PRELIMINARY DESIGN OF 50,000 TONNES (Approximate)DEADWEIGHT DOUBLE HULL CRUDE OIL TANKER OF

SERVICE SPEED15.0 KNOTS

A Project Report Submitted in fulfillment of

the requirements for the award of the degree of

Bachelor of Engineering

in Naval ArchitectureSubmitted By

VALTHARU BHANU PRAKASH

Regd NO: 691020004

Under The Guidance Of

I.N. NIRANJAN KUMAR

HEAD OF THE DEPARTMENT

DEPARTMENT OF MARINE ENGINEERINGCOLLEGE OF ENGINEERING

ANDHRA UNIVERSITYVISAKHAPATNAM

2008-2012

i

GENERAL DESCRIPTION OF THE PROJECT

DEFINITIONThe requirements of this chapter apply to sea going self-propelled ships

having integral tanks and intended to carry crude oil or petroleum products in bulk

having a flash point, F.P. (closed cup test) not exceeding 60C and whose Reid

vapour pressure is below the atmospheric pressure. These requirements are

supplementary to those given for the assignment of main characters of class. The list

of oils and petroleum products which can be carried in such vessels is given in

Appendix A.

DOUBLE HULL CRUDE OIL TANKER:

It is a tank vessel having full depth wing water ballast tank or other non-cargo

spaces, and full breadth double bottom tanks for fuel oil or water ballast, throughout

the cargo area, intended to prevent or at least reduce the liquid cargo outflow in an

accidental stranding or collision.

The double hull Crude Oil Tankers can be defined as a sea going self-

propelled ships having integral tanks and intended to carry crude oil or petroleum

products in bulk having a flash point, F.P. (closed cup test) not exceeding 60C and

whose Reid vapour pressure is below the atmospheric pressure.

Assignment of class notation ESP (Enhanced Survey Program) is mandatory

for oil tankers, ore or oil carriers and oil or bulk carriers. Oil tankers complying with

above requirements will be eligible to be assigned class notation "OIL TANKER,

ESP".

The requirements of the following statutory regulation (as amended) are to be

complied with in so far as they are applicable:

a) SOlAS 1974; for general safety measures (construction, subdivision and stability,

machinery and electrical installations);

b) SOlAS 1974; for fire safety measures;

c) MARPOl; Annex (I) - for ship arrangement and pollution prevention;

for the carriage of MARPOL Annex I cargoes, where the cargo area is protected

from the environment by a double hull consisting of double side and double

bottom spaces dedicated to the carriage of ballast water for ships of 5,000 dwt and

above. These ballast spaces extend for the full length of the cargo area.

ii

In response to continuing oil spills, double hull construction for oil tankers became

mandatory in 1993 by order of the maritime environmental protection committee of

the international maritime organization (IMO). Compared to single hull tankers, the

use of double hull construction has resulted in a distinct reduction in the probability of

oil spills resulting from collision or grounding

As a part of the academic schedule, preliminary Design of double hull Crude Oil

Tanker with 50,000 Tonnes (approximate) deadweight and 15 knots service speed is

under taken.

In this design the necessary facilities and the requirements that fulfill the

specifications of owners, the rules of classification and statutory requirements of the

National and International Authorities have been implemented.

Ship Description:General: The vessel is a single screw all welded ship with machinery aft. The ship

has forecastle and with sheer and camber.

Cargo area: Cargo area is that part of the vessel that contains cargo tanks, slop

tanks and cargo pump-rooms including, cofferdams, ballast and void spaces adjacent

to cargo tanks and also deck areas throughout the entire length and breadth of the part

of the ship over the above mentioned spaces.

The aggregated capacity of wing tanks, double bottom tanks, forepeak tanks

and aft tanks intended to carry water ballast is more than the capacity of segregated

ballast tank necessary to meet required of MARPOL regulation.

Access to cofferdams, ballast and cargo tank and other spaces in cargo area is direct

from the open deck.

SlopTank: Slop tank means a tank specifically designated for the collection of tank

drainings, tank washings and other oily mixtures.

Stability: This oil tanker if of deadweight above 5000 tonnes and hence it is in

accordance with the requirements of intact stability during liquid transfer operations

given in MARPOL, Annex I, Reg.25A, where applicable.

For any operating draught reflecting actual, partial or full load conditions,

including the intermediate stages of liquid transfer operations the following intact

stability criteria is to be complied with:

iii

a) In port (see note below), the initial metacentric height GMo is not

to be less than 0.15 [m]. Positive intact stability is to extend from

the initial equilibrium position at which GMo is calculated over a

range of at atleast 20 degrees to port and to starboard.

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

Chapter 3 of IMO resolution A.749 (18), the Intact Stability Code,

or the criteria contained in the national requirements of the flag

administration if the national stability requirements provide at

least an equivalent degree of safety is to be complied with.

Note: At some port locations where the environmental conditions

are similar to those at sea, the requirements given in para (b) are

to be applied.

For all loading conditions in port and at sea, including intermediate stages of

liquid transfer operations, the initial metacentric height and the righting lever curve

are corrected for the effect of free surfaces of liquids in tanks.

Ship arrangement:Location and separation of cargo spaces from machinery, accommodation,

service spaces, and control stations are discussed in General Arrangement chapter.

All dry spaces and tanks intended for water ballast which can remain empty in

loaded condition are to be so arranged that they cannot be used for any other purpose.

Slop tanks are designed for efficient decantation. Positions of inlets, outlets,

baffles and weirs where fitted, are located to ensure minimum turbulence and

entrainment of oil or emulsion with water.

Cargo tanks are segregated from machinery spaces, accommodation spaces

and other spaces of electrical hazard by means of cofferdams at least 760 [mm] in

length and covering the whole area of the end bulkheads of cargo tanks. A pump

room, oil fuel bunker or water-ballast tank is accepted in lieu of a cofferdam. Oil

engines or electrical equipment of potential fire hazard are not sited in these pump

rooms or cofferdams.

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

the safe space is protected by a cofferdam. This protection is however obtained by an

iv

angle bar or a diagonal plate across the corner. Such cofferdam, if accessible, is

ventilated and if not accessible, is filled with a suitable and compatible compound.

A cofferdam between the forward cargo tank and the forepeak is dispensed by

providing direct access to the forepeak from the open deck, the air and sounding pipes

to the forepeak space are led to the open deck, and portable means are provided for

gas detection and inerting the forepeak compartment.

Tank Arrangement: The disposition of transverse bulkheads is in accordance with

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

The arrangements of the spaces within the cargo region with respect to the

following features are in accordance with the MARPOL 73/78 (as amended), Annex I.

Feature Regulationa) Protection of cargo

tank region withdouble bottom and 13(F)wing ballasttank/spaces

b) Segregated ballast 13tank (SBT)c) Protective location

13(E)of SBTd) Crude oil washing

(COW) (Crude 13(B)carriers only),

e) Segregation of fuel 14oil/ballast water

f) Slop tanks andoil/water interface 15detectors

g) Sludge tank for fuel 17oilh) Minimization of

retention of oil on 18(4)&(5)board

i) Tank size limitation Reg.24, inconjunction withthe Regs.22 and23 on damageassumption andhypotheticaloutflow

j) Subdivision and Reg.13F,Reg.22damage stability and Reg.25

The aggregate capacity of wing tanks, double bottom tanks, forepeak tanks

and aft peak tanks intended to carry water ballast is more than the capacity of

segregated ballast tanks necessary to meet the requirements of MARPOL Annex I,

Regulation 13.

v

Access to spaces in the cargo area: Access to cofferdams, ballast tanks, cargo tanks

and other spaces in the cargo area are direct from the open deck. A typical

arrangement is incorporated to ensure their complete inspection. Every double bottom

space is provided with separate access without having to pass through other

neighboring double bottom space.

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

shall be sufficient to allow a person wearing a self-contained, air-breathing apparatus

and protective equipment to ascend or descend any ladder without obstruction and

also to provide a clear opening to facilitate the hoisting of an injured person from the

bottom of the space. The minimum clear opening not less than 600 mm x 600 mm

For access through vertical openings, or manholes providing passage through

the length and breadth of the space, the minimum clear opening should be not less

than 600 mm x 800 mm, and at a height of not more than 600 mm from the bottom

shell plating unless gratings or other footholds are provided.

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

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

rescue operations.

STRUCTURAL CONFIGURATION:

The bottom shell and inner bottom and side shell and deck are longitudinally

framed in the cargo tank region. Longitudinal framing is 1000 mm following IRS

rules. Aft peak, forward peak and engine room region are transversely framed (800

mm Frame Spacing).

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

keel is fitted at bottom at centerline of ship. Plate floors are arranged in way of

transverse bulkhead to divide the double bottom into tanks in addition to solid floors.

The continuity of side girders, which are provided, is maintained as far forward as

possible.

Safety of environment: Heavy penalties are levied for pollution, and for the long-

standing practices of disposing the tank washing at sea. Hence the following

equipments are fitted in the ship to check environmental safety. The ship has in

operation oil discharge monitoring and control system, oily water separating

vi

equipment, oily filtering system and other such installation such as sewage treatment

plant, incinerator etc.

Shell plating: The longitudinal are continuous between bulkheads. Vertical

Transverse webs are fitted to side shell to support the side longitudinals.

Bulkheads: Both Transverse and longitudinal bulkheads are fitted for subdivision of

ship, and are of corrugated type.

Pumping and piping system: Cargo pump room is located at forward of engine room

and totally enclosed and is to have no direct communication with machinery spaces.

Ballast piping does not pass through cargo tanks and is not connected to cargo oil

piping.

Cargo pumps are provided on tanks to load and discharge cargo, and also to

ballast some of the tanks which become necessary when making voyage in the ballast

condition. The cargo pumps are centrifugal type, motor driven and have a very high

capacity.

Safety of ship: The risk in transporting and handling of hazardous substances are

anticipated by appropriate design countermeasures to minimize the likelihood of

accidents and the consequences of such accidents. The measures are according to the

1974 SOLAS Convention.

Inert gas system: Inert gas systems are fitted to prevent explosive conditions, to

detect leakage, or to reduce heat transfer. Gases used for this purpose include argon,

helium, CO2, N2 or exhaust gases drawn from the stack or from an inert gas generator

and scrubbed to remove precipitated matter and acid-forming element. The gas is

applied to the cargo tanks with vents closed.

Tank cleaning by oil washing: This is a new system of cleaning the tank in which

cargo oil itself is used as the solvent for removing the residues from interior of the

tank surfaces. The oil is more effective than water in removing the clingings from the

tank interior surfaces and therefore produces a tank which, following discharge

contains less oil residue. The washing is conducted in port during the final stage of

discharging.

vii

FINALISED MAIN PARTICULARS OF THE SHIP

1) LENGTH BETWEEN PARTICULARS -195 M

2) LENGTH OVERALL -205.37 M

3) BREADTH (MOULDED) -30 M

4) DEPTH (MOULDED) -18.00 M

5) DRAUGHT (MOULDED) -14.08 M

6) BLOCK COEFFICIENT OF FINENESS -0.80

7) MIDSHIP SECTION AREA COEFFICIENT -0.99

8) WATER PLANE AREA CO-EFFICIENT -0.88

9) VERTICAL PRISMATIC CO-EFFICIENT -0.91

10) LONGITUDINAL PRISMATIC CO-EFFICIENT -0.81

9) VOLUME OF DISPLACEMENT (Moulded) -65878.34 m3

10) DISPLACEMENT (Moulded) -67525.3 TONNES

11) SPEED -15 KNOTS

12) POWER -9900 KW

1

ACTIVITY - 1

FIXING OF MAIN DIMENSIONS, COEFFICIENTS OF FORM

AND OTHER CHARACTERISTICS OF

DOUBLE HULL CRUDE OIL TANKER

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 (LRS), which gives the particulars of ships 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.

