CHAPTER TWO

DETERMINATION OF SHIP PRINCIPAL DIMENSIONS AND FORM

PARAMETERS

The first problem that a naval architectfaces when he starts to design a ship is the
selection of main dimensions and form parameterssuitable for the development of a
designmeeting all the specified requirements.The procedure of selecting the main dimensions
and characteristic sizes is based on an iterative approach with appropriate sequence, for example,
estimation of displacement, selection of ship length, determination of CB, determination of ship
beam, draft and depth. This order applies to deadweight carriers and should be adjusted
accordingly for capacity carriers and linear dimension ships.

1. Ship Displacement (Δ)

The first approximation to ship displacement (Δ) for cargo ships uses a
typicaldeadweight/displacement ratio (CDwt) is as follows:

𝑆𝑆ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑡𝑡 (𝐷𝐷𝐷𝐷𝐷𝐷)
𝐶𝐶𝐷𝐷𝐷𝐷𝐷𝐷 = 2.1
𝑆𝑆ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 ( ∆ )
Table 2.1 shows typicalvalues for merchant ships when fully loaded up to their SummerLoaded
Waterline (Draft Mld).

2. Main Dimensions

The main dimensions decide many of the ship’s characteristics such as stability,hold
capacity, power requirements, and even economic efficiency. Therefore, determining the main
dimensions and form parameters is a particularly importantphase in the overalldesign.

6
2.1 Ship Length (L)

For fixed hold volume and displacement, increasing the length generally leads to an
increase of the ship’s structural weight and to a reduction of the ship’s required propulsion power
for achieving the specified speed. Figure 2.1 shows variation of power requirements with length
for constant values of displacement and speed.

Figure 2.1Variation of power requirements with length for constantvalues of displacement

andspeed.

Increase of ship length (L) is the most expensive way to increase the displacement. It
increasesthe first cost mainly because of longitudinal strength considerations.Ship length (L) is
determined as a function of ship displacement(Δ)andspeed (V)as follows:

• Posdunine’sformula:

𝑉𝑉 2 1/3
𝐿𝐿 = 𝐶𝐶 � � ∆ 2.2
𝑉𝑉 + 2

where,

L = Length between perpendiculars, m

Δ = Ship displacement, tons

V = Ship speed, knots

7.16 𝑓𝑓𝑓𝑓𝑓𝑓 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖 , 11 ≤ 𝑉𝑉 ≤ 16.5 𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘

7.30 𝑓𝑓𝑓𝑓𝑓𝑓 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖, 15.5 ≤ 𝑉𝑉 ≤ 18.5 𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘
𝐶𝐶 = �
7.92 𝑓𝑓𝑓𝑓𝑓𝑓 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖, 𝑉𝑉 ≤ 20.0 𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘
8.15 𝑓𝑓𝑓𝑓𝑓𝑓 𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖, 𝑉𝑉 ≤ 10.0 𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘

7
• Nogid’s formula

𝐿𝐿 = 7.775 𝑉𝑉 1/3 ∆1/3 2.3

where,

L = Length between perpendiculars, m

Δ = Ship displacement, tons

V = Ship speed, knots

This expression could be used for sea going ships with speed more than 10 knots.

• Ayre’s formula

𝐿𝐿 𝑉𝑉
= 3.33 + 1.67 . 2.4
∇1/3 √𝐿𝐿

where,
L = Length between perpendiculars, m

∇ = Ship volume of displacement, m3

V = Ship speed, knots

• Schneekluth’s formula

𝐶𝐶𝐵𝐵 + 0.5
𝐿𝐿 = 3.2 ∆0.3 𝑉𝑉 0.3 . 0.145
2.5
� � + 0.5
𝐹𝐹𝑛𝑛

where,

L = Length between perpendiculars, m

Δ = Ship displacement, tons

V = Ship speed, knots,

Fn = Froude number = 𝑉𝑉/�𝑔𝑔 𝐿𝐿

This formula is applicable for ships with Δ ≥ 1000 tons and 0.16 ≤Fn≤ 0.32.

