V = 8103.69
multipliers
Product forvertical
M1 =
station in hold moment of volume (m4)
32550.48
2823.00 1 2823.00
2837.25 4 11349.00
2853.00 2 5706.00
2875.50 4 11502.00
2902.50 2 5805.00
2937.75 4 11751.00
2975.25 2 5950.50
3011.25 4 12045.00
3046.50 1 3046.50 116
M 2 = 69978.00
h2   M1 2.7 �32550.48
M1 = = = 79097.67 m4
3 3
h M2 2.7 �69978

M2 = = = 62980.20 m4
3 3
h  V 2.7 �8103.69
V = = = 7293.32 m3
3 3
M1 79097.67
L.C.G. = = = 10.85 m from fr.153
V 7293.32
M2 62980.20
V.C.G. = = = 8.64 m
V 7293.32
L.C.G. from midship = 23+10.85 =33.85 m( frd of midship)

117
Longitudinal
sectional area in Simpsons Product for
Hold (m2) multipliers volume (m3)
(m4)
Vertical moment at Simpsons multipliers Product for vertical
station in hold moment of volume (m4)
329.76 1 329.76 0 0.00
329.85 2772.00 4 1
1319.40 1 2772.00 1319.40
330.21 2769.75 2 4
660.42 2 11079.00 1320.84
330.57 2772.75 4 2
1322.28 3 5545.50 3966.84
331.20 2776.50 2 4
662.40 4 11106.00 2649.60
331.92 2784.75 4 2
1327.68 5 5569.50 6638.40
332.37 2792.25 2 4
664.74 6 11169.00 3988.44
333.18 2802.75 4 2
1332.72 7 5605.50 9329.04
333.90 2813.25 1 4
333.90 8 11253.00 2671.20
2823.00 1 2823.00
 V = 7953.30 M 1 = 31883.76
M 2 = 66922.50
h2   M1 2.7 2 �31883.76
M1 = = = 77477.54 m4
3 3
h M2 2.7 �66922.50

M2 = = = 60230.25 m4
3 3
h  V 2.7 �7953.30
V = = = 7157.97 m3
3 3
118
M1 77477.54
L.C.G. = = = 10.82 m from fr.126
V 7157.97
M2 60230.25
V.C.G. = = = 8.41 m
V 7157.97
L.C.G. from midship = 1.4+10.82=12.22 m (frd of midship)
Length of hold=21.6 m
Longitudinal
Sectional area in Simpsons Product for volume
Hold (m2) multipliers (m3)
(m4)
332.01 1 332.01 0 0.00
331.83 4 1327.32 1 1327.32
331.56 2 663.12 2 1326.24
331.20 4 1324.80 3 3974.40
330.93 2 661.86 4 2647.44
330.66 4 1322.64 5 6613.20
330.30 2 660.60 6 3963.60
329.85 4 1319.40 7 9235.80
329.76 1 329.76 8 2638.08
 V = 7941.51 M 1 = 31726.08
119
Vertical moment at Product for vertical
Simpsons multipliers
M1 = station in hold moment of volume (m4)
2811.75 1 2811.75
2804.25 4 11217.00
2796.75 2 5593.50
2790.00 4 11160.00
2785.50 2 5571.00
2781.00 4 11124.00
2775.00 2 5550.00
2773.25 4 11093.00
2772.00 1 2772.00
M 2 = 66892.25
h2   M1 2.7 2 �31726.08
= = 77094.37 m4
3 3
h M2 2.7 �66892.25