2

Many vessels are required to make passage through various canals and this will

place a limitation on the dimensions. The Suez Canal has a draft limit; locks in the

Panama Canal and St.Lawrence seaway limits length, beam and draught. There is also

limitation on the height above the water line because of bridges. Therefore the

following restrictions are considered while fixing the dimensions for the design of a

ship.

CANAL LENGTH (m) BREADTH(m) DRAFT(m)Panama Canal 290 32.24 13.00St. Lawrence

seaway

222 23.00 7.60Kiel 315 40.00 9.50SuezCanal ---- --- 18.29Visakhapatnam 195 30.00 9.00

3

TABLE 1SHIPS OF 45000 TONNES TO 55000 TONNES DWT WITH SPEED OF 13 TO 17 KNOTS

S.No.DWT

(tonnes)Speed(knots) LBP(m) Breadth(m) Depth(m) Draft(m) Power(KW)

1 45000 14.00 193.71 30.21 17.38 12.50 84992 45222 14.50 186.00 32.00 16.51 11.42 91803 45274 14.50 174.00 32.20 18.00 11.99 77884 45454 16.00 188.00 28.40 17.60 12.43 107425 45655 14.50 169.02 32.21 17.45 12.85 67676 45672 14.00 176.00 32.20 18.20 12.00 85207 45840 15.10 172.00 32.20 18.70 11.99 92678 45937 15.10 172.00 32.20 18.70 12.00 94809 45998 14.50 174.00 32.20 18.00 12.20 7580

10 45999 15.30 172.93 32.20 18.00 12.20 747011 46000 14.60 174.00 32.20 18.80 11.84 860212 46069 14.50 174.00 32.20 18.00 11.99 778813 46094 14.50 173.90 32.20 19.10 12.79 858014 46095 14.50 174.30 32.30 19.15 12.19 805715 46100 14.00 164.01 32.25 17.91 13.30 820116 46162 14.50 174.00 32.00 18.00 11.97 746617 46162 14.10 174.00 32.20 18.20 12.19 778818 46186 14.50 172.22 32.18 18.39 12.52 884019 46269 14.50 173.90 32.20 18.00 12.20 856220 46538 14.62 175.00 32.20 18.00 12.50 592521 46828 14.50 184.03 30.79 15.89 12.19 1044422 46828 14.50 184.21 30.83 15.92 12.19 1044423 46952 14.50 184.00 30.41 17.81 12.42 500224 46991 15.80 173.90 32.20 19.10 12.43 948025 47000 15.00 174.80 32.20 17.50 12.19 858026 47000 14.60 174.00 32.20 18.80 12.19 858027 47059 14.50 175.77 32.20 18.00 12.21 671928 47144 15.00 173.41 32.20 17.80 12.60 1022329 47170 14.50 174.00 32.20 18.00 12.21 745930 47225 15.30 172.00 32.20 19.10 12.66 770931 47236 15.30 172.00 32.20 19.10 12.64 868332 47431 15.00 174.80 32.20 17.50 12.20 831033 47449 15.70 172.00 32.20 19.10 12.65 858034 47803 15.75 175.01 32.20 17.60 12.72 963635 47889 16.00 200.82 28.61 17.61 12.43 1287236 48581 14.00 175.01 31.96 18.00 13.08 733837 48706 14.50 174.00 32.20 19.00 12.79 868338 48882 14.00 168.00 32.20 19.21 12.77 779739 49530 16.25 185.93 32.26 18.32 13.27 1037140 50360 15.00 180.00 32.20 20.20 13.49 948041 50593 16.25 186.01 36.59 15.91 11.28 1184342 50600 16.00 174.81 32.21 17.81 12.18 945043 50801 16.25 186.01 36.59 15.91 11.28 1184344 50827 15.24 214.88 31.09 15.24 12.03 1119045 50860 14.50 192.01 32.24 16.31 12.10 838546 50875 16.50 210.07 30.79 15.55 12.04 1235747 50915 16.25 186.00 36.59 15.91 11.28 1184348 50975 15.00 210.00 31.00 16.80 12.00 1118149 51000 15.00 180.00 32.20 20.20 13.49 948050 51173 15.50 200.79 28.63 17.61 12.82 1287251 51255 14.30 172.57 32.20 19.10 13.14 949452 51293 14.50 184.03 32.26 17.02 12.40 963653 51871 17.50 214.88 31.09 31.09 27.79 1417454 52362 16.00 230.66 32.26 18.29 11.69 1268255 52525 15.00 215.56 29.30 16.89 12.64 1294656 52800 16.00 214.89 31.09 15.24 12.02 1397657 53534 15.00 199.02 32.21 17.81 11.74 1103358 53586 16.00 231.12 26.00 16.69 12.78 1110759 54600 16.75 200.44 32.24 17.33 12.65 11651

4

TABLE 2SHIPS OF AROUND 50000 TONNES DWT AT VARYING SPEEDS (15 2 KNOTS)

S.No.DWT

(tonnes)Speed(knots) LBP(m) Breadth(m) Depth(m) Draft(m) Power(KW) Power(BHP)

1 49530 16.25 185.93 32.26 18.32 13.27 10371 141002 50360 15.00 180.00 32.20 20.20 13.49 9480 127133 50593 16.25 186.01 36.59 15.91 11.28 11843 161004 50600 16.00 174.81 32.21 17.81 12.18 9450 128485 50801 16.25 186.01 36.59 15.91 11.28 11843 161006 50827 15.24 214.88 31.09 15.24 12.03 11190 150067 50860 14.50 192.01 32.24 16.31 12.10 8385 113998 50875 16.50 210.07 30.79 15.55 12.04 12357 167999 50915 16.25 186.00 36.59 15.91 11.28 11843 16100

10 50975 15.00 210.00 31.00 16.80 12.00 11181 15201

TABLE 3SHIPS OF SPEED AROUND 15 KNOTS AT VARYING DWT (50000 5000 TONNES)

S.No. DWT (tonnes) Speed (knots) LBP(m) Breadth(m) Depth(m) Draft(m) Power(KW) Power(BHP)1 47000 14.60 174.00 32.20 18.80 12.19 8580 115062 46538 14.62 175.00 32.20 18.00 12.50 5925 80553 47144 15.00 173.41 32.20 17.80 12.60 10223 138984 47431 15.00 174.80 32.20 17.50 12.20 8310 112985 50975 15.00 210.00 31.00 16.80 12.00 11181 152016 51000 15.00 180.00 32.20 20.20 13.49 9480 127137 52525 15.00 215.56 29.30 16.89 12.64 12946 176008 53534 15.00 199.02 32.21 17.81 11.74 11033 150009 45840 15.10 172.00 32.20 18.70 11.99 9267 12427

10 50827 15.24 214.88 31.09 15.24 12.03 11190 1500611 45999 15.30 172.93 32.20 18.00 12.20 7470 1014912 47225 15.30 172.00 32.20 19.10 12.66 7709 10480

5

TABLE 4Table for L/B,B/D and L/D for the ships in Table 2 and Table 3

S.No.DWT

(tonnes)Speed(knots) LBP(m)

Breadth(m)

Depth(m)

Draft(m)

Power(KW)

Power(BHP) L/B B/D L/D

1 45840 15.1 172 32.2 18.7 11.99 9267 12427 5.34 1.72 9.22 45999 15.3 172.93 32.2 18 12.2 7470 10149 5.37 1.79 9.613 46538 14.62 175 32.2 18 12.5 5925 8055 5.43 1.79 9.724 47000 14.6 174 32.2 18.8 12.19 8580 11506 5.4 1.71 9.265 47144 15 173.41 32.2 17.8 12.6 10223 13898 5.39 1.81 9.746 47225 15.3 172 32.2 19.1 12.66 7709 10480 5.34 1.69 9.017 47431 15 174.8 32.2 17.5 12.2 8310 11298 5.43 1.84 9.998 49530 16.25 185.93 32.26 18.32 13.27 10371 14100 5.76 1.76 10.159 50360 15 180 32.2 20.2 13.49 9480 12713 5.59 1.59 8.91

10 50593 16.25 186.01 36.59 15.91 11.28 11843 16100 5.08 2.3 11.6911 50600 16 174.81 32.21 17.81 12.18 9450 12848 5.43 1.81 9.8212 50801 16.25 186.01 36.59 15.91 11.28 11843 16100 5.08 2.3 11.6913 50827 15.24 214.88 31.09 15.24 12.03 11190 15006 6.91 2.04 14.114 50860 14.5 192.01 32.24 16.31 12.1 8385 11399 5.96 1.98 11.7715 50875 16.5 210.07 30.79 15.55 12.04 12357 16799 6.82 1.98 13.5116 50915 16.25 186 36.59 15.91 11.28 11843 16100 5.08 2.3 11.6917 50975 15 210 31 16.8 12 11181 15201 6.77 1.85 12.518 51000 15 180 32.2 20.2 13.49 9480 12713 5.59 1.59 8.9119 52525 15 215.56 29.3 16.89 12.64 12946 17600 7.36 1.73 12.7620 53534 15 199.02 32.21 17.81 11.74 11033 15000 6.18 1.81 11.17

Table 5VALUES OF CD1 FOR SHIPS OF 45000TONNES TO 55000TONNES DWT WITH VARYING SPEEDS(TABLE 4), CONSIDERING BLOCK COEFFICIENT OF FINENESS TO GET DISPLACEMENT

S.NO LBP(m) BREADTH(M) DEPTH(m) DRAFT(m) DWT(tonnes)POWER

(KW)POWER(BHP)

SPEED(knots) CB1 CB2 CB3 CB4 CB5 Cbavg CD1

1 172 32.2 18.7 11.99 45840 9267 12427 15.1 0.75 0.74 0.77 0.75 0.78 0.76 51622 0.892 172.93 32.2 18 12.2 45999 7470 10149 15.3 0.75 0.74 0.76 0.74 0.78 0.75 52478 0.883 175 32.2 18 12.5 46538 5925 8055 14.62 0.77 0.76 0.80 0.78 0.79 0.78 56206 0.834 174 32.2 18.8 12.19 47000 8580 11506 14.6 0.77 0.75 0.80 0.78 0.79 0.78 54435 0.865 173.41 32.2 17.8 12.6 47144 10223 13898 15 0.76 0.75 0.78 0.76 0.78 0.76 55079 0.866 172 32.2 19.1 12.66 47225 7709 10480 15.3 0.75 0.74 0.76 0.74 0.78 0.75 54060 0.877 174.8 32.2 17.5 12.2 47431 8310 11298 15 0.76 0.75 0.78 0.76 0.78 0.77 53910 0.888 185.93 32.26 18.32 13.27 49530 10371 14100 16.25 0.74 0.73 0.74 0.73 0.77 0.74 60753 0.829 180 32.2 20.2 13.49 50360 9480 12713 15 0.76 0.75 0.79 0.78 0.79 0.77 62025 0.81