8
2.2 Ship Width (B)

After the length, the block coefficient CB and the ship’swidth in relation to the draught
should be determined.CB will be discussedlater in conjunction with the main ratios. The
equation:

∇ = 𝐿𝐿 𝐵𝐵 𝑇𝑇 𝐶𝐶𝐵𝐵 2.6

establishes the value of the product ( B . T ). The next step is to calculate thewidth as a factor in
this product. When varying B at this design stage, T and Dare generally varied in inverse ratio to
B. Increasing B in a proposed design, while keeping the midship section area (taken up to the
deck) constant, will have the following effects:

• Increased resistance and higher power requirements: RT= f.(B/T).

• Small draught restricts the maximum propeller dimensions. This usually means lower
propulsive efficiency.
• Increased scantlings in the bottom and deck result in greater steel weight. The hull
steel weight is a function of the L/D ratio. Items (1) to (3) cause higher production
costs.
• Greater initial stability: KM becomes greater, KG smaller.
• The righting arm curve of the widened ship has steeper initial slope (resulting from
the greater GM), but may have decreased range.
• Smaller draught—convenient when draught restrictions exist.

Final ship width (B) is determined according to stability requirements. The following formula
could be used to determine ship width (B).

𝐵𝐵 = 0.1𝐿𝐿 + 𝐾𝐾 2.7
where,

B =Ship width, m
L = Length between perpendiculars, m
4.28 ~ 6.1 𝑓𝑓𝑓𝑓𝑓𝑓 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖 𝑎𝑎𝑎𝑎𝑎𝑎 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡
𝐾𝐾 =�
5.5 ~ 7.3 𝑓𝑓𝑓𝑓𝑓𝑓 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖

Increase in ship width (B), increases ship cost, but less proportionately thanship length (L).

9
2.3 Ship Depth (D)

The first step when determining depth is to assume a value for D. Then thisvalue for the
depth is checked in three ways:
• A ‘freeboard calculation’ following the regulations determines whether theassumed depth
of the desired draught is permissible.
• Then it is checked whether the depth chosen will allow both the desired under deck
volume and hold space.
• The position of the center of gravity, KG, dependent on depth, can beverified using
approximate methods or similar ships. Following this, thechosen value of the metacentric
height GM= KM - KG can be checked.

The following formula could be used to determine ship depth (D) for
cargo ships:
𝐵𝐵 − 𝐾𝐾
𝐷𝐷 = 𝑤𝑤ℎ𝑒𝑒𝑒𝑒𝑒𝑒, 𝐾𝐾 = 2.74 𝑓𝑓𝑓𝑓𝑓𝑓 𝑔𝑔𝑔𝑔𝑔𝑔𝑔𝑔 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 2.8
1.4
Also, ship depth (D) can be determined from L/D ratio. This ratio is the most important measure
of longitudinal strength of a ship.

= 9 ~ 28 𝑓𝑓𝑓𝑓𝑓𝑓 𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖

𝐿𝐿
�
𝐷𝐷
≤ 15 𝑓𝑓𝑓𝑓𝑓𝑓 𝑠𝑠𝑠𝑠𝑠𝑠 𝑔𝑔𝑔𝑔𝑔𝑔𝑔𝑔𝑔𝑔 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖

The depth is the cheapest dimension. A 10% increase in depth D results in an increase in hull
steel weight ofaround 8% for L/D = 10 and 4% for L/D = 14.

2.4 Ship Draft (T)

Ship draft (T) is often restricted by insufficient water depths of the navigation routes or
harbors where the ship is expected to be in service, particularly for:
• Supertankers.
• Bulk carriers.
• Inland vessels.
If ship draft notrestricted, it is chosen in relation to the width (B) such that the desired degree of
stability results. The most common advantage of large drafts is the possibility of installing a
large propeller with good clearances.

10
Also, ship draft (T) can be determined according to the following formula: T = D - FB

3. Form Coefficients

3.1 Block Coefficient (CB)

For cargo ships and tankers, it is preferred to have block coefficient (CB) as high as
possible since it gives more volume of displacement, for a given main dimensions. On the other
hand, any increase in CB leads to an increase in ship resistance (RT) which increases the power
required in the machinery spaces.Obviously, the fuller the hullformthe greater will be the
running costs.

