CHAPTER 7

GENERAL ARRANGEMENT

7.1 INTRODUCTION

The general arrangement can be defined as the arrangement of spaces for all the
required functions and equipment’s, properly coordinated for location and access. The
first step involved in the drawing the general arrangement is the layout and location of
main spaces and their boundaries within the ship hull and superstructure. These spaces
are namely cargo spaces, machinery spaces, tanks and crew accommodation areas. The
requirements to be satisfied are the watertight sub-divisional integrity, adequate
stability, structural integrity and adequate access to spaces. The basic frame spacing has
been taken as per DNV-GL rule. When a new ship is designed, one of the primary steps
involved in the development of the concept is designing its General Arrangement and
allocating proper spaces according to the requirements of the owner and functionality
of the ship. Since almost all ships have something unique in their general arrangement,
there is no specific procedure with rules stated for the same. But despite of that, a naval
architect needs to know the basic procedure to follow to come down to an optimum
design.

The allocation and dimension of main spaces like the length of cargo tanks, the width
of double skin and height of double bottom etc., of double-hull tankers are determined
by the regulation 13 F MARPOL 73/78 for the construction of new tankers. All new
tankers of dead weight above 5000 t are to have either a double hull or damage to the
hull due to collision or grounding. The mid-deck arrangement makes use of a horizontal
subdivision (mid-deck) of the cargo spaces so that the oil pressure is reduced to level
less than the hydrostatic pressure. As a result of even if the hull is damaged their oil
outflow will be considerably reduced. Double hull construction makes use of wing
tanks and double bottom spaces through the cargo region so that even if the router is
damaged oil out-flow will not occur. Double hull construction is the modern trend.

7.2 FRAME SPACING

The frame spacing is then calculated by the formula specified in the rule book of the
authorized classification society. The value obtained from the formula is generally
67
rounded off to the nearest hundreds or fifties, to attain ease of production and design.
Where the frame spacing are the reference line in the general arrangement plan the
spacing of the frame spacing where shown in Table 7.1.

Table 7.1: Frame Spacing

Transverse Framing 450+2L 1090 mm

Longitudinal Framing 550+2L 1190 mm

 Transverse bulkheads
The rules specify the total number of watertight transverse bulkheads that are necessary
to maintain watertight integrity of the ship. A ship generally has four types of transverse
bulkheads:
 A fore peak collision bulkhead
 An aft-peak bulkhead
 A bulkhead at each end of machinery space
 Transverse bulkheads in cargo hold regions
 Position of collision bulkhead

Table 7.2: Position of collision Bulkhead

Description Value Unit Remark
LWL 325.50 m
LLL 315.73 M
XBE 8.03 M
XF 4.01 M

Distance of collision bulkhead should be in

XC Min 5.98 m
between these values
XC Max 22.25 m
XC 14.1 m Distance taken

7.3 BALLAST TANKS OR SPACES

According to regulations 13F and 13G of MARPOL 73/78 the entire cargo length
should be protected by ballast tanks or spaces other than cargo and fuel oil tanks.

 Wing tanks or spaces

Wing tank or spaces should extend the hull length of ship side, from the top of the
double bottom to the upper most deck, disregarding a rounded guwale where fitted.

68
They should be arranged such that the cargo tanks are located in board of section is
measured at right angles to the side shell as specified below.
DWT
W = 0.5 + m or W = 2 m, Which is the lesser (7.1)
20000

The minimum values of W is 1 m.

 Double bottom tanks or spaces

At any cross section the depth of each double bottom tank or space is such that the
distance h between the bottom of the cargo tanks and moulded line of the bottom shell
plating measured at right angles to the bottom shell plating is not less than specified
below:
B
h= m or h = 2 m, which is lesser (7.2)
15

The minimum values of h is 1.0 m

 Size and arrangement of cargo tanks
The length of each cargo tank shall not exceed 10cm or nor of the following values,
whichever is the greatest
When two or more longitudinal bulkheads are provided inside the cargo tanks
 For wing cargo tanks 0.2LBP
 For centre cargo tanks

ifbi 1
− > 0.2LBP (7.3)
B 5

ifbi 1
− < 0.2LBP (7.4)
B 5

bi
(0.5 + 0.1) LBP m, where no centreline bulkhead is provided
B

bi
(0.25 + 0.15) LBP m, where a centreline bulkhead is provided
B

7.4 DETAILS OF ACCOMMODATION

The accommodation are designed basis on of the minimum stipulated areas and
volumes based on Indian Merchant Shipping Act and Ship Design methods by Watson
and Gilfillan. This Convention applies to every sea-going ship, whether publicly or
privately owned, which is engaged in the transport of cargo or passengers for trade or
69
is employed for any other commercial purpose, which is registered in a territory for
which this Convention is in force, and of which the keel is laid, or which is at a similar
stage of construction, on or after the date of coming into force of the Convention for
that territory.