10 186.01 36.59 15.91 11.28 50593 11843 16100 16.25 0.74 0.73 0.74 0.71 0.77 0.74 58302 0.8711 174.81 32.21 17.81 12.18 50600 9450 12848 16 0.74 0.73 0.73 0.71 0.77 0.74 51703 0.9812 186.01 36.59 15.91 11.28 50801 11843 16100 16.25 0.74 0.73 0.74 0.71 0.77 0.74 58302 0.8713 214.88 31.09 15.24 12.03 50827 11190 15006 15.24 0.79 0.77 0.85 0.88 0.80 0.82 67381 0.7514 192.01 32.24 16.31 12.1 50860 8385 11399 14.5 0.78 0.77 0.84 0.84 0.80 0.81 62067 0.8215 210.07 30.79 15.55 12.04 50875 12357 16799 16.5 0.76 0.75 0.78 0.80 0.78 0.77 61687 0.8216 186 36.59 15.91 11.28 50915 11843 16100 16.25 0.74 0.73 0.74 0.71 0.77 0.74 58298 0.8717 210 31 16.8 12 50975 11181 15201 15 0.79 0.77 0.85 0.88 0.80 0.82 65598 0.7818 180 32.2 20.2 13.49 51000 9480 12713 15 0.76 0.75 0.79 0.78 0.79 0.77 62025 0.8219 215.56 29.3 16.89 12.64 52525 12946 17600 15 0.79 0.78 0.86 0.91 0.81 0.83 67891 0.7720 199.02 32.21 17.81 11.74 53534 11033 15000 15 0.78 0.77 0.83 0.84 0.80 0.80 61869 0.87

7

Table 6VALUES OF CD2 FOR SHIPS OF 45000TONNES TO 55000TONNES DWT WITH VARYING SPEED(TABLE 4)COSIDERING LIGHT SHIP WEIGHT USING EMPERICAL FORMULAE TO GET THE TOTAL DISPLACEMENT

S.NO LBP(m) BREADTH(M) DEPTH(m) DRAFT(m) DWT(tonnes)POWER

(KW)POWER(BHP)

SPEED(knots)

Weight ofsteel

(tonnes)

Outfitweight

(tonnes)

Weight ofengine plant

(tonnes)

LIGHTSHIP

WEIGHT(T) CD21 172 32.2 18.7 11.99 45840 9267 12427 15.1 9188 2670 1442 13301 59141 0.792 172.93 32.2 18 12.2 45999 7470 10149 15.3 6505 2387 1201 10094 56093 0.823 175 32.2 18 12.5 46538 5925 8055 14.62 6790 2423 994 10208 56746 0.824 174 32.2 18.8 12.19 47000 8580 11506 14.6 6630 2406 1350 10386 57386 0.825 173.41 32.2 17.8 12.6 47144 10223 13898 15 6598 2396 1570 10564 57708 0.826 172 32.2 19.1 12.66 47225 7709 10480 15.3 6343 2372 1233 9948 57173 0.837 174.8 32.2 17.5 12.2 47431 8310 11298 15 6775 2420 1314 10508 57939 0.828 185.93 32.26 18.32 13.27 49530 10371 14100 16.25 7870 2619 1590 12078 61608 0.89 180 32.2 20.2 13.49 50360 9480 12713 15 7174 2510 1471 11154 61514 0.82

10 186.01 36.59 15.91 11.28 50593 11843 16100 16.25 9465 2972 1788 14224 64817 0.7811 174.81 32.21 17.81 12.18 50600 9450 12848 16 6661 2421 1467 10548 61148 0.8312 186.01 36.59 15.91 11.28 50801 11843 16100 16.25 9465 2972 1788 14224 65025 0.7813 214.88 31.09 15.24 12.03 50827 11190 15006 15.24 12439 3033 1700 17171 67998 0.7514 192.01 32.24 16.31 12.1 50860 8385 11399 14.5 9130 2725 1324 13180 64040 0.7915 210.07 30.79 15.55 12.04 50875 12357 16799 16.5 11216 2917 1856 15990 66865 0.7616 186 36.59 15.91 11.28 50915 11843 16100 16.25 9463 2971 1788 14222 65137 0.7817 210 31 16.8 12 50975 11181 15201 15 11164 2936 1699 15799 66774 0.7618 180 32.2 20.2 13.49 51000 9480 12713 15 7174 2510 1471 11154 62154 0.8219 215.56 29.3 16.89 12.64 52525 12946 17600 15 11318 2870 1935 16123 68648 0.7720 199.02 32.21 17.81 11.74 53534 11033 15000 15 9772 2849 1679 14300 67834 0.79

8

Avg. CB = Average value of block coefficients which are very close to one

another calculated from the empirical relations. These empirical relations are

1). ALEXANDHARS FORMULA:

CB1=1.08 -PBL

Vt..652.3

Where L.B.P=Length between Perpendiculars in meters

Vt =Trail speed in knots= (Service speed+0.5) knots

2). AYRES FORMULA:

CB2=1.06 -1.68Fn

Fn=Froude number=LgV

Table for Cd average for Cd 1and Cd2 from Table 5

& Table 6Cd 1 Cd 2 Cd avg0.89 0.79 0.840.88 0.82 0.850.83 0.82 0.830.86 0.82 0.840.86 0.82 0.840.87 0.83 0.850.88 0.82 0.850.82 0.8 0.810.81 0.82 0.820.87 0.78 0.830.98 0.83 0.910.87 0.78 0.830.75 0.75 0.750.82 0.79 0.810.82 0.76 0.790.87 0.78 0.830.78 0.76 0.770.82 0.82 0.820.77 0.77 0.770.87 0.79 0.83

Finalised dead weight coefficient(Cd) = 0.83

9

L= Length between perpendiculars in meters.

V= speed of ship m/s.

g= acceleration due to gravity. = 9.81 m/s2

3). SCHNEEKLUTHS FORMULA:

CB3= Fn145.0

Fn=Froude number

4). CB4= Fn145.0 .

26

20

BL

5). CB5=1.0 -PBL

V..

*19.(For tanker)

V =service speed in knots

L.B.P =Length between Perpendiculars in meters

B =Moulded Breadth in meters

g =Acceleration due to gravity=9.81 m/sec2

CB is taken average of above values.

1 = Displacement of the ship = L B T CB 1.025 tonnes

Where L = Length between Perpendiculars in meters

B= Moulded Breadth in meters

T= Moulded Draft in meters

CB=Average Block coefficient of Fineness

CD1 = Dead weight /Total displacement (1)

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

weight is calculated from the empirical formulae to arrive at the displacements from the

deadweight of the ships and then deadweight coefficients are calculated as below.

Light ship weight=Ws + Wo + WepL = Length between Perpendiculars in meters

B = Moulded Breadth in meters

D = Moulded Depth in meters

10

CB= Block coefficient of fineness

Where Ws = Weight of Steel in tonnes , for double hull ship 60% more

steel weight is taken to that of single hull ships.

WST=

223.3

5

31

56.211.510

6.18.0

DBLDBLCb

WO= Outfit Weight in tonnes = (0.325 + 0.0006 L) L B

W EP = Weight of Engine plant in tonnes

= 20010

Pshp .

Light ship weight=Ws + Wo + Wep

2= Light ship weight +Dead Weight

CD2 = Dead weight /Total displacement (2)

From the above formulae the deadweight-displacement coefficient is calculated

from the above values and the average value of deadweight-displacement coefficient is

obtained

Dead weight coefficient= Dead weight/Displacement.

Finalized dead weight coefficient=0.83

Displacement =Dead weight/0.83

=50,000/0.83 = 60,241 tonnes.

Volume of Displacement ( ) = = 60241/1.025 = 58772 m3.

Where =Density of sea water = 1.025 tonnes / m3

11

CALCULATION OF LENGTH BETWEEN PERPENDICULARS:

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

At Speed = 15 knots, The Value of LBP=195.55 meters.

FIG-1Speed Vs LBP y = -4.1181x + 257.32

170

175

180

185

190

195

200

205

210

215

220

14 14.5 15 15.5 16 16.5 17

Speed (knots)

LBP

(met

ers)

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

Deadweight = 50000 tonnes, The Value of LBP=191.98 meters.

FIG-2DWT Vs LBP

y = 0.0055x - 83.023

160

170

180

190

200

210

220

44000 46000 48000 50000 52000 54000

Dead Weight (Tonnes)

LBP

(met

ers)

12

3) AYRES FORMULA:

(a)...

67.133.3...3 PBLVPBL

,

Where, V= Service speed in knots = 15 knots

L.B.P. = Length between perpendiculars in meters

=Volume of displacement in m3=58772 m3

PBLPBL

..1567.133.3

58772..

3

By iteration, L.B.P. = 198.58 meters.

4) VOLKERS FORMULA:

313

5.45.3

g

VL

Where =Volume of displacement in m3=58772 m3

g=Acceleration due to gravity=9.81 m/s2

V=Service Speed =15*. 5144= 7.716m/sec.

313

5877281.9

716.75.45.358772

..

PBL

L.B.P = 205.2 meters.

5) SCHNEKLUTHS FORMULA:

L=0.3 V0.3 3.2

Where L = Length between perpendiculars in meters

= Displacement = 58772*1.025 = 60241 tonnes

V = Service speed = 15 knots

2.31560241 3.03.0 L

L.B.P=195.86 meters.

13

SUMMARY:

1. FROM L.B.P. Vs SPEED GRAPH L.B.P: 195.55 m

2. FROM L.B.P. Vs DEADWEIGHT GRAPH L.B.P: 191.98 m

3. AYRES FORMULA L.B.P: 198.58 m

4. VOLKERS FORMULA L.B.P: 205.20 m

5. SCHNEKLUTHFORMULA L.B.P: 195.86 m

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

Average L.B.P = 49.1954

58.19886.19598.19155.195

m

Finalized L.B.P = 195 meters

2). BREADTH

When choosing the Breadth to comply with the required stability, stability conducive to

good sea keeping and stability required with special loading conditions should be taken

into consideration

1) Good sea keeping behavior:

a) Small amplitudes of roll.

b) Small roll acceleration.

2) Special loading conditions, e.g.:

Damaged ship, liquid cargoes etc.

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

4) Increasing the Breadth by keeping the midship section area constant results in:

(a). Increased resistance and Higher power requirements since RT=f (B/T).

(b). Greater Initial stability.

14

FROM GRAPH:

1. From L.B.P. Vs (L/B) ratio graph,

At L=195m (L/B =6.0913)

BREADTH, B =

BLL =

0913.6195 = 32.01 meter.