Figure 2.2Variation of ship total resistance coefficient (CT)

with Froude number (Fn)

The block coefficient is determined as a function of the Froude number (Fn). Maximum
value of CB could be determined by the help of figure 2.2. If we examine this figure, we can
conclude that there is a critical value of Froude number (Fn) where CT starts to increase
intensively. Thus, to avoid such a dramatic increase in the required powering, we have to choose
CB such that:
𝐹𝐹𝑛𝑛 < (𝐹𝐹𝑛𝑛 )𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐

Alexander’s formula could be used to determine block coefficient (CB). This formula is a
function of ship speed (V) and length (L) as follows:

𝑉𝑉
𝐶𝐶𝐵𝐵 = 𝐾𝐾 − 2.9
3.62 √𝐿𝐿

11
 where,

V =Ship speed, knots

L = Length between perpendiculars, m
𝑉𝑉
⎧ 1.12 𝑓𝑓𝑓𝑓𝑓𝑓
√𝐿𝐿
< 1.18
⎪ 𝑉𝑉
K = 1.06 𝑓𝑓𝑓𝑓𝑓𝑓 = 1.18 ~ 1.45
√𝐿𝐿
⎨
⎪ 1.03 𝑓𝑓𝑓𝑓𝑓𝑓
𝑉𝑉
> 1.45
⎩ √𝐿𝐿

Recommendations for the choice of CB normally draw on the statistics ofbuilt ships and are
usually based on the form CB= K1- K2Fn (Alexanderformula); one due to Ayre is

𝐶𝐶𝐵𝐵 = 𝐶𝐶 − 1.68 𝐹𝐹𝑛𝑛 2.10

Where, C =1.08 for single-screw and C = 1.09 for twin-screw ships. Today, often C = 1.06 is
used.Increase in CB is the cheapest way to simultaneously increase the displacement andthe
deadweight.

3.2 Midship Section Area Coefficient (CM)

The higher value of midship section area coefficient (CM), the more difficult to make
smooth lines.

𝐴𝐴𝑀𝑀
𝐶𝐶𝑀𝑀 = 2.11
𝐵𝐵 . 𝑇𝑇

• For cargo ships:

The value of midship section area coefficient (CM) has a great influence on the utilization
of ship capacity.

12
 • For passenger ships:

The value of midship section area coefficient (CM) plays an important role in having
more comfortable passenger cabins, from the layout point of view. Thus, the larger CM is
better for passengers comfort.

The following formulae could be used to determine the value of midship section area
coefficient (CM):

𝐶𝐶𝑀𝑀 = 0.813 + 0.267 𝐶𝐶𝐵𝐵 𝑓𝑓𝑓𝑓𝑓𝑓 𝐶𝐶𝐵𝐵 ≤ 0.615

𝐶𝐶𝑀𝑀 = 0.928 + 0.08 𝐶𝐶𝐵𝐵 𝑓𝑓𝑓𝑓𝑓𝑓 𝐶𝐶𝐵𝐵 > 0.615

3.3 Prismatic Coefficient (CP)

Prismatic coefficient (CP) is a function of the underwater volume of the ship along the
ship length (L) and has a great influence on the wave making resistance.

∇ C𝐵𝐵
𝐶𝐶𝑃𝑃 = 𝑎𝑎𝑎𝑎𝑎𝑎 𝐶𝐶𝑃𝑃 = 2.12
𝐴𝐴𝑀𝑀 𝐿𝐿 𝐶𝐶𝑀𝑀

• For high speed ships

For high speed ships, where the wave-making resistance dominates the frictional
resistance, prismatic coefficient (CP) must be chosen to give minimum ship resistance
(RT).
• For slow speed ships

For slow speed ships, prismatic coefficient (CP) must be chosen from the capacity point
of view, i.e. to satisfy maximum capacity condition. Therefore, CP does not affect ship
resistance (RT) very much when slow ships are concerned.