Table 7.3: The heights of various accommodation tiers

A deck tier 2.85 m

B deck tier 2.85 m
C deck tier 2.85 m
NAV.Deck 2.85 m
COMP. Deck 2.85 m
Total 14.25 m

Crew Accommodation Requirements

 Article 5
1. The floor area per person of sleeping rooms intended for ratings shall be not less
than
a. 3.75 square meters (40.36 square feet) in ships of 1,000 tons or over but less
than 3,000 tons;
b. 4.25 square meters (45.75 square feet) in ships of 3,000 tons or over but less
than 10,000 tons;
c. 4.75 square meters (51.13 square feet) in ships of 10,000 tons or over.
2. Provided that the floor area per person of sleeping rooms intended for two ratings
shall be not less than
a. square meters (29.60 square feet) in ships of 1,000 tons or over but less than
3,000 tons;
b. 3.25 square meters (34.98 square feet) in ships of 3,000 tons or over but less
than 10,000 tons;
c. 3.75 square meters (40.36 square feet) in ships of 10,000 tons or over.
3. Provided also that the floor area of sleeping rooms intended for ratings in passenger
ships shall be not less than
a. square meters (25.30 square feet) per person in ships of 1,000 tons or over but
less than 3,000 tons;
b. In ships of 3,000 tons or over
i. 3.75 square meters (40.36 square feet) in rooms accommodating one person;
ii. 6.00 square meters (64.58 square feet) in rooms accommodating two
persons;
70
 iii. 9.00 square meters (96.88 square feet) in rooms accommodating three
persons;
iv. 12.00 square meters (129.17 square feet) in rooms accommodating four
persons.
4. The number of ratings occupying sleeping rooms shall not exceed two persons per
room, except in passenger ships where the maximum number permissible shall be
four.
5. The number of petty officers occupying sleeping rooms shall not exceed one or two
persons per room.
6. In sleeping rooms for officers, where no private sitting room or day room is
provided, the floor area per person shall not be less than 6.50 square meters (69.96
square feet) in ships of less than 3,000 tons, and not less than 7.50 square meters
(80.73 square feet) in ships of 3,000 tons or over.
7. In ships other than passenger ships an individual sleeping room shall be provided
for each adult member of the crew, where the size of the ship, the activity in which
it is to be engaged, and its layout make this reasonable and practicable.
8. Where practicable in ships of 3,000 tons or over, the chief engineer officer and the
chief navigating officer shall have, in addition to their sleeping room, and adjoining
sitting room or day room.
9. Space occupied by berths and lockers, chests of drawers and seats shall be included
in the measurement of the floor area. Small or irregularly shaped spaces which do
not add effectively to the space available for free movement and cannot be used for
installing furniture shall be excluded.
10. The minimum inside dimensions of a berth shall be 198 centimeters by 80
centimeters (6 feet 6 inches by 2 feet 7.50 inches).

 Article 6:
1. The floor area of mess rooms for officers and for ratings shall be not less than 1
square meter (10.76 square feet) per person of the planned seating capacity.
2. Mess rooms shall be equipped with tables and approved seats, fixed or movable,
sufficient to accommodate the greatest number of members of the crew likely to use
them at any one time.
3. There shall be available at all times when members of the crew are on board
a. A refrigerator, which shall be conveniently situated, of sufficient capacity for
the number of persons using the mess room or mess rooms;
71
 b. Facilities for hot beverages; and
c. Cool water facilities.