FIG-3LBP Vs L/B y = 0.0402x - 1.7477

4.45

4.95

5.45

5.95

6.45

6.95

7.45

7.95

150 160 170 180 190 200 210 220

LBP (meters)

L/B

FROM EMPERICAL FORMULAS:

1) B=9L + (6.5)

B= m17.285.69

195

2) B= Ln (n=0.66 to 0.68)

a) B= (195)0.66=32.46 m

b) B= (195)0.68=36.08 m.

15

3) BAWKWARSITES FORMULA:

B= 5.37.7

1955.37.7

L =28.82 m

4) WARSON FORMULA:

B=9L + 4.27=25.94m

BREADTH = 95.297

94.2582.2808.3646.3217.2817.2601.32

m

According to classification societies L/B > 5 , 195/30 = 6.5

Finalized Breadth = 30 m.

3. DEPTH:

The depth is used to determine the ships volume and freeboard. The Depth should be

considered in relation to the longitudinal strength. An increase in depth will result in a reduction of

the longitudinal bending stresses providing an increase in strength, or allowing a reduction in

scantlings. Increased depth is therefore preferred to increased length.

FROM GRAPH :( Fig.4)

1). From B Vs B/D ratio graph, At B=30m,DB =1.6575

Depth,D=18.1m.

FIG-4Breadth Vs B/D y = 0.0837x - 0.8535

1.5

1.6

1.7

1.8

1.9

2

2.1

2.2

2.3

2.4

25 27 29 31 33 35 37 39

Breadth (meters)

B/D

16

2) From LBP Vs L/D ratio graph, At L= 195m,DL =11.56

Depth, D=16.87m.

FIG - 5LBP Vs L/D

y = 0.0962x - 7.199

8

9

10

11

12

13

14

15

170 180 190 200 210 220

LBP (meters)

L/D

FROM EMPERICAL FORMULA:

1) For cargo ships:

mBD5.13

D =5.1

330 = 18 m.

Average depth = 3

1887.161.18 =17.66m

As per Classification Society rulesDB < 2.5

B/D= 30/18 =1.67 so satisfy Classification Society rules.

Finalized DEPTH = 18 m.

17

COEFFICIENTS OF FORM

1). Block Coefficient of Fineness (CB):

Block coefficient of fineness is the ratio of the Volume of Displacement ofthe 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 = TBL **

Where L is length, B is breadth and T is molded draft.

Reducing the Block coefficient results in

a) Decrease in regulatory freeboard, required propulsive power, weight of the engine

plant and fuel consumption.

b) A slight increase in Hull steel weight and

c) Better sea keeping and less added resistance in a seaway and slamming.

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 CBvalues. The optimum choice is made on the above.

CB from Empirical Formulae:

Fn = Froude numbergLVFn = 17.019581.9

5144.15

6

Where V = Service speed =7.716 m/sec,

g =Acceleration due to gravity=9.81m/sec2

L=Length between perpendiculars =195 m

(i). AYRES FORMULA:

CB = C-1.68 Fn

, Where C=1.06 for single screw ships.

Where Fn= Froude number =gLVFn

V= Service speed 7.716 m/sec,

g =Acceleration due to gravity=9.81m/sec2

L=Length between perpendiculars =195 m

CB1=1.06 - 1.68(0.17) = 0.76

18

(ii). SCHNEEKLUTHS FORMULAE:

a). 82.0176.0145.0145.0

2 n

B FC

b). 84.026

2030

195

17.014.0

26

2014.0

3

BL

FC

nB

c) 4BC = 80.019.00.1

LV

(iii) 78.0652.3

08.15

L

VtCB

(iv) JENSENS FORMULA:3

6 )(6.46)1.39(8.2722.4 nnnB FFFC

36 )176(.6.46)176.1.39(176.8.2722.4 BC

CB6=0.82

From the above results finalized

CB=6

)82.0.780.800.840.820(0.76 = 0.80

Finalized Cb = 0.80

(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.

19

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

(i). According to KERLONS FORMULA:

99.)80.0(0056.0006.10056.0006.1 56.356.31

BM CC

(ii). According to H.S.V.A. tank:

99.)80.1(1

1)1(1

15.35.32

B

M CC

(iii) VANLAMUAN FORMULA:

CM3 = 0.9 + (0.1 CB) =.98

Average CM = 99.3

)98.99.99(.

Finalized CM = 0.99

(3). Longitudinal Prismatic Coefficients (CPL):

(i). Longitudinal prismatic Coefficient, CPL= 99.080.0

M

B

CC =0.81.

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

The water plane area coefficient influences the resistance and stability considerably.

It is geometrically related to shape of cross sections. It is the ratio of the Water plane

area to the circumscribing rectangle, the length of which is equal to the length of the

LWL and width of which is equal to the breadth at that waterline. The value of CW is

largely a function of CB and sectional shape. Ships with high BL ratio may have either U

or V sections. Ships with lowBL ratio have extreme V forms.

CW from Empirical formulae:

(i). According to SCHNEEKLUTH,

For U-section form and no projecting stern form,

87.081.0117.0)81.095.0(117.095.0 31 PLPLW CCC

(ii). For Average section

87.03

)80.021(3

)21(2

BW

CC

20

(iii). For V-section forms,

(a) 88.0)551.0471.0(

B

BW C

CC

(b) 87.0025.0 Bw CC

(c) 87.03

99.080.021

3

21

MB

W

CC

C

Cw3 = 0.87

From the above results,

Finalized CW=0.87

(5). Vertical Prismatic Coefficients (CPv):

Vertical Prismatic Coefficient CPV= 87.080.0

W

B

CC

= 0.92

OTHER CHARACTERESTICS OF THE SHIP:

(1). SHEER:

STATION ORDINATE STANDARDSHEER (in mm)

AFT A.P )103

(25 L 1875

1/6 L from A.P )103

(1.11 L 832.5

1/3 L from A.P )103

(8.2 L 210

AMIDSHIPS 0 0

FORWARD 1/3 L from F.P )103

(6.5 L 420

1/6 L from F.P )103

(2.22 L 1665

F.P )103

(50 L 3750

21

(2). CAMBER

Standard camber=50B =0.6 m

(3).BILGE RADIUS ( R ):

24

.

B

K

CBL

CBR

,

Where B=breadth in meters=30 m

L= Length between Perpendiculars in meters = 195 m.

CK= Coefficient between 0.5 and 0.6

CB= Block coefficient =0.80

68.2)8.0(4

30195

6.0302

R m

3). RISE OF FLOOR : Nil.

4). LENGTH OF SUPER STRUCTURE :

Superstructure length can be estimated by determining the distance

between aft peak bulkhead and Forward peak bulkhead.

From the data collected from the register of ships, one of the ships which

approximately coincide with length, breadth and speed is of power 11033 KW. A low

speed engine is selected and its specifications are:

Type of the engine : Sulzer RTA 72 U

Power : 11050 KW

Speed : 71 rpm

Value of A : 7549 mm

22

Value of K : 451 mm

Therefore, length of the engine is, A+K=7549+451= 8000 mm

Length of engine casing = 8000+2000 = 10000 mm

Hence, length of superstructure = length of engine room + (2*width of

alleyway) + (2*length of a cabin in longitudinal direction) + any additional space due to

engine alignment from aft peak bulkhead.

Width of alleyway = 1000 mm.

Length of a cabin in longitudinal direction = 4000 mm.

Length of superstructure, Ls= 10000 + (2*1000) + (2 * 4000) = 20000 mm

Note: Bulkheads of cabins are inline with Deck beams in Fore and Aft direction i.e. its

length is a multiple of transverse framing (800 mm).

5) BREADTH OF SUPERSTRUCTURE:

Breadth of superstructure = Breadth of engine casing + (2* width of alleyway)

+(2* length of a cabin in transverse direction).

Breadth of engine = 2 * E

Where, E is the half breadth of the engine near turbo charger (maximum)

Breadth of engine casing = (2*4345) +2000=10690 mm.

Width of alleyway = 1000 mm.

Length of a cabin in transverse direction = 4000 mm.

Breadth of superstructure = 10690 + (2*1000) + (2 * 4000) = 20690 mm

Breadth of superstructure = 21 meters (approx)

6). TYPE OF BOW : BULBOUS BOW

7). TYPE OF STERN : TRANSOM STERN

8). POSITION OF ENGINE ROOM : AFT

23

ACTIVITY - 2

PRELIMINARY FREEBOARD CALCULATION 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 FREE BOARD LENGTH = 195 m

2. BREADTH = 30 m

3. DEPTH FOR FREEBOARD:

Depth for freeboard is the moulded depth at midships plus the thickness of the

Freeboard deck stringer plate +wood sheathing, if any.

FREEBOARD DEPTH = Moulded depth + Assumed thickness of stinger plate

=18 + 0.02 (assumed) =18.02 m (no wood sheathing)

4. BLOCK COEFFICIENT OF FINENESS= 0.80

5. LENGTH OF SUPER STRUCTURE = 20m

For the purpose of freeboard calculations, ships are divided into two types, Type -

A and Type -B ships. As this vessel is intended to carry oil, it is Type- A ship.

TABULAR FREE BOARD:

The Tabular Freeboard (FO) from Freeboard Table for 195 m length is FO = 2562 mm.

24

CORRECTIONS:

1. BLOCK COEFFICIENT (CB):

Where CB exceeds 0.68, the tabular freeboard shall be multiplied by the factor

36.168.0BC

CORRECTED FREEBOARD = 06.278836.1

68.080.02562

mm

2. DEPTH CORRECTION:

Where D exceeds15L the freeboard shall be increased by RLD

15mm

Where R =250 L>120 m

Correction to the freeboard =2788.06+ (18.02 (195/15)) 250

= 4043.06 mm

3. LENGTH OF SUPER STRUCTURE:

Superstructure length LS =20 m.

Full breadth of superstructure=30 m

Breadth of superstructure from side to side bulkhead b=21 m.

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

= 20 (21/30) =14 m.

% engtheffectivel of length = %072.019514

...

PBLengtheffectivel

Length of forecastle deck = 0.07%L from forward perpendicular

Total effective length of super structure = (0.072+0.07) = 0.142% of L

Percentage of deduction for Type A ships

Total effective length of Superstructure

Percentage of

deduction for

all types of

Superstructures

0 0.1L 0.2L 0.3L 0.4L 0.5L 0.6L 0.7L 0.8L 0.9L 1.0L

0 7 14 21 31 41 52 63 75.3 87.7 100

25

Correction for % deduction at 0.177L

= mm94.91.0142.01.02.07147

Deduction for 100% effective super structure = mm36.106100

94.91070

CORRECTED FREE BOARD = 4043.06-106.36= 3936.7 mm

SHEER CORRECTION:

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

FINAL FREEBOARD = 3936.7 mm

MOULDED DRAFT = FREEBOARD DEPTH-FINAL FREEBOARD

= 18.02-3.94

= 14.08 m

MOULDED DRAFT = 14.08 m

8.0

TBL

C B

Volume of displacement,

= (0.80)(195)(30)(14.08)

= 65894 m3

Displacement, = = 65894 1.025 = 67541 tonnes.

Displacement as per Cd= 60241 tonnes.

Diffrence = 67541 60241 = +7300 tonnes.