M2 = = = 60203.03 m4
3 3
h  V 2.7 �7941.51
V = = = 7147.36 m3
3 3
M 1 77094.37
L.C.G. = = = 10.79 m from fr.99
V 7147.36
M 2 60203.03
V.C.G. = = = 8.42 m
V 7147.36
L.C.G. from midship =97-(76.8+10.79) =9.41 m (aft of midship)
120
Length =21.6m
Longitudinal
(m4)
320.31 1 320.31 0 0.00
324.18 4 1296.72 1 1296.72
327.06 2 654.12 2 1308.24
328.86 4 1315.44 3 3946.32
330.39 2 660.78 4 2643.12
331.38 4 1325.52 5 6627.60
331.65 2 663.30 6 3979.80
331.83 4 1327.32 7 9291.24
332.01 1 332.01 8 2656.08
 V = 7895.52 M 1 = 31749.12
121
M1 Vertical moment at station Product for vertical moment =
in hold of volume (m4)
2803.50 1 2803.50
2822.25 4 11289.00
2835.00 2 5670.00
2838.75 4 11355.00
2837.25 2 5674.50
2833.50 4 11334.00
2826.00 2 5652.00
2818.50 4 11274.00
2811.75 1 2811.75
M 2 = 67863.75
h2   M1 2.7 2 �31749.12
= = 77150.36 m4
3 3
h M2 2.7 �67863.75

M2 = = = 61077.38 m4
3 3
h  V 2.7 �7895.52
V = = = 7105.97 m3
3 3
M 1 77150.36
L.C.G. = = = 10.86 m from fr.72
V 7105.97
M 2 61077.38
V.C.G. = = = 8.60 m
V 7105.97
122
Length =21.6m
Longitudinal
(m4)
256.95 1 256.95 0 0.00
267.66 4 1070.64 1 1070.64
277.74 2 555.48 2 1110.96
287.01 4 1148.04 3 3444.12
295.65 2 591.30 4 2365.20
303.39 4 1213.56 5 6067.80
310.05 2 620.10 6 3720.60
315.72 4 1262.88 7 8840.16
320.31 1 320.31 8 2562.48
 V = 7039.26 M 1 = 29181.96
123
M1 Vertical moment at station Product for vertical moment =
2403.00 1 2403.00
2473.50 4 9894.00
2539.50 2 5079.00
2601.75 4 10407.00
2655.75 2 5311.50
2705.25 4 10821.00
2746.50 2 5493.00
2778.75 4 11115.00
2803.50 1 2803.50
M 2 = 63327.0
h2   M1 2.7 2 �29181.96
= = 70912.16 m4
3 3
h M2 2.7 �63327.0

M2 = = = 56994.30 m4
3 3
h  V 2.7 �7039.26
V = = = 6335.33 m3
3 3
M 1 70912.16
L.C.G. = = = 11.19 m from fr.45
V 6335.33
M 2 56994.30
V.C.G. = = = 9.00 m
V 6335.33
124
c) Capacities of fore peak tank. ( frame 237 to 255)
Length = 13.3m
h=Common interval=length= 1.67m
Height of Fore Peak tank=11.29m
Sectional Areas
Lever from Fr Longitudinal moment
from forward of S.M. Volume Product
237. of volume
Fore Peak(m2)
67.23 1 67.23 0 0.00
58.23 4 232.92 1 232.92
49.68 2 99.36 2 198.72
41.85 4 167.40 3 502.20
34.65 2 69.30 4 277.20
27.63 4 110.52 5 552.60
21.06 2 42.12 6 252.72
13.32 4 53.28 7 372.96
0.00 1 0.00 8 0.00
∑V=842.13 ∑M1=2389.32
Vertical moment at station in Simpsons Product for vertical moment of volume (m4)
125
hold multipliers
410.25 1 410.25
348.75 4 1395.00
290.25 2 580.50
240.00 4 960.00
191.25 2 382.50
142.50 4 570.00
94.50 2 189.00
46.50 4 186.00
0.00 1 0.00
∑M2=4673.25
h2   M1 1.67 2 �2389.32
M1 = = = 2201.29 m4
3 3
h M2 1.67 �4673.25