Table 7.4: Number of officers in the ship

Captain 1
Chief Officer 1
Deck Side Second Officer 2
Third Officer 3
Total 7
Chief Engineer 1
Second Engineer 1
Third Engineer 3
Engine Side
Fourth Engineer 4
Electrical Engineer 1
Total 10
Deck rating including Petty
4
Officers
Engine rating including Petty
3
Other crews Officers
Stewards 3
Catering 3
Total 13
Total crew 30

Table 7.5: Room calculations in the ship

Required Available
Crews and rooms Minimum Area (m2)
Area Area
Captain & Chief
20 + 4(bath) 24 51.29
Engg
Officer Chief Officer & 2nd 10 + 3(toilet) 13 34.67
Engg
Other Officers 10+3(toilet) 13 25.72
1.5 per seat for 60%
10.5 65.02
Messes and Mess for Crew occupancy
Recreation Recreation room for
rooms 1.5 per seat for
deck and engine 18 30
100% occupancy
ratings
Wheelhouse, Wheel house 30 30 115.64
Radio Chart room 15 15 12.50
rooms,
Chartroom 8+2.5 per radio
10.5 14.98
Radio room officer
Galley Area per person
0.65 19.5 40.84
served
Laundry including 50+0.07
Laundry 52.1 61.11
ironing rooms complement
72
 Guard Rails

Guard rails are provided on the ship balcony and also the sides of roof in which help to
prevent from accidents. SOLAS has provide any safety criteria in which need to be
followed during the ship design. Fixed, removed or hinged stanchions shall be fitted
about 1.5m apart. At least every third stanchion shall be supported by a bracket or stay.

Figure 7.1: Guardrail stanchion

 Ships lifeboats

The cubic capacity of a lifeboat should be determined by Simpson’s rules or by any

other method giving the same degree of accuracy. The accepted CB for a ship’s lifeboat
constructed of wooden planks is 0.6 and this is the figure to be used in calculations
unless another specific value is giving. Thus, the cubic capacity of a wooden lifeboat
can be found using the formula:

Volume = (L × B × Depth × 0.6)cubic metres (7.5)

The number of persons which a lifeboat may be certified to carry is equal to the greatest
whole number obtained by the formula V/x where ‘V’ is the cubic capacity of the
lifeboat in cubic metres and ‘x’ is the volume in cubic metres for each person. ‘x’ is
0.283 for a lifeboat 7.3 metres in length or over, and 0.396 for a lifeboat 4.9 metres in
length. For intermediate lengths of lifeboats, the value of ‘x’ is determined by
interpolation. Current ship is designed with the lifeboat of 54 person in it.

73
7.5 CAPACITY CALCULATION

The amount of fuel oil required is calculated after choosing the engine concerning the
power requirement. This is done with Specific fuel oil consumption of the engine which
is provided at the engine specification and range of the ship. The requirement of lube
oil is also calculated by a similar method using Specific lube oil consumption. There
are many tanks in the tanker vessels, in which fuel tank is the important were the
calculation shown in the Table 7.6.

Table 7.6: Fuel Tank Capacity

Range 2515 Nm As Per requirement

Speed 15.5 Knots Service speed
Required Power 17293 Kw Refer manual
No on Engines 1 Nos One engine
Doose-Man
Engine - 16V51/60DF (Page no: 66)
V51/60DF
Gram per Kilowatt Hour of fuel
SFOC 179.5 g/KWh
req.
Kg/KW Kilogram per Kilowatt Hour of
SFOC 0.1795
h fuel req.
3
Density of Fuel oil 1010 Kg/m
Density of Fuel oil 1.01 kg/L the density of petroleum diesel
SFOC 3043.95 l/hr liters per hour
Time 7 Days As Per requirement
Time 168 Hours As Per requirement
Fuel req. 511385.00 Liters For one Engine
3
Total vol Req 511.38 m Volume of fuel tank required
Weight of fuel
t
required 506.32

HFO is the tank which would be required to store fuel, so as per the voyage the ship
needs to be designed storage of HFO the calculation shown in the Table 7.7. The other
tank would be the lube oil tank in which calculation was shown in the Table 7.8.

Table 7.7: HFO Tank Capacity

Description Value Units

Mass of HFO 1159.211 Tonnes
Allowance 10%
Mass of HFO with Allowance 1275.132 Tonnes
Density of HFO 0.93 T/m3
Volume of HFO 1371.11 m3
Available Volume m3

74
 Table 7.8: LO Tank Capacity

Description Value Units

Mass of LO 38.25 Tonnes
Density of LO 0.867 T/m3
Volume of LO 44.12 m3
Available Volume m3

Freshwater important in the ship for the daily use and also for cooking for that there
should be provided with the thanks for the storage. The tanks were designed as per the
voyage days so the calculation of the fresh eater capacity was shown in the Table 7.9
and waste capacity in Table 7.10.