Since, Emperical formulae are used and steel weight of double hull ship is taken 60%

more than steel weight of a single hull ship; i have kept 7300 tonnes as an allowance.

26

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 = 0.80

MIDSHIP SECTION AREA COEFFICIENT = 0.99

We have,

TBAC MM

, Where AM = midship section area in m2

B = breadth moulded = 30m

T = draft moulded = 14.08 m

CM =midship section area coefficient = 0.99

TBCA MM 0.99 x 30 x 14.08 = 418.176 m2.

27

SECTIONAL AREAS LIFTED FROM BSRA CHART

TABLE IV

STATION Y

SECTIONALAREA

(Am x Y)in sq. m

S.M.VOLUMEPRODUCT

(Area x S.M.)LEVER (d)

MOMENTPODUCT

(V x d)

0.00 0.04 16.50 0.25 4.13 5.00 20.63 0.11 45.70 1.00 45.70 4.75 217.08 0.23 93.00 0.50 46.50 4.50 209.25 0.34 146.00 1.00 146.00 4.25 620.50

1.00 0.46 193.00 0.75 144.75 4.00 579.001 0.66 276.00 2.00 552.00 3.50 1932.002.00 0.82 343.00 1.00 343.00 3.00 1029.002 0.93 388.60 2.00 777.20 2.50 1943.003.00 0.97 406.80 1.00 406.80 2.00 813.603 0.99 413.50 2.00 827.00 1.50 1240.504.00 1.00 418.18 1.50 627.27 1.00 627.275.00 1.00 418.18 4.00 1672.72 0.00 0.00

Sum(M1)= 9231.82

6.00 1.00 418.18 1.50 627.26 1.00 627.266 1.00 418.18 2.00 836.35 1.50 1254.537.00 1.00 418.18 1.00 418.18 2.00 836.357 0.99 416.20 2.00 832.40 2.50 2081.008.00 0.97 405.40 1.00 405.40 3.00 1216.208 0.88 368.00 2.00 736.00 3.50 2576.009.00 0.70 292.72 0.75 219.54 4.00 878.169 0.56 235.00 1.00 235.00 4.25 998.759 0.40 168.00 0.50 84.00 4.50 378.009 0.23 96.18 1.00 96.18 4.75 456.86

10.00 0.07 29.27 0.25 7.32 5.00 36.59Sum

(Volume) 10090.69Sum(M2)

11339.70

Volume of Displacement ( ) = Vh31 = 5.19

31 10090.69 = 65589.48 m3.

Displacement () = 1.025= 65589.48 1.025 = 67229.23 Tonnes

= 67229 Tonnes (approx)

CHECK:

1) Displacement from Cd is = 60241 tonnes

2) Displacement from preliminary free board calculations = 67541 tonnes.

3) Displacement from sectional areas lifted from BSRA chart = 67229 tonnes

Difference = 6722967541= -312 tonnes (This is due to parallax error in lifting

from the Charts, which are on a large scale.)

4) Displacement when finalised freeboard from linesplan is calculated.

28

Note: 1 is superseded by 2;

2 superseded by 3;

Finally 3 superseeded by 4;

Longitudinal Center of Buoyancy Position (LCB):

L.C.B position from amidships=

VMM

h21

= 19.5

69.1009082.92317.11339

= 4.07 m forward of mid ship.

Standard L.C.B position from BSRA results at CB=0.80 is 2.08% of LBP forward of

amidships. i.e., L.C.B =100

08.2195 = 4.056 m (Fwd)

The change in L.C.B is = 100056.4

056.407.4

= 0.34%

Since the deviation is within the permissible limits NO shift of station is employed.

PRELIMINARY MAIN PARTUICULARS:

1) LENGTH BETWEEN PERPENDUICULARS (L.B.P) = 195 m

2) MOULDED BREADTH (B) =30 m

3) MOULDED DEPTH (D) = 18 m

4) MOULDED DRAFT (d) = 14.08 m

5) DISPALCEMENT AT MOULDED DRAFT () =67541 tonnes

6) VOLUME OF DISPLACEMENT AT MOULDED DRAFT () = 65894 m3.

7) BLOCK COEFFICIENT OF FINENESS (CB) = 0.80

8) MIDSHIP SECTION AREA COEFFICIENT (CM) =0 .99

9) WATER PLANE AREA COEFFICIENT (CW) =0 .87

29

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 CB = 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 symmetrical about the centerline

plane. The forward half sections are drawn to the right of the centerline with the aft

sections to the left. After fairing the lines in the Body plan, the water lines are drawn at

to 1m spacing. The outreaches of the stem and stern profiles are drawn in the elevation,

according to the Table-V, using the B.S.R.A. standard values expressed as a % of L.B.P.

from Forward Perpendicular and After Perpendicular. Now, Half breadth Plan is

prepared with 1m spaced water lines from the faired Body Plan. A bilge diagonal is

drawn with offsets taken along the bilge diagonal to check the fairness of lines.

If the shape of a body section is altered this will affect the shape of both the

water lines and the buttocks. It is essential when designing the hull form of the ship that

all the three sets of curves should be fair and coincident with each other and their

interdependence becomes important in this fairing process. At the end of the fairing

process, lines are faired in all three views and final lines plan is prepared.

30

Table-V:

Waterline Heights above the Baseline and Outreaches to define the Shape of the

Stem and Stern profiles

WATERLINE

HEIGHTABOVE

BASELINEas

percentageof draft

Heightactual

projectedfrom

baseline asT = 14.08 m

OUT REACHES

% OFL.B.PFROM

F.PStandard

stem

OF L.B.PFROM F.P(ACTUAL)(m) Stem

% OFL.B.PFROM

A.PStandard

stern

OF L.B.PFROM A.P(ACTUAL)(m) Stern

A 7.69 1.08 1.61 3.14 1.55 3.02

B 15.38 2.17 2.18 4.25 1.71 3.33

C 23.08 3.25 2.31 4.50 1.81 3.53

D 38.46 5.42 1.88 3.67 1.88 3.67

E 53.85 7.58 1.11 2.16 1.88 3.67

F 69.23 9.75 0.55 1.07 1.25 2.44

G 84.62 11.91 0.15 0.29 -1.88 -3.67

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

J 115.38 16.24 0.15 0.29 -3.28 -6.40

K 130.77 18.41 0.40 0.78 -3.50 -6.82

31

TABLE-VI:

OFFSET TABLEFrom B.S.R.A. results i.e., half breadths on Standard waterlines at Ordinates

stations at CB =0.80

NOTE: In the above table A, B, C, D, K are the waterlines and 0, 1/4, 1/2, 10 are the stations.

Stn/WL A B C D E F G H J K0.00 - - - - - - 2.25 4.07 5.25 6.160.25 0.32 0.40 0.40 0.46 0.62 1.74 4.36 6.21 7.50 8.360.50 0.91 1.24 1.53 2.12 2.91 4.29 6.33 8.09 9.03 10.290.75 1.96 2.48 3.05 4.13 5.21 6.54 8.26 9.79 10.71 11.731.00 2.91 3.93 4.74 6.06 7.18 8.53 9.93 11.16 11.72 12.881.50 5.64 6.96 7.86 9.40 10.61 11.60 12.43 13.18 13.82 14.252.00 8.83 10.04 10.89 12.16 13.01 13.68 14.12 14.44 14.68 14.842.50 11.33 12.47 13.10 13.93 14.43 14.73 14.89 15.00 15.00 15.003.00 13.14 13.90 14.41 14.85 15.00 15.00 15.00 15.00 15.00 15.003.50 14.09 14.69 14.93 15.00 15.00 15.00 15.00 15.00 15.00 15.004.00 14.45 14.88 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.005.00 14.57 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.006.00 14.53 14.96 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.006.50 14.49 14.93 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.007.00 14.38 14.88 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.007.50 14.18 14.69 14.88 15.00 15.00 15.00 15.00 15.00 15.00 15.008.00 13.32 13.97 14.33 14.69 14.84 15.00 15.00 15.00 15.00 15.008.50 11.29 12.17 12.73 13.38 13.74 13.89 14.06 14.41 14.69 14.939.00 8.00 9.09 9.79 10.70 11.19 11.35 11.64 12.12 12.69 13.309.25 6.00 7.03 7.67 8.57 9.00 9.20 9.57 10.17 10.81 11.569.50 3.90 4.83 5.42 6.16 6.38 6.54 6.87 7.50 8.12 9.009.75 2.40 3.12 3.53 3.64 3.70 3.78 3.84 4.10 4.56 5.29

10.00 1.50 2.03 2.16 1.80 1.09 0.53 0.12 0.00 0.30 0.98

32

TABLE-VII:

OFFSET TABLEFrom Lines Plan i.e., half breadths on 1 m waterlines at Ordinates stations spaced L/10 m (19.5m) apart at CB =0.80

Stn/WL

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1718

0 - - - - - - - - - - - 0.36 2.19 3.26 4.01 4.53 5.05 5.460.25 - 0.31 0.39 0.45 0.49 0.53 0.58 0.67 0.93 1.46 2.24 3.29 4.41 5.36 6.07 6.71 7.26 7.700.5 0.05 0.85 1.17 1.43 1.72 2.00 2.32 2.68 3.23 3.86 4.56 5.41 6.36 7.21 7.99 8.60 9.09 9.50

0.75 0.52 1.72 2.34 2.88 3.46 3.81 4.31 4.83 5.41 6.02 6.66 7.39 8.24 8.96 9.67 10.21 10.68 11.06

1 0.85 2.92 3.78 4.44 5.07 5.64 6.25 6.82 7.42 7.90 8.61 9.30 9.94 10.50 11.05 11.51 11.97 12.371.5 2.45 5.58 6.76 7.69 8.39 9.05 9.63 10.20 10.71 11.20 11.64 12.03 12.42 12.77 13.12 13.41 13.69 13.972 5.76 8.60 9.83 10.75 11.37 11.92 12.38 12.78 13.09 13.42 13.65 13.85 14.06 14.26 14.39 14.51 14.63 14.75

2.5 8.55 11.25 12.27 12.98 13.42 13.81 14.12 14.36 14.55 14.68 14.77 14.85 14.90 14.93 14.98 15.00 15.00 15.003 10.76 13.07 13.79 14.25 14.56 14.77 14.89 14.97 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00

3.5 12.01 14.06 14.58 14.82 14.93 14.97 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.004 12.40 14.28 14.79 14.98 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.005 12.45 14.42 14.93 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.006 12.45 14.41 14.92 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00

6.5 12.40 14.40 14.86 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.007 12.40 14.37 14.81 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00

7.5 12.10 14.17 14.61 14.87 14.99 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.008 11.64 13.30 13.90 14.23 14.49 14.62 14.73 14.81 14.86 14.90 14.96 14.99 15.00 15.00 15.00 15.00 15.00 15.00

8.5 8.92 11.18 12.00 12.53 12.92 13.23 13.54 13.62 13.72 13.82 13.90 13.96 14.04 14.16 14.26 14.38 14.50 14.679 5.45 8.00 8.95 9.64 10.16 10.50 10.78 10.98 11.08 11.19 11.31 11.43 11.61 11.81 12.00 12.21 12.50 12.81