M2 = = = 2589.76 m4
3 3
h  V 1.67 �842.13
V = = = 466.68 m3
3 3
M 1 2201.29
L.C.G. = = = 4.72 m from frame 237.
V 466.68
M 2 2589.76
V.C.G. = = = 5.55 m
V 466.68
L.C.G. from midship = 86.2+4.72=90.92 m (frd of midship)
(d) Capacities of aft peak tank.(frame -7 to 0 and 0 to 12)
126
Length = 11.5m
Height of after peak tank =11.29m
Sectional Areas
Lever from Longitudinal moment of
from aft of aft S.M. Volume Product
Fr -7 volume
Peak(m2)
0.00 1 0.00 0 0.00
1.62 4 6.48 1 6.48
3.60 2 7.20 2 14.40
6.12 4 24.48 3 73.44
9.90 2 19.80 4 79.20
15.12 4 60.48 5 302.40
20.97 2 41.94 6 251.64
27.63 4 110.52 7 773.64
35.55 1 35.55 8 284.40
∑V=306.45 ∑M1=1785.60
Simpsons Product for vertical moment of volume

Vertical moment at station in hold
multipliers (m4)
0.00 1 0.00
127
18.00 4 72.00
37.50 2 75.00
66.00 4 264.00
99.75 2 199.50
141.00 4 564.00
187.50 2 375.00
236.25 4 945.00
288.75 1 288.75
∑M2=2783.25
h2   M1 1.442 �1785.60
M1 = = = 1229.93 m4
3 3
h M2 1.44 �2783.25

M2 = = = 1333.64 m4
3 3
h  V 1.44 �306.45
V = = = 146.84 m3
3 3
M 1 1229.93
L.C.G. = = = 8.38 m from Fr -7.
V 146.84
M 2 1333.64
V.C.G. = = = 9.08m
V 146.84
L.C.G. from midship = 101.3-8.38 =92.92 m ( aft of midship)
(e) Capacity of Engine Room Double bottom tank. ( frame 12 to 45)
Length of engine room = 45.0 m

h=Common interval=length/8 =3.3 m
128
Height of E.R. double bottom tank=2.60 m
Sectional Lever from Longitudinal moment

S.M. Volume Product
Areas (m2) Fr 12. of volume
2.70(from
frame 12) 1 2.70 0 0.00
5.31 4 21.24 1 21.24
8.10 2 16.20 2 32.40
11.07 4 44.28 3 132.84
13.32 2 26.64 4 106.56
16.29 4 65.16 5 325.80
19.35 2 38.70 6 232.20
22.68 4 90.72 7 635.04
26.19 1 26.19 8 209.52
∑V=331.83 ∑M1=1695.60
Vertical moment at station Product for vertical moment

4.50 1 4.50
9.00 4 36.00
12.75 2 25.50
15.00 4 60.00
22.50 2 45.00
26.25 4 105.00
129
30.75 2 61.50
34.50 4 138.00
39.75 1 39.75
∑M2=515.25
h2   M1 3.32 �1695.60
M1 = = = 6155.03 m4
3 3
h M2 3.3 �515.25

M2 = = = 566.78 m4
3 3
h  V 3.3 �331.83
V = = = 365.01 m3
3 3
M 1 6155.03
L.C.G. = = = 16.86 m forward of Fr 12 (i.e. Aft peak Bulk head)
V 365.01
M 2 566.78
V.C.G. = = = 1.55m
V 365.01
L.C.G. from midship = 97-(7.2+16.86) = 72.94m (aft of midship)
Double Moulded
bottom tank Moulded volume with
L.C.G. V.C.G.
no. volume in m3 deductions in
(both P & S) m3
1 224.8 8.73 1.15 222.55
2 523.9 9.49 1.05 518.66
3 804.17 10.42 1.01 796.13
4 895.7 10.76 0.98 886.74
5 879.42 10.93 0.98 870.63
6 770.47 11.24 1.00 762.77
130
7 518.81 11.93 1.04 513.62
Engine
Room D.B. 365.01 16.86 1.55 361.36
Tank
Aft Peak
146.84 8.38 9.08 145.37
Tank
Fore Peak
466.68 4.72 5.55 462.01
Tank
V= 5595.80 5539.84
Hold Moulded volume with deductions in