The following formulae could be used to determine the value of prismatic

coefficient (CP):

𝐶𝐶𝑃𝑃 = 0.32 (𝐹𝐹𝑛𝑛 )−0.5 𝑓𝑓𝑓𝑓𝑓𝑓 𝐹𝐹𝑛𝑛 = 0.17 ~ 0.32 2.13

𝐶𝐶𝑃𝑃 = 1.06 − 1.7 𝐹𝐹𝑛𝑛 𝑓𝑓𝑓𝑓𝑓𝑓 𝐹𝐹𝑛𝑛 ≤ 0.25 2.14

13
3.4 Water Plane Area Coefficient (CWL)

The waterplane area coefficient (CWL) influences ship resistance, stability

and capacity.

𝐴𝐴𝑊𝑊𝑊𝑊
𝐶𝐶𝑊𝑊𝑊𝑊 = 2.15
𝐵𝐵 . 𝐿𝐿

• From ship resistance point of view:

Change in the waterplane area coefficient (CWL) has no great influence on ship resistance
(RT), except that entrance angle which should be less than 39ᵒ.
• From ship stability point of view:

Any change in waterplane area coefficient (CWL) affect the value of the moment of inertia
of the water plane area which has a great and direct effect on ship stability.
• From ship capacity point of view:

Any increase in waterplane area coefficient (CWL) has a corresponding increase in the
ship capacity.

V-shaped hull has a higher waterplane area coefficient (CWL) than that of U-shaped ships.The
following formulae could be used to determine the value of waterplane area coefficient (CWL):

𝐶𝐶𝑊𝑊𝑊𝑊 = 0.86 𝐶𝐶𝑃𝑃 + 0.18 2.16

𝐶𝐶𝑊𝑊𝐿𝐿 = 𝐾𝐾 . 𝐶𝐶𝑃𝑃 2/3 2.17

where,
0.98 ~ 0.99 𝑓𝑓𝑓𝑓𝑓𝑓 𝑈𝑈 − 𝑠𝑠ℎ𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖
𝑘𝑘 = �1.00 ~ 1.01 𝑓𝑓𝑜𝑜𝑜𝑜 𝑉𝑉 − 𝑠𝑠ℎ𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖
0.99 ~ 1.01 𝑓𝑓𝑓𝑓𝑓𝑓 𝑈𝑈 − 𝑠𝑠ℎ𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖

14
4. Dimensional Relationships

4.1 Breadth / Length Ratio B = f (L)

The ratio L/B is significant in relation to ship resistance, capital cost, maneuverability
and general arrangement for passengers ships as follows:

a) Ship resistance
Any increase in the ratio L/B will lead to more ship frictional resistance for slow speed
ships and less residuary resistance for high speed ship.
b) Ship capital cost
There has been a steady decrease in the ratio L/B over the years as the pressure to reduce
the capital cost of ships has increased.
c) Maneuverability capability
A ship with higher L/B needs more space and time to change direction or to make a
complete circle (tactical diameter) than that with lower L/B. Also, it has a higher course
keeping capability (good directional stability).
d) General arrangement
For passenger ships, it is preferably to increase the ratio L/B to increase the number of
passengers’ cabins with a good arrangement.

6 ~ 8 𝑓𝑓𝑓𝑓𝑓𝑓 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖

𝐿𝐿
= � 5 ~ 7 𝑓𝑓𝑓𝑓𝑓𝑓 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓ℎ𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡
𝐵𝐵
3 ~ 5 𝑓𝑓𝑓𝑓𝑓𝑓 𝑡𝑡𝑡𝑡𝑡𝑡 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏

4.2 Depth / Length Ratio D = f (L)

The depth / length ratio (L/D) is significant in relation to the structuralstrength of the ship
and particularly to the deflection of thehull girder under the bending moments imposed by waves
and cargo distribution.

9 ~ 20 𝑓𝑓𝑓𝑓𝑓𝑓 𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖

𝐿𝐿
= �
𝐷𝐷
12 ~ 15 𝑓𝑓𝑓𝑓𝑓𝑓 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖

The largest L/D values are used ontankers which of all ships have the most favorable
structuralarrangements such as longitudinal framing on bottom, deck, shipsides and longitudinal
bulkheads and the minimum of hatchopenings.