9.25 3.17 5.84 6.88 7.56 8.11 8.50 8.72 8.88 9.03 9.12 9.25 9.39 9.58 9.81 10.05 10.35 10.66 11.009.5 1.60 3.78 4.64 5.25 5.69 6.00 6.19 6.30 6.40 6.50 6.63 6.77 6.91 7.12 7.38 7.70 8.02 8.37

9.75 0.20 2.31 2.99 3.43 3.64 3.76 3.80 3.80 3.79 3.77 3.77 3.78 3.79 3.85 4.01 4.23 4.50 4.7310 0.05 1.49 1.99 2.20 2.17 1.98 1.67 1.36 1.07 0.80 0.54 0.35 0.19 0.04 0.00 0.08 0.25 0.48

33

TABLE: VIII

Vertical Height (in m) from Baseline on Buttock lines spaced 1 m apart at ordinate

stations spaced L/10 m (19.5 m) apartFROM LINES PLAN

Buttocks (1 m apart)1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

0 11.30 11.91 12.77 14.03 15.89 18.680.25 8.16 9.72 9.75 11.64 12.57 13.92 15.49 17.82

Stations 0.5 1.53 5.04 7.55 9.24 10.51 11.70 12.80 14.04 15.79 18.640.75 0.20 1.39 3.25 5.47 7.30 8.98 10.42 11.72 13.06 14.61 16.87

1 0.00 0.20 1.50 2.32 3.87 5.59 7.32 8.98 10.52 12.06 13.92 16.00 19.171.5 0.00 0.00 0.08 0.21 0.64 1.32 2.29 3.47 4.94 6.68 8.59 10.88 13.70 17.132 0.00 0.00 0.00 0.00 0.00 0.04 0.19 0.59 1.26 2.13 3.38 5.20 7.62 11.69

2.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.04 0.27 0.82 1.65 3.11 5.56 14.303 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.05 0.24 0.98 2.38 7.70

3.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.05 0.19 0.93 5.094 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.10 0.70 3.225 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.08 0.60 2.496 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.09 0.60 2.68

6.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.09 0.60 2.997 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.09 0.62 4.18

7.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.13 0.80 10.208 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.08 0.72 2.24 19.94

8.5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.37 0.82 1.99 4.21 11.609 0.00 0.00 0.00 0.00 0.00 0.11 0.43 1.00 2.07 3.61 7.31 14.00 17.68 20.34

9.25 0.00 0.00 0.00 0.20 0.59 1.15 2.12 3.70 7.54 13.80 16.95 19.55 21.91

9.5 0.00 0.19 0.42 1.24 2.52 5.04 12.20 16.00 18.49 20.64 22.599.75 0.12 0.75 2.05 13.90 17.81 20.02 21.95 23.65

1018.55,8.21,0.45

20.81,4.94,2.01

22.64

34

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:

To find out the volume of the displacement and LCB at a trimmed water line at which

the ship is floating due to distribution of cargo or when the ship is floating on even keel.

In sub division of ships from the safety point of view so that when the ship is flooded

due to accident or damaged the ship will not sink beyond the margin line.

In strength calculations to find out the buoyancy when the ship is floating in waves

In launching calculations.

The Sectional areas and Vertical moments for different ordinate stations along the

length of the ship which has been calculated by using Simpson rules are as shown in the

following table

35

Sectional areas in m2 at ordinate stations spaced L/10 m (19.5 m) apart up to respective waterlines in m2

STN

WL 0 1/4 1/2 3/4 1 1 1/2 2 2 1/2 3 31/2 4 5 6 6 1/2 7 7 1/2 8 8 1/2 9 9 1/4 9 1/2 9 3/4 10

1 0.00 0.10 1.18 2.55 4.24 8.90 15.04 20.57 24.57 26.74 27.24 27.49 27.49 27.47 27.44 27.44 25.34 20.77 14.19 9.71 5.95 3.21 1.95

2 0.00 0.80 3.21 6.61 11.01 21.29 33.61 44.21 51.50 55.58 56.38 56.93 56.92 56.80 56.69 56.69 52.62 44.00 31.24 22.51 14.49 8.58 5.48

3 0.00 1.63 5.82 11.80 19.28 35.80 54.23 69.52 79.54 85.02 86.18 86.89 86.88 86.73 86.53 86.53 80.78 68.54 49.88 37.00 24.47 15.03 9.70

4 0.00 2.58 8.96 18.06 28.82 51.91 76.36 95.96 108.37 114.80 116.16 116.89 116.88 116.73 116.53 116.53 109.53 94.02 69.69 52.73 35.48 22.13 14.10

5 0.00 3.61 12.80 25.28 39.59 69.35 99.68 123.21 137.72 144.70 146.16 146.89 146.88 146.73 146.53 146.53 138.65 120.19 90.35 69.35 47.19 29.56 18.27

6 0.00 4.71 17.13 33.41 51.50 88.08 123.99 151.15 167.38 174.65 176.16 176.89 176.88 176.73 176.53 176.53 167.99 146.94 111.63 86.57 59.35 37.12 21.90

7 0.00 5.93 22.10 42.55 64.58 107.94 149.15 179.62 197.24 204.65 206.16 206.89 206.88 206.73 206.53 206.53 197.53 174.07 133.35 104.18 71.82 44.72 24.94

8 0.00 7.48 27.98 52.80 78.83 128.86 175.01 208.54 227.20 234.65 236.16 236.89 236.88 236.73 236.53 236.53 227.21 201.44 155.37 122.11 84.48 52.32 27.36

9 0.00 9.82 35.01 64.22 94.22 150.80 201.50 237.78 257.20 264.65 266.16 266.89 266.88 266.73 266.53 266.53 256.98 229.01 177.62 140.27 97.41 59.88 29.25

10 0.00 13.48 43.40 76.90 110.82 173.65 228.55 267.22 287.20 294.65 296.16 296.89 296.88 296.73 296.53 296.53 286.84 256.72 200.13 158.63 110.48 67.42 30.62

11 0.12 18.96 53.36 90.96 128.78 197.34 256.06 296.84 317.20 324.65 326.16 326.89 326.88 326.73 326.53 326.53 316.78 284.57 222.87 177.26 123.83 74.96 31.54

12 2.85 26.71 65.12 106.54 148.02 221.82 283.99 326.60 347.20 354.65 356.16 356.89 356.88 356.73 356.53 356.53 346.78 312.57 245.90 196.21 137.47 82.54 32.08

13 8.37 36.53 78.71 123.71 168.46 247.03 312.32 356.42 377.20 384.65 386.16 386.89 386.88 386.73 386.53 386.53 376.78 340.76 269.33 215.59 151.48 90.17 32.28

14 15.67 47.99 93.92 142.36 190.02 272.91 340.98 386.34 407.20 414.65 416.16 416.89 416.88 416.73 416.53 416.53 406.78 369.15 293.17 235.45 166.01 98.02 32.31

15 24.25 60.80 110.53 162.28 212.61 299.45 369.91 416.32 437.20 444.65 446.16 446.89 446.88 446.73 446.53 446.53 436.78 397.78 317.43 255.85 181.08 106.26 32.38

16 33.87 74.78 128.24 183.20 236.13 326.56 399.05 446.32 467.20 474.65 476.16 476.89 476.88 476.73 476.53 476.53 466.78 426.69 342.19 276.85 196.80 114.98 32.6917 44.39 89.75 146.82 204.94 260.54 354.21 428.42 476.32 497.20 504.65 506.16 506.89 506.88 506.73 506.53 506.53 496.78 455.87 367.52 298.50 213.20 124.26 33.3918 55.61 105.58 166.17 227.31 285.64 382.35 457.92 506.32 527.20 534.65 536.16 536.89 536.88 536.73 536.53 536.53 526.78 485.31 393.42 320.86 230.36 134.17 34.61

36

Vertical moments of transverse sections at ordinate stations spaced L/10 m (19.5 m) apart about baseline in m3

STN

WL 0 1/4 1/2 3/4 1 1 1/2 2 2 1/2 3 3 1/2 4 5 6 6 1/2 7 7 1/2 8 8 1/2 9 9 1/4 9 1/2 9 3/4 10

1 0.00 0.10 0.72 1.47 2.47 4.97 7.99 10.74 12.67 13.71 13.93 14.07 14.07 14.07 14.05 14.05 12.95 10.76 7.52 5.30 3.34 1.96 1.22

2 0.00 1.16 3.82 7.66 12.76 23.76 36.05 46.37 53.18 57.06 57.73 58.31 58.30 58.14 57.99 57.99 53.97 45.75 33.25 24.67 16.29 10.12 6.60

3 0.00 3.24 10.40 20.73 33.55 60.19 87.75 109.76 123.36 130.70 132.27 133.23 133.21 132.98 132.63 132.63 124.43 107.18 79.96 61.02 41.33 26.31 17.19

4 0.00 6.58 21.45 42.74 67.06 116.68 165.32 202.37 224.32 234.96 237.20 238.23 238.21 237.98 237.63 237.63 225.09 196.44 149.39 116.17 79.93 51.21 32.60

5 0.00 11.24 38.78 75.30 115.62 195.27 270.37 325.06 356.43 369.52 372.20 373.23 373.21 372.98 372.63 372.63 356.14 314.26 242.42 191.01 132.68 84.65 51.33

6 0.00 17.32 62.67 120.12 181.23 298.40 404.17 478.76 519.58 534.25 537.20 538.23 538.21 537.98 537.63 537.63 517.55 461.44 359.51 285.76 199.57 126.24 71.24

7 0.00 25.24 95.06 179.62 266.32 427.61 567.78 663.83 713.68 729.25 732.20 733.23 733.21 732.98 732.63 732.63 709.57 637.82 500.72 400.27 280.64 175.64 90.93

8 0.00 36.88 139.23 256.62 373.32 584.57 761.81 880.74 938.41 954.25 957.20 958.23 958.21 957.98 957.63 957.63 932.15 843.09 665.89 534.77 375.61 232.61 109.06

9 0.00 56.89 199.09 353.82 504.19 771.17 987.03 1129.27 1193.41 1209.25 1212.20 1213.23 1213.21 1212.98 1212.63 1212.63 1185.23 1077.42 855.03 689.12 485.50 296.87 125.08

10 0.00 91.79 278.94 474.39 661.98 988.35 1244.04 1409.00 1478.41 1494.25 1497.20 1498.23 1498.21 1497.98 1497.63 1497.63 1468.91 1340.65 1068.93 863.59 609.69 368.50 138.02

11 1.32 149.54 383.70 622.11 850.64 1237.16 1532.96 1720.02 1793.41 1809.25 1812.20 1813.23 1813.21 1812.98 1812.63 1812.63 1783.32 1633.05 1307.72 1059.19 749.85 447.71 147.68

12 33.02 238.89 519.14 801.46 1072.01 1518.78 1854.19 2062.23 2138.41 2154.25 2157.20 2158.23 2158.21 2157.98 2157.63 2157.63 2128.28 1955.06 1572.56 1277.15 906.73 534.84 153.86

