" '

~ . '-" '-'

\.
.

tlomenc 1 a ture

B
.
maximum beam, molded

CB block coefficient at ready for sea displacement

C.i transverse waterplane inertia coefficient

CiL longitudinal waterplane inertia coefficient

Cp longitudinal prismatic cq~fficient

Cw waterplane coefficient
C ~ structure/machinery/outfit/ballast -weight coefficients

D molded depth, from baseline at amidships to main deck

OWL design waterline

Gr.1 metacentri c hei ght

KG height of center of gravity above baseline II
-

L length, on design waterline

lCG longitudinal center of gravity relative to the forward

perpendicular
l\4L 1ength, on design waterl i ne

T design draf~, molded, at amidships

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Introduction
." During the 1960's a considerable number of fishing vessels were constructed under

the U.S. Fishing Fleet Improvement Act. Technical files for these vessels were
. created in the Maritime Administration's Division of Small Ships. Sometime after

1970 these files ~/ere sent to Archives for permanent storage.

The r'1ar1time Admini strati on on occasion conti nues to partici pate i n fi shi ng vessel

design, in particular) serving as the design agent for the National Oceanographic

and Atmospheric Admini strati on (rIOAA). Examples of rJOAr~desi gns done by MarAd are

the Sl-M-MA124a 120-ft. Crabber/Trawler Research vessel and the PD-226 90-ft.

'. Shrimper Research vessel. Since the old fish boat files were available as a result

of being call~d out of Archives for the NOAAdesigns) an opportunity existed to

collect and reduce the data contained therein. This report is the result of such

an effort. The purpose of the report is to provide the naval architect with a
comprehensive yet easily utilized set of design curves for application in the
early s~ages of fish boat design. :
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tandards of Measurement

For the most part, the design curves are presented in the metric, or

Internatio~al System of units. The units used herein are given below:

length -meters

volume -cubic meters

displacement and weight -metric tons, equal to 1000

. kilograms. Note that 1 metric

ton = 1 cubic meter, fresh water; =
0.~75 cubic meter, sea water.

power -kilowatts
speed -knots

,All ship characteristics are based on the "ready for sea" condition,
consi stin'J of -

lightship
Crew and Effects

I
Stores

Fue1 ,~ I '\ '" ) .I

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lube Oil (r;" i,l .
Fresh Water I { I

Ice (if ca~ried)

1
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--
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.

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The hull length measurement selected is length on the design waterline at

., the ready for sea condi't1on. (Most of the design data available had 10

stations in length on waterline). Draft. depth and hull coefficients are

.molded values based on the baseline at amidships at the intersection of

hull and keel.

The Maritime Administration's wetght classification system was employed

with the steel category modified to "structure" to account for wooden

vessels. Typically. the following breakdown occurred: ,

,

Structure-

"
Hull

.House -
.~. Fastenings (for wooden vessels)

L~elding :

Outfit

Auxiliary machinery

.Piping with liquids

~
Electrical '
t
Joiner work 1
i
I

Furniture i
I

Hull outfit

Fishing outfit '\

11
Spars and rigging

. -Paint. cement. and caulking

.~ I

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. 3

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Machi!!~rl I
,~
Propulsion machinery t.
'I Machinery outfi t t...
I '

!
B&llast and~o~~~g!
,
I J
f
!,

ubic nurrber ~qua1s (LxBxD)/lOO in English units, and has been soft converted0

me~r1.~ Ur1its; (lxBxD)/2.834. To obtain the lightship category weight .inon9

tons, the product of the cubic number and the weight coefficient isalcu1ated.

For metric tons this product must be multiplied by 1.0163,lthough

for the purposes of early design the 1.0163 factor could be ignored.
5e .
of Figure~he

figures have been arranged to allow an orderly progression from initial~ssel

requirements to a first cut set of design characteristics. \~hen usingle

curves, jud~.me~)t 's'hould be ~,",~16y~d ~~' account for particular ship~quirements,

and to facilitate this process, the individual data points have

=en plotted \~ith indicators of vessel type. The symbols given below are I~produced

on the first figure, hold volurre vs. length.

0 -wood side trawler, or scalloper

0 -steel side trawler, or scalloper

~ -steel stern trawler ,

\

.Jr -steel shrimper

A -steel seiner i
f

~ -aluminum multipurpose
X -steel menhaden

J
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...",'-",-! "-.r c"~ , " i!"" [ ..i ;

_o !.: lc..llo_",_- ~~ J. U. J. ~cllJ..I.,.,/ J~

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..,.
.,

The general procedure is to enter with a hold volume requirement. select a

," length and then beam and depth from the initial t\'/O figures. With length.