Table 7.9: Fresh water capacity

Description Value Units Remark

FW for each crew (Per Day) 200 Lit liters per day
FW for Overall Crew (Per Day) 6000 Lit liters for 8.5 days
FW For Cooking (Per Day) 150 Lit
FW for Overall Crew (Total Sailing Day) 1.05 Tons
FW For Cooking (Per Day) 150 Lit liters per day
Other Purposes 2 Tons
Fresh water consumption per day 6 t
Fresh water consumption per voyage 42 t
Fresh water density 1 t/m3
Fresh water tank capacity 45.05 m3
Available volume m3

Table 7.10: Waste water capacity

Description Value Units Remark
Grey water/person/day 200 litre
Grey water per day 6 Grey water tank capacity
grey water per voyage 42 t
Black water/person/day 100 litre
Black water per day 3 t Black water tank capacity
Black water per voyage 21 t
Sewage weight per voyage 63
Sewage density 1.4
Sewage water tank capacity
Sewage tank capacity 45 m3
Available Volume m3

75
The other import tank would be the ballast tank was the calculation was done as per the
literature mentioned by Vessel and Ballast water by Matej David. The ballast tank
calculation was done 20% cargo weight is carried as the ballast water as shown below.
Δballast water = 46000 T
The other important tank would be the Bilge tank were this stores the all waste from
the ship. The pump calculation and capacity were shown in the Table 7.11.

Table 7.11: Bilge Tank Capacity

Description Value Units
Engine power 41668.47 KW
Bilge holding tank capacity 123.33694 m3
bilge pump diameter (d) 303.6977718 mm
Pump capacity (Q) 530.3359354 m3/hr

Where using Maxsurf software has been calculated the centre of gravity position of the
tank. In this ship, there would be present different types of tanks, in which all the tank
calibration has been done using the Maxsurf software were shown below.

 Cargo Tank

Figure 7.2: Cargo Tank Calibrations in ship

100
90 FSM
Cargo Tank % Full

80 VCG
70
60 TCG
50 LCG
40 Capacity
30 Ullage
20
10 Sounding
0
0 3 6 9 12 15 18 21 24 27 30
Soundings & Ullage m
0 25000 50000 75000 100000 125000 150000 175000 Cargo Tank 225000 250000
200000
Capacity tonne Trim: 0 m; Heel: 0 deg to starboard
Sounding
0 20 40 60 80 100 120 140 Ullage160 180 200
Capacity
Centre of Gravity m LCG
0 300000 600000 900000 1200000 1500000 1800000 2100000 2400000
TCG 2700000 3000000
VCG
Free Surface Moment tonne.m FSM

Figure 7.3: Cargo Tank calibration graph

76
 Ballast Tank

Figure 7.4: Ballast tank calibration

100
Ballast Tank % Full

90 FSM
80 VCG
70
60 TCG
50 LCG
40 Capacity
30 Ullage
20
10 Sounding
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 2.2
Soundings & Ullage m
0 3000 6000 9000 12000 15000 18000 21000 24000 Ballast27000
Tank 30000 33000
Capacity tonne Trim: 0 m; Heel: 0 deg to starboard
Sounding
0 20 40 60 80 100 120 140 160 Ullage180 200 220
Capacity
Centre of Gravity m LCG
0 300000 600000 900000 12000001500000180000021000002400000270000030000003300000
TCG
VCG
Free Surface Moment tonne.m FSM

Figure 7.5: Ballast Tank calibration graph

 Wing Tank

Figure 7.6: Wing Tank celebration

Ballast water may be taken onboard by ships for stability. If the ship is travelling
without cargo, or has discharged some cargo in one port and is on route to its next port
of call, the ballast may be taken on board to achieve the required safe operating
conditions, the ballast water calibration where shown in Figure 7.5. The wing tanks are
the additional space for ballast and the sloping margins of the tank top to collect the
cargo part of the hold, where shown in the Figure 7.7 and Figure 7.8.