13 102.24 361.76 689.16 1016.25 1327.60 1833.96 2208.39 2435.03 2513.41 2529.25 2532.20 2533.23 2533.21 2532.98 2532.63 2532.63 2503.28 2307.41 1865.51 1519.48 1081.89 630.18 156.29

14 200.96 516.63 894.67 1268.14 1618.71 2183.44 2595.28 2838.91 2918.41 2934.25 2937.20 2938.23 2938.21 2937.98 2937.63 2937.63 2908.28 2690.74 2187.43 1787.63 1278.04 736.14 156.64

15 325.46 702.43 1135.62 1557.07 1946.29 2568.27 3014.74 3273.62 3353.41 3369.25 3372.20 3373.23 3373.21 3372.98 3372.63 3372.63 3343.28 3105.85 2539.19 2083.48 1496.56 855.66 157.62

16 474.66 919.16 1410.21 1881.46 2310.93 2988.57 3466.43 3738.62 3818.41 3834.25 3837.20 3838.23 3838.21 3837.98 3837.63 3837.63 3808.28 3553.92 2922.97 2409.08 1740.27 990.92 162.45

17 648.25 1166.29 1716.90 2240.23 2713.83 3444.79 3951.00 4233.62 4313.41 4329.25 4332.20 4333.23 4333.21 4332.98 4332.63 4332.63 4303.28 4035.36 3340.97 2766.31 2010.87 1144.02 173.98

18 844.59 1443.32 2055.58 2631.75 3153.05 3937.27 4467.31 4758.62 4838.41 4854.25 4857.20 4858.23 4858.21 4857.98 4857.63 4857.63 4828.28 4550.58 3794.33 3157.73 2311.18 1317.45 195.32

37

WETTED SURFACE AREA AT DRAFT=14.08 m

STATIONS HALF GIRTHS(in m) SM PRODUCT FORAREA(in m2)

0 5.2 0.25 1.300.25 15.4 1 15.380.5 16.5 0.5 8.240.75 17.4 1 17.43

1 18.5 0.75 13.911.5 21.0 2 41.982 23.4 1 23.44

2.5 25.4 2 50.753 26.7 1 26.69

3.5 27.4 2 54.864 27.7 1.5 41.485 27.8 4 111.026 27.7 1.5 41.61

6.5 27.7 2 55.437 27.7 1 27.69

7.5 27.5 2 55.008 26.9 1 26.87

8.5 25.0 2 50.059 22.1 0.75 16.59

9.25 20.1 1 20.069.5 17.8 0.5 8.899.75 15.9 1 15.8810 15.2 0.25 3.80

A=728.34 m2

Wetted surface area = Ah32 = (2*19.5)* (728.34/3) = 9468.42 m2

Adding 2% of Wetted Surface area to the value obtained above for curvature of the

fore and aft directionFinalized wetted surface area =9468.42 + 2% of (9468.42)

=9657.79 m2

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

such as bilge keel, rudder, propeller Portion of ship forward of F.P. And aft of A.P.

Are not included in this calculated wetted surface area. These are to be included in

final design.

38

Wetted surface area from empirical formula:

From Mumfords formula:

S= TBCL BBP 7.1025.1 m2

= 08.147.1308.0195025.1 m2

= 936.2324195025.1 m2

= 9581.21 m2

Dennys Formula:

S= 2/7.1 mTTL

= 208.14/6589408.141957.1 m

=9347.49 m2

Where, L= Length between perpendiculars in m = 195 m

T= Draft in m = 14.08 m

= Moulded Volume of Displacement in m3 = 65894 m3

B= Moulded Breadth in m = 30 m

Cb= Block coefficient of Fineness=0.80

39

ACTIVITY - 5

HYDROSTATIC CHARACTERISTICS OF SHIP1. 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. Ships

stability also changes .If its condition at any stated set of circumstances to be

estimated, its condition in a precise state must be known so that the effect of changes

from that state can be calculated. This precise condition is known as the design

condition. For this, changes from the design and properties of underwater form are

calculated for a complete range of water lines. This information is known as

hydrostatic data and is plotted against drafts. Drafts are spaced equally generally one

meter apart. These curves are shown on displacement sheet. The following properties

are plotted against draft to form hydrostatic curves.

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 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.

40

The V.C.B and L.C.B are dependent on geometry of ships but not effected by

density of water.

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 flotation:

The water plane area at any draft is calculated by simpsonising the half breadths /

breadths at ordinate stations, Center of gravity of water plane is calculated by

multiplying the product for area by levers from midship section. Since there is no list

the center of gravity of water plane will be on the center line of the ship. The center

of floatation of the water plane area depends on the geometry of ship but not effected

by density of water.

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)

41

Tonnes per Centimeter Immersion (TPC):

It is the weight, which must be added or removed to/from a ship in order to

change the mean draft by 1 cm.

TPC for sea water = Area of water plane in m2 x 0.01m x 1.025 (density of seawater)

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 =.GML / 100L

Where L = length of ship in meters

= displacement in tonnes

Since GML BML , BML is obtained as per IL/

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

=xL100025.1xIL ( = X1.025)

CB(Block Coefficient):

It is a measure of fineness of ship. It is the ratio of (vol. of displacement) of

moulded form of ship up to given water line and the volume of circumscribing solid

of constant rectangular cross section having the same water line, Length, Moulded

breadth at designated Water Line, mouldeld draft of ship up to designated water line.

These are different from main dimensions of ship and vary with drafts.

CW (Water Plane Area Coefficient):

42

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.

CPL (Longitudinal Prismatic Coefficient):

It shows the ratio of moulded volume of ship upto the designated water line to

volume of prisms having length equal to the waterline length and cross section area

equal to the midship section area.

CPV(Vertical Prismatic Coefficient):

It shows the ration of moulded volume of ship upto the designed load water line to

volume obtained by the product of water plane area with the draft.It is the ratio of

block coefficient to the water plane area coefficient.

43

(Contd.)

HYDROSTATIC CALCULATIONS FOR ZERO TRIMHYDROSTATIC PROPERTIES UNITS 1WL

Moulded Volume of Displacement, mld =h/3*v metres3 3780.86

Displacement in fresh water, fw=mld*1.000 tonnes 3780.86Displacement in sea water, sw=mld*1.025 tonnes 3875.38Water Plane Area, Aw=(2h/3)*A metres2 4061.10

Longitudinal Centre of floatation from station 5, LCF=h(M2-M1)/A metres 7.62Longitudinal Centre of buoyancy from station 5, LCB=h(M4-M3)/V metres 8.21Vertical Centre of buoyancy above base, KB=(VM)/V metres 0.52

Transverse moment of inertia, IT=2h/9*IT metres4 229222

Transverse metacentre above centre of buoyancy, BMT=IT/mld metres 60.63Transverse metacentre above base, KMT=KB+BMT metres 61.14

Longitudinal moment of inertia about station 5, IL=(2h3/3)*IL metres4 7845531

Longitudinal moment of inertia about LCF, ILCF=IL-(Aw*LCF2) metres4 7610019

Longitudinal metacentre above centre of buoyancy, BML=ILcf/mld metres 2012.78Longitudinal metacentre above base, KML=KB+BML metres 2013.29

Tonnes per centimeter immersion, TPC=(Aw *1.025)/100 41.63Moment to change trim for 1 centimeter immersion, MCT=( ILCF*1.025)/(100L) tonne-m 400.01Block coefficient of fineness, Cb=mld/(L*B*T) 0.67Water plane area coefficient, Cw=Aw/(L*B) 0.72Immersed midship section area coefficient, Cm=Am/(B*T) 0.95Prismatic coefficient, Cp=mld/(Am*L) 0.71

44

2WL 3WL 4WL 5WL 6WL 7WL 8WL 9WL7992.64 12398.17 16919.09 21521.09 26188.78 30911.87 35685.00 40507.507992.64 12398.17 16919.09 21521.09 26188.78 30911.87 35685.00 40507.508192.46 12708.12 17342.07 22059.12 26843.50 31684.67 36577.13 41520.184320.23 4468.75 4564.17 4636.19 4698.66 4748.64 4797.36 4846.24

7.11 6.63 6.20 5.75 5.26 4.68 4.07 3.427.78 7.47 7.20 6.93 6.68 6.41 6.14 5.861.04 1.56 2.08 2.60 3.11 3.63 4.15 4.67

261803 278899 288922 296708 303648 308847 313546 31800732.76 22.50 17.08 13.79 11.59 9.99 8.79 7.8533.79 24.05 19.15 16.38 14.71 13.62 12.94 12.52

8736978 9347463 9794556 10133601 10432009 10678872 10939258 112177828518783 9151182 9619042 9980230 10302095 10574799 10859734 111611741065.83 738.11 568.53 463.74 393.38 342.10 304.32 275.531066.87 739.67 570.61 466.34 396.49 345.73 308.47 280.2044.28 45.80 46.78 47.52 48.16 48.67 49.17 49.67447.78 481.02 505.62 524.60 541.52 555.85 570.83 586.680.69 0.71 0.72 0.74 0.75 0.75 0.76 0.770.74 0.76 0.78 0.79 0.80 0.81 0.82 0.830.95 0.97 0.97 0.98 0.98 0.99 0.99 0.990.72 0.73 0.74 0.75 0.76 0.77 0.77 0.78

10WL 11WL 12WL 13WL 14WL 15WL 16WL 17 WL 18 WL45379.60 50306.08 55294.77 60344.64 65451.12 70610.43 75818.28 81072.03 86367.8745379.60 50306.08 55294.77 60344.64 65451.12 70610.43 75818.28 81072.03 86367.8746514.09 51563.74 56677.14 61853.25 67087.39 72375.69 77713.73 83098.83 88527.074898.66 4955.41 5020.50 5078.87 5133.51 5182.87 5230.45 5275.73 5315.51

2.72 1.94 1.07 0.42 -0.09 -0.41 -0.64 -0.78 -0.775.56 5.24 4.91 4.57 4.25 3.94 3.65 3.39 3.155.19 5.71 6.23 6.75 7.28 7.81 8.34 8.87 9.39

322377 326739 331706 336932 342362 347552 352864 358501 3631807.10 6.50 6.00 5.58 5.23 4.92 4.65 4.42 4.2112.29 12.20 12.23 12.34 12.51 12.73 12.99 13.29 13.60

11537712 11906142 12349623 12741326 13104438 13436415 13757646 14056425 1433154811501407 11887470 12343893 12740424 13104398 13435537 13755494 14053244 14328414

253.45 236.30 223.24 211.13 200.22 190.28 181.43 173.34 165.90258.63 242.01 229.47 217.88 207.50 198.09 189.76 182.21 175.2950.21 50.79 51.46 52.06 52.62 53.12 53.61 54.08 54.48604.56 624.85 648.85 669.69 688.82 706.23 723.05 738.70 753.160.78 0.78 0.79 0.79 0.80 0.80 0.81 0.82 0.820.84 0.85 0.86 0.87 0.88 0.89 0.89 0.90 0.910.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.990.78 0.79 0.79 0.80 0.81 0.81 0.82 0.82 0.82

45

ACTIVITY - 6FINAL FREEBOARD CALCULATION 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 be

loaded, is governed by the plimsoll marks, which are permanently marked on the

vessels sides at amidships. The freeboard deck means the uppermost complete deck

having permanent means of closing all opening in weather deck.