. beam. and depth. the cubic number can be calculated and the next series of

curves consulted to estimate the weights and centers of the lightship

.
components. The designer is left to his own judgment to add reasonable weight

and KG marg~ns to the sum of the componentweights and KG's determtned from.
.
the curves on pp. 12 -15. It should he noted, however, that the curve of

light:hip KG/D Ys. cubic number on -p. 16 1nc1udes a KG rise.

0

The figure of propulsion power plotted against ship speed and displacement

"
should be used for gross estimation only. It assumes a propulsive coefficient
on the order of 0.50 to 0.60. The next plot. machinery weight vs. power, is :
-I
-!'
.provided as another means, besides cubic number, of estimating machinery

weight.
!

,
I

Other hull coefficients and stability parameters are given in the next several:

figures, in order to I'fl~(~;im and stability conditions to be evaluated with~ut

hydrostatic curves. Design lanes are also presented for bow height, drag of

keel, and freeboard.

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~'s~iqn Equations
The following equations mathematically represent the design curves given in the
, , ,\.. '",/, " i "" ('. "
f1gures. They are 11near 1east squared fits to the p1otted data, althougl,

logarithmic or quadratic transformations may be inv~lved. In the case of the latter~

to avoid the second order least squares computations, a location for the curve

IIlinima or maxima \'/as selected "by eye".

..
..;

~'01~Vo1~me
vs. Length o~D\~b-p. 10 i
~ Vol = 0.0139 (lWl)2.77, m3 :

!JB vs. length on D\-1~

-p. 11
LIB = lWL/21.7 + 2.48

BID V~i. length on D\~l -p. 11

BID = Ll.JL/60.2 + 1.40

~mlcture. Steel ~ vs. Cubic tlumber -p. 12

C Struct = Cubic No./SD.DOO. + 0.326

C Structure. Wood. V5. Cubic Nuffiber -p. 12 i .

C Struct = Cubic ~10./2,500. + 0.30 l;j I

~_Structure vs. Cubic Number-p. 12 "f:

,! !

KG/D = Cubic No./14,630. + 0.771 I

I
f...Q!!!:fjt V5. Cubic Number -p.' 13 i
C outfit = Cubic No./17,140. + D.196 r i ~

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.
6

.
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.

~G/D Outfit vs. Cubic fjumber -p. 13

.-KG/D;: Cubic No./8,820. + 1.04 I,f\:j"

, C Machinery vs. Cubic ~~urrber-p. 14

C mach = Cubic No./21,300. + 0.0531 (, i
.
KG/D Machinery vs. Cubic Number -p. 14

.
KG/D;: (Cubic No.-400)2/l,309,000. + 0.494

~ ~a11ast and Soakage vs. Cubic Number -p. 15

.~ -C ball =-Cubic No./10.980. + 0.163

I

g~- C ball =-Cubic No./10,610. + 0.104 U (i'.~

KG/D Ballast and Soakage vs. Cubic Number -p. 15

'; .
~ -KG/D=-Cubic No./3,250. + 0.350
~. .~-- KG/D=-Cubic rlo./1,270. + 0.212 1) Ii:: .

lightship KG/D and lCG/lWL vs. Cubic Number -p. 16

~ouse Forward
.KG/il = Cubic No./8.000. + 0.790
lCG/l\~ = -Cubic No./25,OOO. + 0.510 i

~Q~se Aft .(

KG/D = Cubic No./12,OOO. + 0.123

lCG/lWl = -Cubic No./30,OOO + 0.552

~1achinery Weight vs. Power -p. 18 .

Weight = (propulsion power, kw)1.332/308.8,tretric tons
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I 13/T vs. lwh -p. 19

I

i BIT = -ll~l/103.4 + 2.85 ". ,'6

!
! Cp vs. lWl' -p. 19
, -

I. c.p = -l\'/l/1175. + 0.662 ;

i CB VS. l ~/l -p. 19

.--
I
! CB = l~/l/400. + 0.440
.0

f §t!L~~. l~ -p. 19

I .Gt'1/B = -lWl/400. + 0.185

f

f ~~~1- p. 20
! .
KB/T ~ -0.467 CB + 0.8~7
r. f
~-!2,:-S:P -, p. 20
I ; Cw = 0.65Cp + 0.395 .

B~~ Heiqht vs. lWl -p. 21

~

Height = 1.54(lWl)0.448, meters i

!
Drag of Keel vs..!J:&. -p. 21
i .
t .Drag. -(l~/l -32.5)2/360.9 + 1.176, meters
I
I frgeboard vs:~- p. 21 '1 I
~ ~~rs with long upper deEh

f F'b'd to flBin dk. = ll.JL,/21.95 -1.625. meters

F'b'd to upper dk. = -l~/L/55.6 + 3.66. meters I

~.!:.
F'b'd to main dk. = LWL/35.2 + 0.270. ~ters ~"

,
, 8 -~ _: ~~I~~lli:::l;::_" ~