77
 100

Wing Tank (S) % Full

90 FSM
80 VCG
70
60 TCG
50 LCG
40 Capacity
30 Ullage
20
10 Sounding
0
0 3 6 9 12 15 18 21 24 27 30 33
Soundings & Ullage m
0 1000 2000 3000 4000 5000 6000 7000 Wing Tank
8000 (S) 10000 11000
9000
Capacity tonne Trim: 0 m; Heel: 0 deg to starboard
Sounding
0 20 40 60 80 100 120 140 160 Ullage180 200 220
Capacity
Centre of Gravity m LCG
0 20 40 60 80 100 120 140 160 TCG 180 200 220
VCG
Free Surface Moment tonne.m FSM

Figure 7.7: Wing Tank (S) calibration graph

100
Wing Tank (P) % Full

90 FSM
80 VCG
70
60 TCG
50 LCG
40 Capacity
30 Ullage
20
10 Sounding
0
0 3 6 9 12 15 18 21 24 27 30 33
Soundings & Ullage m
0 1000 2000 3000 4000 5000 6000 7000 Wing Tank
8000 (P)
9000 10000 11000
Capacity tonne Trim: 0 m; Heel: 0 deg to starboard
Sounding
-50 -25 0 25 50 75 100 125 150 175
Ullage 200 225
Capacity
Centre of Gravity m LCG
0 20 40 60 80 100 120 140 160 TCG 180 200 220
VCG
Free Surface Moment tonne.m FSM

Figure 7.8: Wing Tank (P) calibration graph

The ship were provided with other tanks which include the freshwater tank, sewage
tank, lube oil tank and slope tank which were shown in the Figure 7.9. Where the
capacity calculation for the freshwater tank shown in the Table 7.9 and other tank
calibration were done to get the proper tank capacity. Where the lube oil tank and
freshwater tanks were provided near to the engine room or to the superstructure. Where
the lube in provides on top of the engine room in which help to quick access of the oil
to the engine. Other Tanks in this were shown in the Figure 7.9.

Figure 7.9: Other tanks in the ship

78
7.6 CHAPTER SUMMERY

This chapter discusses the general arrange plan and also the capacity a plan of the tanks
in the ship. Where the general arrangement plan was drawn as per the DNV-GL
standard rule. The room’s spacing was done as per the requirements and from other
standards. The tank calibration were done as per the voyage time and also requirements
of the fuel. As per the capacity calculation, tanks were calculated and calibration was
done in the Maxsurf Stability to determine the position and calibration graph of each
tank.

79
 CHAPTER 8

SCANTLING CALCULATION

8.1 INTRODUCTION

In this discuss the scantling calculation and other important calculation for the ship.
Scantling calculation was done using the DNV-GL class rule and the stiffeners were
selected from the available stiffeners catalogue. Where the scantling calculation is done
to the midship section of the ship. The other calculation were discussed in this chapter
are the freeboard calculation, tonnage calculation, equipment number and lightship
calculation. Tonnage calculation s were done using the ILLC rule, tonnage calculation
using the available formula from the literature and the equipment calculation using the
DVG-GL rule. And lightship calculation was done to calculate the lightship weight and
the shear force and bending moment diagram were drawn using the Maxsurf Stability.

8.2 SCANTLING OF MIDSHIP

In shipbuilding, the scantling refers to the collective dimensions of the framing (apart
from the keel) to which planks or plates are attached to form the hull. The word is most
often used in the plural to describe how much structural strength in the form of girders,
I-beams, etc. is in a given section. The scantling length refers to the structural length of
a ship. In shipping, a "full scantling vessel" is understood to be a geared ship that can
reach all parts of its own cargo spaces with its gear.

 Scantling calculations for midship

The dimensions of all the structural members of the ship (plates, stiffeners, girders,
beams, pillars, etc.) are collectively called scantlings. The loads calculated in Step 1 are
used to arrive at the scantlings, and this is calculated for structural members at every
frame.

 Midship section modulus

The midship section structural drawing is prepared according to the calculated
scantlings. This is followed by locating the neutral axis of the midship section and
calculating the section modulus of the midship section. Two criteria are to be satisfied
at this stage:

80
1. The obtained midship section must be equal to or more than the minimum section
modulus value obtained by the empirical formula in the rule book.
2. The bending stress at the deck and the keel are calculated, and it is checked if the
stress values are within the required factor of safety.

Method for calculations:

 For plates

In the case of plates, the Design pressures at each section are calculated,
 Allowable stresses are calculated,
 And all the factors that are related to every relation is calculated,
 And by using those values thicknesses are determined.
 For stiffeners and longitudinal
 In the case of longitudinal and stiffeners, the section modulus values are calculated,
 And they those values are compared with the rule section modulus given in the rules
to find out the final scantlings.