Freeboard rules are designed to ensure that the vessel when loaded to her

marks has sufficient reserve buoyancy in the portion of the hull and the erection above

the waterline to ensure a satisfactory margin of safety.

Freeboard Calculation Procedure:

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

85% of molded depth =18.00 0.85=15.3 m

46

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

StationSectionalAreas in

m2SimpsonsMultipliers

Productfor

VolumeLever Product forMoment

0 27.35 0.25 6.84 5.00 34.190.25 64.95 1.00 64.95 4.75 308.510.5 115.75 0.50 57.88 4.50 260.440.75 168.55 1.00 168.55 4.25 716.34

1 219.55 0.75 164.66 4.00 658.651.5 307.60 2.00 615.20 3.50 2153.202 378.70 1.00 378.70 3.00 1136.10

2.5 425.50 2.00 851.00 2.50 2127.503 446.00 1.00 446.00 2.00 892.00

3.5 453.50 2.00 907.00 1.50 1360.504 455.00 1.50 682.50 1.00 682.505 456.00 4.00 1824.00 Sum M1 10329.936 456.00 1.50 684.00 1.00 684.00

6.5 455.50 2.00 911.00 1.50 1366.507 455.50 1.00 455.50 2.00 911.00

7.5 455.50 2.00 911.00 2.50 2277.508 446.00 1.00 446.00 3.00 1338.00

8.5 406.55 2.00 813.10 3.50 2845.859 324.85 0.75 243.64 4.00 974.55

9.25 262.05 1.00 262.05 4.25 1113.719.5 185.80 0.50 92.90 4.50 418.059.75 108.80 1.00 108.80 4.75 516.8010 32.50 0.25 8.13 5.00 40.63

Sum V 11103.39 Sum M2 12486.59

Volume of displacement )( = Vh3 = 39.1110335.19 = 72172.04 m3

Volume of displacement )( from Hydrostatics= 72172.78 m3

Position of LCB=39.11103

)59.1248693.10329(10195])([ 21

VMMh

=3.79 m forward of midship

LCB = 3.79 m forward of amidships

Value of L.C.B. from Hydrostatics is 3.79 m

47

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 (15.30 m) =

0.96(6.08+195+0.12) = 193.15 m

(Or)

length from fore end of stem to centerline of rudderstock on the same waterline

= 195+0.12 = 195.12 m

From the above two, which ever is greater, is taken as

freeboard length LL= 195.12 m

2. FREEBOARD BREADTH: 30 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 =18.00+0.02

=18.02 m (There is no wood sheathing on the deck)

4. BLOCK COEFFICIENT Cb (calculated at 85% of moulded depth):

Cb= TBL =

3.153012.19504.72172

= 0.81

TABULAR FREE BOARD: (For Type A ship)

Tabular freeboard for 195.12 m = 2563.2 m

48

CORRECTIONS:

1. BLOCK COEFFICIENT (CB):

Where CB exceeds 0.68, the tabular freeboard shall be multiplied by the factor

36.168.0BC

Corrected Freeboard = 21.280836.1

68.081.02.2563

mm

2. DEPTH CORRECTION:

Where D exceeds15L the freeboard shall be increased by RLD

15mm

Where R =250 L>120 m

Corrected Freeboard = 2808.21+ (18.02 (195.12/15))*250

= 2808.21+1253 mm = 4061.21 mm

1. CORRECTION FOR SUPER STRUCTURE:

LENGTH OF SUPER STRUCTURE :

Superstructure length can be estimated by determining the distance

between aft peak bulkhead and Forward peak bulkhead.

From the data collected from the register of ships, one of the ships

which approximately coincide with length, breadth and speed is of power 11900 KW.

A low speed engine is selected and its specifications are:

Type of the engine : Sulzer RTA 72 U - B

Power : 11900 KW

Speed : 71 rpm

Value of A : 10129 mm

Value of K : 451 mm

Therefore, length of the engine is, A+K=10129+451= 10580 mm

Length of engine casing = 10580+2000 = 112580 mm

Hence, length of superstructure = length of engine room + (2*width of

alleyway) + (2*length of a cabin in longitudinal direction) + any additional space due

to engine alignment from aft peak bulkhead.

Width of alleyway = 1000 mm.

49

Length of a cabin in longitudinal direction = 4000 mm.

Note: Bulkheads of cabins are inline with Deck beams in Fore and Aft direction i.e.

its length is a multiple of transverse framing (800 mm).

Length of superstructure, Ls= 14000 + (2*1000) + (2 * 4000) = 24800 mm

BREADTH OF SUPERSTRUCTURE:

Breadth of superstructure = Breadth of engine casing + (2* width of

alleyway) +(2* length of a cabin in transverse direction).

Breadth of engine = 2 * E

Where, E is the half breadth of the engine near turbo charger (maximum)

Breadth of engine casing = (2*3848) +2000=9696 mm.

Width of alleyway = 1000 mm.

Length of a cabin in transverse direction = 4000 mm.

Breadth of superstructure = 9696 + (2*1000) + (2 * 4000) = 19696 mm

Breadth of superstructure = 20 meters (approx)

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

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

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

L= Length of the super structure=24.8 m (from General Arrangement plan)

B= breadth of the ship at middle of the super structure =30 m

b=breadth of the superstructure in between the bulkheads= 20 m

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

= 24.8 (20/30)=16.53 m.

% engtheffectivel of length = %085.0195

53.16...

PBLengtheffectivel

Length of forecastle deck = 7%L from forward perpendicular

50

Total effective length of super structure = (0.085+0.07) = 0.155 % of L

Percentage of deduction for Type A ships

Total effective length of Superstructure

Percentage of

deduction for

all types of

Superstructures

0 0.1L 0.2L 0.3L 0.4L 0.5L 0.6L 0.7L 0.8L 0.9L 1.0L

0 7 14 21 31 41 52 63 75.3 87.7 100

Correction for % deduction at 0.13L= %85.101.0155.01.02.07147

Deduction for 100% effective super structure = mm1.116100

85.101070

Corrected Free Board = 4061.21 116.1 = 3945.11 mm

4. SHEER CORRECTION:

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

FINAL FREEBOARD = 3945.11 mm = 3.94 m

Moulded draft = freeboard depth freeboard

= 18.02-3.94 = 14.08 m

MOULDED DRAFT = 14.08 m

Length measured on summer load waterline (14.08 m) from centerline of rudderstock

to fore end of ship from lines plan = 195.00 m

51

SECTIONAL AREAS LIFTED AT MOULDED DRAFT (=14.08 M)

Station

SectionalAreas in

m2SimpsonsMultipliers

Productfor

Volume Lever

Productfor

Moment0.00 16.00 0.25 4.00 5.00 20.000.25 49.00 1.00 49.00 4.75 232.750.50 95.50 0.50 47.75 4.50 214.880.75 144.00 1.00 144.00 4.25 612.001.00 192.00 0.75 144.00 4.00 576.001.50 275.00 2.00 550.00 3.50 1925.002.00 343.50 1.00 343.50 3.00 1030.502.50 389.00 2.00 778.00 2.50 1945.003.00 409.50 1.00 409.50 2.00 819.003.50 417.00 2.00 834.00 1.50 1251.004.00 418.50 1.50 627.75 1.00 627.75

5.00 419.50 4.00 1678.00SumM2 9253.88

6.00 419.50 1.50 629.25 1.00 629.256.50 419.00 2.00 838.00 1.50 1257.007.00 419.00 1.00 419.00 2.00 838.007.50 419.00 2.00 838.00 2.50 2095.008.00 409.50 1.00 409.50 3.00 1228.508.50 371.50 2.00 743.00 3.50 2600.509.00 295.00 0.75 221.25 4.00 885.009.25 237.00 1.00 237.00 4.25 1007.259.50 167.00 0.50 83.50 4.50 375.759.75 99.00 1.00 99.00 4.75 470.2510.00 32.50 0.25 8.13 5.00 40.63

Sum V10135.13

SumM1 11427.13

Volume of displacement )( = Vh3 = 13.1013535.19 = 65878.34 m3

Actual volume of Displacement (from bonjeans) )( = 65878.34 m3

Actual Displacement () = 65878.341.025 = 67525.3 tonnes

Volume of displacement from hydrostatics = 65863 m3

Position of LCB=

13.10135)88.925313.11427(

10195]

)([ 21

VMM

h 4.18m forward of

amidships

Value of L.C.B. from Hydrostatic curves is 4.16 m

52

80.008.1430195

34.65878

TBL

CB

LCB = 4.18 m forward of midships

99.008.1430

50.419

TBA

C mM 81.099.080.0

M

BPL C

CC

CALCULATION OF WATERPLANEAREA AT DESIGNED LOAD WATERLINE(14.08 M)

STATION HALF BREADTHSSIMPSONS

MULTIPLIERSPRODUCT FOR

AREA

0.00 4.04 0.25 1.01

0.25 6.15 1.00 6.15

0.50 8.02 0.50 4.01

0.75 9.72 1.00 9.72

1.00 11.09 0.75 8.32

1.50 13.13 2.00 26.26

2.00 14.42 1.00 14.42

2.50 14.99 2.00 29.98

3.00 15.00 1.00 15.00

3.50 15.00 2.00 30.00

4.00 15.00 1.50 22.50

5.00 15.00 4.00 60.00

6.00 15.00 1.50 22.50

6.50 15.00 2.00 30.00

7.00 15.00 1.00 15.00

7.50 15.00 2.00 30.00

8.00 15.00 1.00 15.00

8.50 14.27 2.00 28.54

9.00 12.06 0.75 9.05

9.25 10.08 1.00 10.08

9.50 7.42 0.50 3.71

9.75 4.03 1.00 4.03

10.00 0.03 0.25 0.01

Sum A =395.28 M2

53

Area of water plane = 264.51383

28.3955.1923

2m

AhCW

88.03019564.5138

BLA

C WW

91.088.79.

w

Bpv C

CC

FINALISED PARTICULARS OF THE SHIP

1) LENGTH BETWEEN PARTICULARS -195 M

2) LENGTH OVERALL -205.37 M

3) BREADTH (MOULDED) -30 M

4) DEPTH (MOULDED) -18.00 M

5) DRAUGHT (MOULDED) -14.08 M

6) BLOCK COEFFICIENT OF FINENESS -0.80

7) MIDSHIP SECTION AREA COEFFICIENT -0.99

8) WATER PLANE AREA CO-EFFICIENT -0.88

9) VERTICAL PRISMATIC CO-EFFICIENT -0.91

10) LONGITUDINAL PRISMATIC CO-EFFICIENT -0.81

9) VOLUME OF DISPLACEMENT -65878.34 m3

10) DISPLACEMENT -67525.3 TONNES

11) SPEED -15 KNOTS

54

ACTIVITY - 7

DEAD WEIGHT CHECK(ESTIMATION OF PRELIMINARY POWER AND LIGHT SHIP WEIGHT

USING EMPERICAL FORMULAS)

ESTIMATION OF POW