Moulded volume in m3 L.C.G. V.C.G.
no. m3
1 4953.99 9.38 11.24 4904
2 6982.27 10.4 9.32 6912
3 7293.32 10.85 8.64 7220
4 7157.97 10.82 8.41 7086
5 7147.36 10.79 8.42 7076
6 7105.97 10.86 8.60 7035
7 6335.33 11.19 9.00 6272
131
V= 46976 46506
ACTIVITY - 9
GENERAL ARRANGEMENT
Introduction:
The General arrangement of a ship can be defined as the assignment of spaces for all required
functions and equipment, properly coordinated for location and access. The general arrangement
represents a summary and integration of information from other divisions and specialties in ship
design, intended to provide for all the necessary functions of the ship in the most efficient and
economical way.
The efficient operation of a ship depends upon the proper arrangement of each separate space
and the most effective interrelationship among all spaces. It is important that the general
arrangement is functionally and economically developed with respect to factors that effect 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.
132
The first step in solving the general arrangement problems of a cargo ship is locating the main
spaces and their boundaries within the ship hull and superstructure.
These spaces are:
1. Cargo spaces
2. Machinery spaces
3. Crew, passenger and associated spaces
4. Tanks
5. Miscellaneous
Complement:
The owner and the maritime unions, with which he has contracts, considering mainly the
maintenance and service to be provided for the safe operation of the ship, determine the actual
crew list. Crew accommodation is done complying with the requirements of the ‘RULES OF
MERCHANT SHIPPING' act 1960. Accommodation is provided on the aft with decks like Main
deck,1st Super Structure Deck, 2nd Super Structure Deck, 3rd Super Structure Deck and
Navigation bridge deck.
Prior to the lay out 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, 2 nd, 3rd, 4th and 5 Th
officers, boatswain (to repair life boat and maintenance) and seamen. The duties involved include
the navigation of ship, maintenance of hull, and the safe transport of the cargo, the loading &
unloading of cargo and ballasting of the ship. The Engine department under the chief engineer
consists of engineers (2nd, 3rd, 4th & 5th), electrician, petty officers & greasers. They are
responsible for running the main, auxiliary m/c and for its maintenance and periodic survey. The
catering department is responsible for human needs i.e. food & accommodation of 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
133
command of ship and crew. The number of deck services depends broadly on the size of the ship,
the number of E.R service depends on the powered type of propelling unit. The number of
catering staff depends on the crew and on the number of passengers if any. The ships
complement is contained in 5-tier or 4-tier, and located on the basis of E/R. If the machinery is
amidships the accommodation will be on amidships as in earlier days.
In modern ships the machinery is placed Aft and so accommodation is provided in the
Aft.
List of crew and officers are listed below:
OFFICERS PETTY OFFICERS CREW
Captain 1 - -
Engineers 5 2 9
Deck Officers 3 2 6
Electrical 1 - -
Catering - 1 4
Laundry - - 1
Cadets 2 - -
Total 12 5 20
Others
Owner. 01
Pilot 01
Suez canal crew 06
TOTAL CREW = 45
134
Life Boats: For tankers of 5000 GRT and above two life boats on each side are specified. These lifeboats
should be sufficient enough to accommodate all the crew at time those are onboard. Lifeboat is selected
with a capacity of 26 persons from the standard particulars. Lifeboat dimensions are as below. And this
lifeboat is placed on 1st Super Structure deck, for easy embarkation in rescue conditions and to satisfy the
minimum vertical height from design water line. Also the longitudinal position is fixed as mentioned at
least of 1 1/2 times length of the lifeboat forward from the ship propeller position.
Dimensions:
Length = 6.71m, Beam = 2.21m, Height = 0.84 m
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 hold region. Web frame (ring structure) spacing in cargo
hold region is to be 3 to 4 frame spaces and not to be greater than 3.6 m.
That is in cargo hold region bulkheads are to coincide with web frame spacing.
From IRS rules frame spacing
450+2L (mm) (transverse framing)
450+2x194 = 838 mm  800mm (Assumed value) ------- > (1)
For longitudinal framing
frame spacing = 550+2L = 550+2x194 = 938mm.
 1000mm (Assumed value) ------- > (2)
Note: This is also taken as a multiple of moulded breadth i.e. 25 m
135
In peak and cruiser sterns the frame spacing is 600 [mm] or (1) whichever is lesser.
In between collision bulkhead and 0.2L from F.P. the frame spacing is 700[mm] or (1) whichever is lesser.
Disposition of bulkheads:
BULKHEAD REQUIREMENTS:
All ships are to have a collision bulkhead, an aft peak bulkhead, generally enclosing the stern tube in a
water tight compartment and a watertight bulkhead at each end of the machinery spaces.
Total number of bulkheads
Total number of bulkheads