Table 8.1: Rule dimensions

SI.No. Item Symbol Value Units
1 Rule Length L 312.48 m
2 Breadth B 58.00 m
3 Depth D 28.00 m
4 Draught T 20.80 m
5 Block Co-efficient CB 0.81
6 Load Line length LL 325.50 m
7 Speed V 15.50 Knots
8 Stiffener Spacing s 800 mm

 Minimum thickness
The thickness without corrosion allowance for each component was calculated and
correction allowance 5% were added to minimum thickness shown in Table 8.4.
According to DNV-GL rule thickness were calculated Equation (8.1).

t = a + bL2 √k (8.1)

 Rule length (L2)

The rule length L is the distance in m, measured on the waterline at the scantling draught
TSC from the forward side of the stem to the centre of the rudderstock. L shall not be
less than 96%and need not exceed 97% of the extreme length on the waterline at the
scantling draught TSC.
81
Keel plating shall extend over the bottom for the full length of the ship. The width of
the keel strake, in m, shall not be less than 0.8+ L/200, but need not be taken greater
than 2.3. For the current design of oil tanker keel plating were selected as 2.3 and length
of keel plate would be 1.15m.

Table 8.2: Frame Spacing principal for scantlings and structure details
Item Formulae Value Units
Frame Spacing Between aft peak and 0.2L from F.P
Transverse Framing 450 + 2L 1090 mm
Longitudinal Framing 550 + 2L 1190 mm
In peaks and Cruiser Stern 600 mm
Between Collision Bulkhead. and 0.2L from F.P 700 mm

The frame spacing was done for the arrangement of the stiffener and also the framing.
For the current study the scantling calculation were done by the transverse framing. The
frame spacing were shown in the Table 8.2 and different design load condition were
calculated for the plate to check the load can be withstand with the selected plate shown
in Table 8.3.
 Hull structure and strength
The structural design of the hull of a ship amounts to approximately 70 per cent of the
total structural design of the ship. The stages in designing the hull structure are as
follows
 Step 1: Calculation of Loads on the Hull: This is where the classification society
rules come into play. Rulebooks have specialized formulae for calculation of wave
loads on the ship’s hull. The still water bending moment, wave bending moment,
and shear forces are to be calculated using these formulae. These load values act as
set points in the entire structural design process.
 Step 2: Scantling Calculations for Midship: The dimensions of all the structural
members of the ship (plates, stiffeners, girders, beams, pillars, etc.) are collectively
called scantlings. The loads calculated in Step 1 are used to arrive at the scantlings,
and this is calculated for structural members at every frame.
 Step 3: Midship Section Modulus: The midship section structural drawing is
prepared according to the calculated scantlings. This is followed by locating the
neutral axis of the midship section and calculating the section modulus of the
midship section. Two criteria are to be satisfied at this stage:
1. The obtained midship section must be equal to or more than the minimum
section modulus value obtained by the empirical formula in the rule book.
82
 2. The bending stress at the deck and the keel are calculated, and it is checked if
the stress values are within the required factor of safety.

Table 8.3: Design load

SI.No. Item Symbol Value Units
1) Still Water Bending Moment
The still water bending moments
taken as greater of the hogging MS 146998098.50 KN-m
or sagging
The design still water bending
moment amidships ( Sagging )
Msw−s−min -124264254.90 KN-m
are normally not to be taken less
than
The design still water bending
moment amidships ( Hogging)
Msw−h−min 146998098.50 KN-m
are normally not to be taken less
than
Wave coefficient CW
10.75
300 < L ≤ 350
Distribution factor along the
fsw 1.00
ship length midship section
2) Vertical wave bending moment
For strength assessment
Mwv−h 9265460.88 KN-m
amidship in Hogging
For strength assessment
Mwv−s -10070318.27 KN-m
amidship in Sagging
3) Still water shear force
Values, at a preliminary stage,
the hull girder positive and Qsw−pos−min 1881696.08 KN
negative vertical still water
shear force, in seagoing Qsw−neg−min 1590684.26 KN
conditions may be taken as
Distribution factor along the
fqs 0.80
ship length
4) Vertical wave shear force
The vertical wave shear forces at Qsw−pos−min 4470583.70 KN
any longitudinal position, Qsw−neg−min -4470583.70 KN
5) Horizontal wave bending moment
The horizontal wave bending
moment at any longitudinal Mwh 4012660.91.00 KN-m
position
coefficient for strength
assessment
fp = fps 1.00
coefficient for fatigue
assessment
Distribution factor fm 1.00
Material Factor For Ordinary
6) K 1.00
Structural Steel.

83