15
4.3 Draft / Breadth Ratio T = f (B)

The draft/ breadth ratio (B/T) is significant in relation to ship stability and resistance
as follows:

a) Ship stability
The ratio B/T has a great effect on ship stability such that any increase in B/T will lead to
a corresponding increase in the value of transverse metacentric radius (BMT), which
means higher ship stability.

b) Ship resistance
At a constant ship displacement (Δ) and L/B ratio, increase B/T ratio will lead to decrease
in ship draft (T) and consequently increase in ship breadth (B) and length (L) (to keep
𝐿𝐿
L/B constant). Therefore, the relative length ℓ = will increase resulting in an
∇1/3

increase in ship frictional resistance (RF) and a decrease in residuary resistance (RR).

2 ~ 3 𝑓𝑓𝑓𝑓𝑓𝑓 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖

𝐵𝐵
= �
𝑇𝑇
3 ~ 8 𝑓𝑓𝑓𝑓𝑓𝑓 𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑠𝑠ℎ𝑖𝑖𝑖𝑖𝑖𝑖

4.4 Breadth / Depth ratio B = f (D)

The breadth / depth ratio (D/B) is primarily relationship which governs stabilitysince KG
is a function of depth and KM is largely a functionof beam.The B/D values varied from 1.5 for a
large ship with “moderate” stability to 1.8for a small ship with “good” stability.

4.5 Draft / Depth Ratio T = f (D)

The draft/ depth ratio (D/T) is significant in relation to ship capacity and stability as
follows:

a) Ship capacity
Any increase in the draft/ depth ratio (D/T) will lead to an increase in the interior volume
of the hull.

b) Ship stability
The stability would be improvedif the underwater form of the ship and the height of the
center of gravityremained unchanged and the depthwas increased.

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5. Simple Optimization Procedure for Main Dimensions

The main objective in the determination of the main dimensions is to fulfill theset ship
owner’s requirements, which mainly concern the following:

a. Transport capacity (DWT, payload, and cargo hold volume)

b. Service speed and endurance range
c. IMO, national safety regulationsand construction standards of a
recognizedclassification society.

The fulfillment of the aforementioned requirements should be associated with the best possible
economic (optimal) solution, in terms of the minimum cost for ship’s construction and operation,
or even with respect to more complex economic criteria, like required freight rate (RFR), net
present value (NPV), and return on investment (ROI).In this context, our objective is to find the
main dimensions and characteristic size of a design has the ability to transport the required cargo
weight at the specified ship speed with minimum ship resistance and power.Steps followed to
achieve this objective are as follows:

1. Select a suitable deadweight coefficient (CDwt), usually from similar ship and hence find
the corresponding displacement (Δ).
2. Assume a suitable range for ship length (L). For example, this range may be obtained
using Posdunine’s formula. (Pickup three values)
3. For each ship length, pickup three values for L/B and B/T ratios. These yield
27 ships each three ships of different lengths but they have the same L/B and
B/T ratios.
4. Select three ships of different lengths and have the same values for L/B and B/T ratios.
Then calculate CB1 using Alexander’s formula and CB2 using the following
formula:
∇
𝐶𝐶𝐵𝐵2 =
𝐿𝐿 𝐵𝐵 𝑇𝑇
5. Draw a figure gives the relationship between ship length (L) and block coefficient
(CB). The intersection point of CB1 andC B2 creates a new ship with the same L/B and B/T
ratios but it has a new length and block coefficient.

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6. For the new ship, perform the following calculations:
• The other form coefficient ( CM, CP and CWL),
• Ship resistance and powering calculations,
• Weight calculations (ship lightweight and deadweight).
7. Change the values of L/B and B/T and repeat the calculations from step (4) to
step (6) eight times.
8. Finally, we obtain main dimensions of nine ships and the choice is to be done between
them. The design which is capable to transport the required deadweight at the specified
speed with minimum power is the optimum design.

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