Length L(m)
Machinery amidships Machinery aft
 65 4 3
>65  85 4 4
>85  105 5 5
>105  115 6 5
>115  125 6 6
136
>125  145 7 6
>145  165 8 7
>165  190 9 8
to be considered to be considered
>190
individually individually
For the ship length L= 194 m, machinery is located in the aft
Number of bulkheads=8
Collision bulkhead:
The collision bulkhead position is given by not more than 0.08L L from the fore end of LL, provided that
the application is accompanied by calculations showing that flooding of the space forward of the collision
bulkhead will not result in any part of the freeboard deck becoming submerged, or any acceptable loss of
stability.
COLLISION BULKHEAD POSITION
For ships other than passenger ships, the distance X C from the forward perpendicular (FP) to the collision
bulkhead is to be within the following limits:
XC min =0.05LL – XR (m) for L<200m

= 10- XR (m) for L≥200m
XC max =0.08 LL - XR (m)
For ships with ordinary bow shape, XR = 0
For ships having any part of the underwater body extending forward of the FP, eg. Bulbous Bow
XR = the least of,

- G/2 = 2.50/2 = 1.25m
137
- 0.015 LL (m) = 0.015 �194.16= 2.91m
- 3.0 (m)
Where, G = the distance from FP to the forward end of the protruded part (m)
LL = the loadline length of the vessel (m), as per the International Loadline
Convention. = 194.16m
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.
 XR = 1.25m
XC min =0.05LL – XR (m) for L<200m (as L=194m < 200)

= (0.05 �194.16) – 1.25 = 8.46m
XC max =0.08 LL - XR (m)

= (0.08 �194.16) – 1.25 = 14.28m
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 bulkhead from A.P = 0.035LL = 6.80 m
Distance from the A.P. to after peak bulkhead = 6.80 m
Position of Aft peak bulkhead is at Frame no: 12
Double Bottom Height:
According to IRS,
138
Centre girder is to have a depth of not less than that given by:
DDB = 250+20B+50T
B = 25 m
T = 11.29 m
 DDB = 250+20(25) +50(11.29) =1314.5 mm
Double bottom height depends on the strength requirements of the classification society tank volume
required for fuel oil and from the construction point of view.
 From above, DDB is taken as 1.8 m for satisfying the above rule requirements
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.
139
Diameter of the propeller = 7.11 m
R=Radius of the propeller=7.11/2 =3.555 m
At 0.7 R = 2.49m
a > 0.1 D ; a > 0.711
b > (0.35-0.02Z) D; b >1.92
c > (0.24-0.01Z) D; c>1.42
e > 0.035D; e>0.249
‘f' should be as maximum as possible.
The bottom clearance is taken as, e=0.249m
H=Height of the shaft from base line=R + 249 mm= 3.555 +0.249=3.804m
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)
= 3804 -1085 -50-60 mm
140
= 2.609 m ≈ 2.60m
Note: Selected Engine is SULZER RTA 48T
TL  B   2 11.29 �194 � � 25 � � 2

2 2
Rudder: Area of rudder, Ar= 1  25   m = �1  25 � � �m

100   L   100 � �194 � �
= 30.995 m2 ≈ 40.0 m2
Length of Rudder=4.0m; Height of Rudder=10.0m). Rudder post is positioned on After Perpendicular.
The details of framing is given below:
Position Frame numbers Number of frames Frame spacing(mm) Length(m)
A.P to after peak 0 to 12

12 600 7.20
bulkhead
After peak
bulkhead to
12 to 45 33 800 26.40
forward engine
room bulkhead
Hold no. 7 45 to 72 27 800 21.60
141
Hold no. 6 72 to 99 27 800 21.60
Hold no. 5 99 to 126 27 800 21.60
Hold no. 4 126 to 153 27 800 21.60
Hold no. 3 153 to 180 27 800 21.60
800(frame 180 to
197)
Hold no. 2 180 to 208 28 21.30
700(frame 197 to
208)
208 to 237 29 700 20.3

Hold no.1
Collision 237 to 255

18 600 10.80
bulkhead to F.P.
Total length =
194 m
Position of Engine casing Aft Bulkhead: Frame 27
Position of Engine casing Forward Bulkhead: Frame 39
Position of After Peak bulkhead of Super Structure: Frame 22
Position of Forward bulkhead of Super Structure: Frame 45
Accommodation
Crew accommodation depends on Gross Registered Tonnage. GRT of the ship up to upper deck is
17235.45Tons. 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)
142
S.NO. DESCRIPTION RULE L �B ACTUAL LOCATION REMARKS
1 Meat Stores 3.2*3 9.60 Upper deck
(2.4*1)+
`2 Vegetable Stores 9.60 Upper deck
(2.4*3)
3 Fish Stores 4*2 8.00 Upper deck
4 Dairy Products 2.4*2 4.80 Upper deck
5 Dry provision Room 4*3 12.00 Upper deck
6 Handling Room 2.4*3 7.20 Upper deck
7 Linen Stores 4.52 Upper deck
8 Deck Store 1.6*4 6.40 Upper deck
9 Dispensary 7.40 Upper deck
10 Medical Cabinet 1.6*1 1.60 Upper deck
11 Crew Change Room 2.4*2 4.80 Upper deck
12 Laundry/Drying Room 7.00 Upper deck
(4*6)+
13 Galley 26.40 Upper deck
(2.4*1)
14 Shore Connection Box 1.6*2 3.20 Upper deck
Water Closet & Wash

15 2.4*4 9.60 Upper deck
Accommodation. (Crew)
0.7 per (6.4*2)+

16 Crew Mess & recreation room 16.00 Upper deck 19/1 (a), (b)
officer (1.6*2)
17 Crew Pantry 3.2*2 6.40
18 Engine Store 1.6*4 6.40 Upper deck
Acetylene/Oxygen Room Bottle (1.6*1)+

19 4.80 Upper deck
Room (3.2*1)
20 Carbon Dioxide Bottle Room 8.80
3.25 per
21 Suez Canal Crew - 6 Persons 4.8*3 14.40 Upper deck
rating
3.25 per
22 Laundry crew - 1 Person (2.4*3)/2 3.60 Upper deck 16 / 4 (a) / (iii)
rating
3.25 per
23 Crew -(Engine side) -9 Persons 9*(2.4*3) 32.40 Upper deck 16 / 4 (a) / (iii)
rating
24 Crew - (Deck side) - 6 Persons 3.25 per 6*(2.4*3) 21.60 Upper deck 16 / 4 (a) / (iii)
143
rating
3.25 per
25 Catering Crew - 4 Persons 4*(2.4*3) 14.40 Upper deck 16 / 4 (a) / (iii)
rating
26 C / P Duct 1.6*2 3.20 Upper deck
SUPER STRUCTURE DECK – 1
AREA (m2)
S.NO. DESCRIPTION RULE L×B ACTUAL LOCATION REMARKS
27 Library 1.6*3 4.80 SS-1
28 Fourth Engineer 7.50 3.2*4 12.80 SS-1 16/4(b)/ (iii)
29 Fifth Engineer 7.50 3.2*4 12.80 SS-1 16/4(b)/ (iii)
7.50 per
30 Petty Officer - (Deck side)-2 2*(3.2*3) 19.20 SS-1 16/4(b)/ (iii)
officer
7.50 per
31 Petty Officer -(Engine side)-2 2*(3.2*3) 19.20 SS-1 16/4(b)/ (iii)
officer
32 C/P Duct 1.6*2 3.20 SS-1
Petty Officers Mess & recreation 1.0 per

33 3.2*2 6.40 Upper deck 19/1 (a), (b)
room officer
34 Petty Officers Pantry 3.2*2 6.40
35 Life Boat 11.58 SS-1 6.71*2.21*0.84
36 Refrigerating machinery 3.2*3 9.60 SS-1
37 Bond Stores 2.4*3 7.20 SS-1
38 Electrical Stores 2.4*3 7.20 SS-1
39 Emergency Generator Room 3.2*3 9.60 SS-1
40 Swimming pool tank 2.4*4 9.60 SS-1
41 Gymnasium 3.2*3 9.60 SS-1
42 Engine office 2.4*2 4.80 SS-1
43 Deck office 2.4*2 4.80 SS-1
44 Third Engineer 7.50 3.2*4 12.80 SS-1 16/4(b)/ (iii)
45 Third Officer 7.50 3.2*4 12.80 SS-1 16/4(b)/ (iii)
144
SUPER STRUCTURE DECK - 2
AREA (m2 )
46 Chief Officer's Day Room 7.50 3.2*3 9.60 SS-2 16/4(b)/ (iii)
47 Chief Officer's Bed Room 7.50 3.2*3 9.60 SS-2 16/4(b)/ (iii)
48 Second Engineer's Day Room 7.50 3.2*3 9.60 SS-2 16/4(b)/ (iii)
49 Second Engineer's Bed Room 7.50 3.2*3 9.60 SS-2 16/4(b)/ (iii)
50 Electrical Officer 7.50 3.2*3 9.60 SS-2 16/4(b)/ (iii)
51 C/P Duct 1.6*2 3.20 SS-2
52 Petty Officer - (Chief Steward) 7.50 3.2*3 9.60 SS-2 16/4(b)/ (iii)
1.0 per (1.6*5)+

53 Mess & recreation room(Officers) person (3.2*3) 17.60 SS-2 16/1 (a)
54 Officers Pantry 3.2*2 6.40 SS-2
55 Officers Smoke Room 3.2*2 6.40
(1.6*5)+
56 Hobby Cum Games Room (3.2*2) 14.40 SS-2
57 Swimming pool 2.4*4 9.60 SS-2
SUPER STRUCTURE DECK - 3
AREA ( m2)
58 Captains Day Room 7.50 3.2*3 9.60 SS-3 16/4(b)/ (iii)
59 Captains Bed Room 7.50 3.2*3 9.60 SS-3 16/4(b)/ (iii)
60 Owner's Day Room 7.50 3.2*3 9.60 SS-3
61 Owner's Bed Room 7.50 3.2*3 9.60 SS-3
145
7.50 per
62 Cadets - 2 cadet 2*(4.8*2) 19.20 SS-3 16/4(b)/ (iii)
63 Second Officer 7.50 3.2*3 9.60 SS-3 16/4(b)/ (iii)
64 Fire Point 1.6*1 1.60 SS-3
65 C/P Duct 1.6*2 3.20 SS-3
(1.6*6)+
66 Officers Change Room 2*(3.2*1) 16.00 SS-3
67 Chief Engineer's Day Room 7.5 3.2*3 9.60 SS-3 16/4(b)/ (iii)
68 Chief Engineer's Bed Room 7.5 3.2*3 9.60 SS-3 16/4(b)/ (iii)
NAVIGATION BRIDGE DECK
AREA ( m2 )
NVA BRIDGE
(1.7*10)+
69 Wheel House (1.5*7) 27.50 DECK
146
NVA BRIDGE
(4.8*3)+
70 Chart Room (1.6*2) 17.60 DECK
NVA BRIDGE
71 Battery Room 1.5*1.5 2.25 DECK
NVA BRIDGE
72 Pilot cabin 4.8*5 24.00 DECK
NVA BRIDGE
73 Toilet 1.5*1.5 2.25 DECK
Doors All rooms- (0.6 x 2.0) m2
Windows All rooms- (0.6 x0.7) m2
147

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PRELIMINARY DESIGN OF 30,000 TONNES DEADWEIGHT

BULK CARRIER OF SERVICE SPEED

S.No ACTIVITY Pg No.

1. Fixing of Preliminary main dimensions, coefficients of form, 3

2. Preliminary Freeboard Calculation Using L.B.P as 24

3. Finalization of LINES PLAN of ship Using B.S.R.A. Results 30

4. Sectional Areas and Vertical Moments W.R.T. Baseline at 41

5. Hydrostatic Characteristics of Ship. 44

6. Final Freeboard Calculation As Per Load Line Regulation 51

8. Wetted surface area 66

10. Propeller design 80

And Light Ship Weight Using Empirical Formulas

12. Estimation of Capacities of Double bottom and Holds including 94

13. General Arrangement 131

PRELIMINARY SHIP DESIGN

SHIP TYPE: BULK CARRIER

DEAD WEIGHT: 30000Tonnes

SERVICE SPEED: 18 KNOTS

FIXING OF MAIN DIMENSIONS, COEFFICIENTS OF FORM AND

Basic Design of the Ship

and tonnage measurement.

EMPIRICAL FORMULAE ON SPEED & DISPLACEMENT IN FINDING OUT THE BLOCK

1). SCHNEEKLUTH'S FORMULA:

Where, FN = Froude number =

VS = Service speed in m/s

L = Length between Perpendiculars (m)

g = acceleration due to gravity (m/s2

Where, Fn = Froude number

L = Length between Perpendiculars (m)

B = Moulded Breadth (m)

3). JENSON FORMULA:

CB3 = -4.22 + 27.8 -39.1FN + 46.6

For 0.15< FN < 0.32

4). ALEXANDER'S FORMULA:

Where, Vt = Trail speed in knots = (service speed + 0.5 knots)

L = Length between Perpendiculars (m)

5). AYRE'S FORMULA:

· DISPLACEMENT (∆) = CB*L*B*d*1.025

Where, CB= Block Coefficient of Fineness

L= Length between perpendiculars (m)

B= Moulded Breadth (m)

d= Moulded Draft (m)

· STEEL WEIGHT (WS):

where, L= L.B.P (m)

CD avg =(0.77+ 3*0.78 + 7*0.79 + 5*0.80 + 2*0.82 + 2*0.84)/20

Finalized Dead Weight coefficient CD = 0.80

Displacement (Δ) = Dead Wt./CD

Vol. of Displacement = Displacement/1.025

CALCULATION OF LENGTH BETWEEN PERPENDICULARS:

L.B.P. = Length between perpendiculars (m)

=Volume of displacement = 36585.36m3

g=Acceleration due to gravity=9.81 m/s2

V=Service Speed =18 × 0. 5144= 9.26m/sec.

Where, LBP = Length between perpendiculars (M)

D = Displacement = 36585.36 × 1.025 = 37500 tonnes

V = Service speed = 18 knots

LBP  36585.36 0..3  18 0..3  3.2

Where, V = Trail speed= service speed + 0.5 knots = 18.5 knots

1. FROM L.B.P. Vs SPEED GRAPH LBP1 = 173.21m

· DISPLACEMENT (∆) = CBLBd1.025

CD avg =(0.77+ 30.78 + 70.79 + 50.80 + 20.82 + 2*0.84)/20